Volume VIII. Issue 16, August 12,...

Human Factors Industry News 1

★Engine Part Failure, Airbus Crew Distraction

★'We know about this' written on damaged aircraft wing

★FAA Proposes $1 Million Civil Penalty Against Horizon Air

★Silver Airways flight lands at wrong W.Va. airport in 1st week of service; no one injured

★Qantas pilot fails alcohol test

★Crashed Superjet was cleared below minimum safe altitude

★Finland issues report on two A330 engine bleed air system failure incidents

★Investigators Say Boy, Age 6, May Have Pulled Landing Gear Lever As Plane Touched Down

★ASRS reports sought for safety studies

Aviation Human Factors Industry News !

Volume VIII. Issue 16, August 12, 2012

Hello all, To subscribe send an email to: [email protected] In this weeks edition of Aviation Human Factors Industry News you will read the following stories:

mailto:[email protected]

mailto:[email protected]

Engine Part Failure, Airbus Crew Distraction

Investigators have made progress toward explaining the failure of a Boeing 787 Dreamliner GEnx engine during a taxi test and a separate incident that many pilots might understand involving the crew of an A380 out of LAX. The 787 incident took place July 28 at Charleston, S.C., and resulted in a contained engine failure. The NTSB has found that a fan located mid-shaft on the 787's GEnx engine fractured. Detailed metallurgical and dimensional analysis of the parts is ongoing. Meanwhile, ATSB investigators found that complications and interruptions introduced into the cockpit of an A380 as the crew prepared for takeoff last October ultimately left them without automated lift-off target speeds during the takeoff roll.

The ATSB found that the A380 crew had been asked to make a late runway change and while the captain prepared to enter the data into appropriate systems, the cabin crew called to report a problem with one of the jet's doors. As a result, the captain failed to follow all appropriate data entry procedures relevant to the change of runway and wind information, when his attention was diverted by the door problem. The first officer had two opportunities to catch the error and dismissed a first alert thinking the information would later be checked. Then he dismissed the second, believing the information had already been checked, the Sydney Morning Herald reported. As the aircraft accelerated down the runway, the crew became aware of the lack of lift-off target speed information present in their instrumentation but initially thought it was the result of another system failure. But as the jet accelerated through 100 knots the captain made the decision to continue and the cockpit crew fell back on "handwritten notes to recall liftoff target speeds," the Herald reported. The flight continued to a safe landing in Melbourne without additional drama.


'We know about this' written on damaged aircraft wing

Running the day-to-day operation of an airline isn't easy to do. With thousands of employees and passengers and hundreds of planes it might be hard to get a message to one person in particular.So, what's an aircraft maintenance worker to do if they want to let the flight crew know that they're aware of trim repair needed to the corner flap of the right wing? Aside from email, calling or even walking up to the flight deck, they decided to write a message on the wing.

A passenger on an Alaska Airlines flight bound to Seattle looked out the window and saw what appeared to be a damaged area on the wing with a handwritten note saying, "We know about this."

The incident July 28 sparked comments on Twitter and other social media websites.

Spokeswoman Bobbie Egan said Tuesday that there was nothing to worry about and that a maintenance technician wrote to let the flight crew know.

Egan says, "The message was the result of someone's good intentions" but the wing note "was not appropriate and did not follow company procedures."

The message was immediately removed, and Alaska apologizes for any alarm it may have caused.


http://www.examiner.com/topic/alaska-airlines

http://www.examiner.com/topic/alaska-airlines

FAA Proposes $1 Million Civil Penalty Against Horizon Air

The Federal Aviation Administration (FAA) has proposed a civil penalty of $1,005,000 against Horizon Air of Seattle, for allegedly operating 22 Bombardier DHC-8-402 turboprop airliners on more than 186,000 revenue flights when they were not in compliance with Federal Aviation Regulations.The FAA alleges that Horizon installed new security flight deck doors on the airplanes using blind rivets instead of the required solid rivets, and that the airline operated the 22 aircraft on 186,189 revenue passenger flights between Dec.1, 2007, and June 1, 2011, before replacing the rivets.

The FAA also alleges the airline, even after being told the aircraft were not in compliance, operated one of the aircraft on another 22 passenger-carrying revenue flights before replacing the rivets. The installation of blind rivets can damage other components, including wiring.

“We expect airlines to comply with all of our safety regulations and to correct safety defects promptly,” said U.S. Transportation Secretary Ray LaHood.

The FAA discovered the alleged violations when Horizon incorrectly modified a 23rd aircraft with blind rivets, and the plane experienced an in-flight wiring damage incident during a non-revenue flight.

Horizon has 30 days from receipt of the FAA’s notice of proposed civil penalty to respond to the agency.

Silver Airways flight lands at wrong W.Va. airport in 1st week of service; no one injured

A Silver Airways pilot making one of the Florida airline's first flights to the North Central West Virginia Airport in Bridgeport mistakenly landed his Saab 340 at a tiny airport in Fairmont, but officials said Wednesday that no one was injured.


"Obviously, it was a mistake," said Jake Wilburn, manager of the Fairmont Municipal Airport-Frankman Field, which is less than 5 miles by air from the Bridgeport airport. The No. 5 runway at Fairmont is just under 3,200 feet long and 75 feet wide. According to Silver's website, its Saab aircraft have a wingspan of about 70 feet wide and carry 34 passengers. The landing occurred late Tuesday night during Silver's first week of service to the Bridgeport airport. "It was a normal landing, if you can say landing a Saab 340 here is normal," Wilburn said. "He got it in, no problem." Passengers were taken by taxi to Bridgeport. Wilburn said the incident is under investigation, but he couldn't comment further.

Qantas pilot fails alcohol test

Qantas Airways has launched an investigation after one of its pilots was removed from the controls of a passenger aircraft just minutes before take-off due to concerns she had been drinking.The female captain, who subsequently failed an alcohol test, was suspended following the incident last week on a Boeing 767-300 jet that had been about to fly from Sydney to Brisbane.

"A Qantas captain was withheld from service for administrative reasons," said an airline spokesman. "The matter is being investigated and it would be inappropriate to comment further."


The Sydney Morning Herald reported that the pilot was ordered off the plane as it began taxi-ing towards the runway. Cabin crew had alerted the flight operations manager that she may have been under the influence of alcohol.

The jet reportedly returned to the terminal and a replacement pilot was found to take charge of the flight.

Australia’s Civil Aviation Safety Authority (CASA) said it had been informed of the incident by Qantas, which is dealing with the matter under its drug and alcohol management policy.

"Qantas confirmed to us that it was a positive test," said CASA spokesman Peter Gibson. He added that the pilot would remain suspended until a full investigation had been carried out.

While airlines in Australia have their own drug and alcohol management programs, CASA also conducts random testing across the industry.

Gibson said that over the last three years 51,000 tests had been carried out with only 45 positive results.

Crashed Superjet was cleared below minimum safe altitude

Preliminary findings from the Sukhoi Superjet 100 crash inquiry show that the aircraft had been cleared to descend below the minimum safe altitude for the area.

Sukhoi had intended to conduct a 30min demonstration flight from Halim to Pelabuhan Ratu at an altitude of 10,000ft.Indonesia's National Transportation Safety Committee states that air traffic control cleared the aircraft to depart runway 06 then, upon reaching 2,000ft, turn right to intercept the 200 radial from the Halim VOR beacon before climbing to 10,000ft.

After transferring to Jakarta approach control the crew was instructed to maintain this altitude. But two minutes later - and just 5min into the flight - the pilot requested descent to 6,000ft.


Indonesia's aeronautical information publication showed, however, that the minimum safe altitude was 6,900ft within 25nm of the Halim beacon.

The controller asked the pilot to repeat the descent request and, after he did so, acknowledged it. The pilot responded: "Descend to 6,000ft."

Two minutes later the pilot contacted Jakarta approach again, asking to make a right orbit, which was also approved at 6,000ft. The controller told investigators that, at the moment of this request, radar showed the aircraft was over a training zone at Atang Sanjaya about 17nm southwest of the Halim beacon.

But the aircraft was later found to have crashed into high terrain 28nm from the beacon, on the 198 radial. The impact site, on Mount Salak, was at a height of about 6,000ft.

The route selected for the flight was not a published airway, the inquiry points out, adding that the minimum off-route altitude was 13,200ft.

Weather information for the time of the accident - taken from a meteorological station about 7nm from the crash site - indicated a cloud base of about 2,000ft, with substantial cloud cover and cumulonimbus activity in the vicinity.

Investigators state that the flight-data recorder contains 22min of information from the flight, from engine start. But their preliminary findings have not detailed the operational status of the terrain-awareness and warning system or the various avionics and navigation systems on board the Superjet.

Neither pilot was found to have any traces of alcohol or drugs in their system. No distress signal was received by emergency services. The aircraft's emergency locator transmitter was found with its antenna detached.

None of the 45 occupants - comprising two pilots, a navigator, test-flight engineer and 41 passengers - survived the 9 May crash.

Finland issues report on two A330 engine bleed air system failure incidents

The Safety Investigation Authority, Finland published the final report of their investigation into two serious incidents involving Airbus A330 engine bleed air system failures.


The first serious incident occurred on 11 December 2010, approximately 300 km northeast of the city of Arkhangelsk,. Russia. The aircraft, registration OH-LTO, was on a flight from Osaka, Japan to Helsinki-Vantaa Airport. Apart from the three crew members in the cockpit, the aircraft was empty. The second serious incident occurred south of Moscow on 22 December 2010. The aircraft, registration OH-LTS, was on a scheduled chartered flight from Krabi, Thailand to Helsinki-Vantaa Airport. There were 286 passengers and 15 crew members onboard. Both aircraft experienced a loss of pressurization due to dual engine bleed air system failures. The flight crews donned their emergency oxygen masks because of the decrease of cabin pressure. On OH-LTO the cabin emergency oxygen masks also deployed automatically. OH-LTO flight crew initiated an emergency descent from cruise level about five minutes after the loss of pressurization and about two minutes after the excessive cabin altitude warning which is a master warning. OH-LTO diverted to Kuopio, its alternate aerodrome. OH-LTS flight crew initiated a rapid descent from cruise level about two minutes after the loss of pressurization. Excessive cabin altitude warning came on during the descent after which the flight crew continued by an emergency descent. OH-LTS continued to Helsinki-Vantaa airport, its planned destination. Neither serious incident resulted in injuries to persons or damage to equipment. Both serious incidents were caused by malfunctioning of the engines' bleed regulated pressure transducers' (Pr). The malfunctioning was caused by freezing of water that had accumulated in the bleed regulated pressure transducers' pressure cell rooms, extremely confined by design. This being the case, the transducers provided faulty pressure information to bleed monitoring computers. Due to the erroneous information the computers closed both engines' bleed air systems which resulted loss of pressurization in cabin, i.e. an increase in cabin air pressure altitude. The extremely cold air mass en-route during a long time period contributed to the fact that the water froze in the pressure cell rooms.


Furthermore, the relatively rapidly increasing ambient temperatures en-route may have contributed to the engine's bleed air system faults.

Investigators Say Boy, Age 6, May Have Pulled Landing Gear Lever As Plane Touched Down

According to an FAA report, a 55 Baron T-42 Cochise plane landed on its belly at the Fallbrook Community Airpark Wednesday afternoon.

Lauren Funkhouser, of California Aero Marketing, was in her office nearby when someone ran by."'Someone just bellied down, gear-up down the runway,'" Funkhouser said she heard someone say. "'Please call 911. We don't know how bad, but we're taking off.'"

Firefighters said a father and his six-year-old son were in the twin-engine four-seat plane. It was later determined that the boy apparently pulled the landing gear lever just as the plane touched down, retracting the landing gear and putting the plane on its belly. It skidded to stop without injuring either passenger.

Funkhouser told 10News the plane is worth about $150,000 and may cost too much to repair.

"Oh, it's totaled; yeah, on the belly," she said.

The propellers were bent, the flaps on both wings are no longer flat and the underside of the plane was scratched.


ASRS reports sought for safety studies

NASA has asked general aviation pilots to participate in two special studies it is conducting with the FAA based on data collected through the Aviation Safety Reporting System (ASRS).The study, “Aviation Weather in the Cockpit and Aeronautical Information Services via Data Link,” seeks information from pilots about incidents that occurred while they were using weather or AIS information in the cockpit.

“The information may be textual and/or graphical, obtained via data link or other sources to include ACARS [aircraft communications addressing and reporting system] and cell phones, on the ground or in the air,” said NASA in a news release.

Factors to be analyzed in the study include the type of weather data received, its accuracy and timeliness, the cockpit display used, software or applications used to receive meteorological information, and end user graphical interface ratings, NASA said. The study began in March 2011 and will continue through 2012.

Since March 2007, ASRS also has been the source of data for examining wake vortex encounter events. The study, which will continue at least through 2012, has reviewed wake vortex encounters occurring in all flight regimes, and is analyzing “magnitude of wake encounter, aircraft spacing, aircraft type, runway configuration, and consequences from the encounter in addition to others.”

Pilots who wish to participate in either study can do so by filing an ASRS report or, in some cases, by filing a report with the FAA’s Aviation Safety Action Program.

To acquire greater detail of reported incidents, ASRS staff will contact pilots who submit reports “and request their voluntary participation in completing a Web-based supplemental question set,” NASA said.

Pilots know ASRS as the venue for reporting safety-related accidents or incidents, with the goal of lessening the likelihood of such events occurring in the future. Information gathered from ASRS reports is forwarded to the FAA only after information identifying the reporting party is removed.


http://www.aopa.org/members/files/safety/asrsinfo.html


http://www.faa.gov/about/initiatives/asap/




Pilots who can show that they filed a report within the allotted time may receive immunity from disciplinary action in any enforcement case arising from the incident—provided, among other conditions, that the violation was inadvertent and not deliberate.

In soliciting ASRS reports for the two special studies, NAS reiterated that all identifying information will be removed before any ASRS research data is provided to the FAA.

ASRS “strongly encourages pilots to participate in the studies and provide a user perspective to support these projects,” it said.

http://asrs.arc.nasa.gov/publications/studies.html

http://asrs.arc.nasa.gov/report/electronic.html


http://asrs.arc.nasa.gov/overview/immunity.html

Not A Big Fan of Luck

(The Alternative –Being Available, Staying Alert and Moving with Purpose)

A news source reporting this July 16 about a 7-year-old Brooklyn girl who is miraculously alive and well today after she fell from a third-floor window and was “luckily caught” by a sure-handed neighbor. The police said little Keyla McCree pushed out one of the accordion pieces that was holding a brand new air conditioner in a bedroom window of her Coney Island apartment and squeezed through the tiny opening before plummeting three stories.










The overnight hero city bus driver (who caught the girl) Steven Bernard said, “There were all these kids yelling,`the little girl, the little girl,’”. “I saw a little girl standing on the air conditioner. I said, `Let me get over to her in time. and I made it just in time.” Bernard rushed over without a second to spare.I am not a particular fan of luck. But the phrase “I’d rather be lucky than good” attributed to Lefty Gomez (who was an American League pitcher for the Yankees between 1930-1942) is an often used phrase. This twist of words has even worked its’ way on to t-shirts from the Discovery series – The World’s Deadliest Catch. While we live outside of what theologians call the “Dissipation of Miracles” the intent here is not to take away from miracles but the opposite - to expose luck for what it is . . . a four leaf clover in the jean pocket of a hapless teenager. While casino slot machines appeal to the thought of luck in our minds – try to run that idea past those who build them and make profit from them. Not a chance.

Texas State photographer Wyman Meinzer’s blogged about the well worn phrase “I’d Rather Be Lucky Than Good”. He takes a different approach – one that is more purposefully driven. He said “I would rather be lucky than good”, is often spoken usually in response to seeing a photo that was obviously the result of being at the right place at the right time.” Meinzer goes on to say “Of course, in order for the photographer to experience the lucky break it is essential to make oneself available to be in place when the unusual event occurs. Meinzer admits “this is often my excuse to jump into my pickup and make a break for the brush and some alone time…!!” Meinzer continues by saying “he could not stress to his college students and workshops enough that the importance of being in the field with camera in hand, hopefully at opportune times, is the way to achieve some of the most memorable images of a life time. So many of my greatest shots were never planned, but instead, the result of simply being on site when the critical moment occurred.”

Making one’s self available and being on site is just part of the equation. Whether you are snapping a photo or catching a falling baby life is more about living with intention rather than beating it by luck. We don’t have to look far to see intention at work. An example could be saving a fellow from backing up and falling off a wing or an inspector finding someone else’s tools and rivets on top of a tail elevator just before releasing the aircraft to service. Intention, purpose and alertness will prevail any day against the complacent attitude of just showing up. Whether taking a casual stroll across a crowded tarmac setting or in a hanger with just a few aircraft in it, life is lived with intention or it is ruled by chaos.


When hero (who caught the girl) Steven Bernard’s daughter was asked about the actions of her dad, she said, he was just being dad, that is who he is and what he does. I want to encourage each of you to be available to those around you, beware of your situation even when doing the casual things we do in our work life. Take the option of moving with purpose rather than just mowing people over. Happy summertime stay alert!

Take the Luck out of Safety

Why is it so hard to get safety right?

In attempts to improve safety, companies institute safety programs, purchase specialized equipment, and engage in safety practices that they believe have a positive impact. Unfortunately the measure of that impact is flawed. Having a low incident rate is no guarantee that an organization is safe. Due to decades of improvements, the hazardous conditions and at-risk behavior that remain in many organizations today only occasionally result in incidents. Going a month, a year, or even several years without an incident may be a function of sheer luck.

In many cases companies are Safe by Accident.http://www.safebyaccident.com/

The Potential for Greatness is Everywhere

It’s hard not to think about greatness as we watch the 2012 Summer Olympic Games in London. Let’s face it: the skill level of Olympic athletes is amazing. It has to be when the difference between a Gold Medal and Bronze comes down to just hundredths of a second. Being great — or, more specifically, performing at peak — whether you’re an Olympic athlete or not, is directly linked to one thing.


http://www.safebyaccident.com

http://www.safebyaccident.com

It’s not talent; it’s deliberate practice.We are so quick to say, “She is so talented” or “He has God-given talent.” In truth, when you say someone is talented, you are actually under-evaluating their accomplishment. By declaring someone “talented,” it diminishes the sacrifices the athlete or person made to pursue his or her dream. It devalues the discipline required to practice in uncomfortable and occasionally miserable weather conditions (as is the case for Olympic athletes), not to mention a schedule that requires rising to practice before school or work and again later that day before bed.It’s too bad that we can’t see these athletes practice, or that a ticker doesn’t come on the screen before an Olympic event showing the number of hours each athlete practiced so we can put their performance in a perspective that would allow viewers to better value the accomplishment. The thing we sometimes forget to realize is that for those who achieve greatness, they do so by good coaching and LOTS of practice.Business can — and does — fall victim to this perception of talent. Organizations tend to focus solely on talent rather than looking more at the prospective employee’s history of discipline and hard work. The best candidate should always be awarded the job — but if you are basing individuals on intelligence, you’re looking at the wrong thing.Talent management staff should instead look for accomplishments that reflect behavior patterns that have value for the corporation.This point extends beyond the hiring in organizations, as it is also an important lesson for managers. A manager’s actions, or lack thereof, impacts whether or not an employee reaches his or her highest potential. Managers don’t teach someone to the limit of the employee’s ability, but rather to the limit of the managers’ ability.In the spirit of the Summer Games, I offer the following tips to improve the level of practice and coaching in your organization:

1. Aggressively train and promote people: As a manager, it is your job to retain and develop people. Part of any reward system for managers and supervisors should be the number of employees they keep and promote within the organization.


2. Spend the time and money to train people to fluency: One of the most costly mistakes companies make is to put people in jobs before they are fluent in the critical aspects of the job. The amount of repetition required for fluency is far more than the average trainer understands, but the extra time pays off in happier customers and more confident and competent employees.

3. Have a way of positively reinforcing and rewarding employees who put in extra time and effort: This requires observing behavior to make sure that those people who put in the extra effort are not overlooked or ignored. It has been proven that people who are rewarded for extra effort not only work harder on assigned tasks but also work harder on other tasks as well.

The business that understands that outstanding accomplishments come from good coaching and lots of practice rather than native talent and intelligence open up an unlimited pool of potentially outstanding performers.

http://aubreydanielsblog.com/2009/07/21/expert-performance-apologies-to-dr-ericsson-but-it-is-not-10000-hours-of-deliberate-practice/

Young Drivers View Drowsy Driving as Understandable

A recent study in the Journal of Safety Research from the National Safety Council indicates the dangers of sleep-deprived driving are not highly recognized among young drivers. Sleep-deprived driving can be as dangerous as alcohol-impaired driving, but attitudes about drowsy driving are less known.

The study explains that:• Sleep-related and alcohol-related car crashes occur predominantly among young drivers;

• Among drivers taking long trips on the highway, drivers under the age of 30 are more sleep-deprived than other age groups; and• The driving errors displayed by drinking drivers are very similar to those of drowsy drivers.






• "Drunk driving is universally viewed as dangerous, but young people especially don't understand the very serious risks associated with drowsy and distracted driving," said Janet Froetscher, president and CEO of the National Safety Council. "All drivers need to understand the dangers of driving while tired."

This study examined the differing perceptions young drivers have of sleep-deprived drivers compared to drinking drivers. Findings revealed that driving while tired was viewed as understandable, but that driving after drinking was definitely wrong.

http://www.journals.elsevier.com/journal-of-safety-research/

Nicole Michelle Lee

June 22, 1989 - Jan. 26, 2008 Nicole Michelle Lee was killed in a car accident on Jan. 26, 2008. The driver fell asleep, hitting a tree going 55 MPH. There were no skids or brake marks. All five students in the car were Honor Students at Virginia Tech. They were on their way back to college from a skiing trip to Snowshoe Resort West Virginia.

My daughter, Nicole, was in the front passenger seat of a 1999 Nissan Pathfinder headed along US 219 in Greenbrier County when the car left the road and hit the tree. She had to be cut out of the wreckage. We were not notified for a couple hours and had not enough time to travel to that part of West Virginia or Virginia in order to see our daughter alive. All five victims were taken to Greenbrier Valley Medical Center. Nicole was later transferred to Carilion Roanoke Memorial Hospital where she was pronounced dead. The driver had a quick hearing, without our notification. He pleaded NO CONTEST and received a $25.00 fine. I have been enraged with the laws and criminal system since that day.




Question: Does sleep inertia (the grogginess experienced after waking-up) affect cognition and decision-making ability?

Imagine this: You’re home in bed when your peaceful slumber is shattered by the ring of the telephone. Three maddening rings later, you manage to pick it up. An excited voice tells you there’s an emergency at the plant and asks what to do.Do you:

(a) hang up and go back to sleep;

(b) immediately start dictating instructions;

(c) wait at least three minutes before making any substantive decisions;

(d) or wait 10 minutes before making any decisions.

Answer: While your response depends to some extent on the emergency’s severity, research suggests that you’re probably better off waiting at least three minutes — but that there’s relatively little to gain from waiting more than 10.

One study, from Melbourne’s Victoria University, investigated the phenomenon of sleep inertia — the temporary grogginess and disorientation often experienced upon awakening.

After going to sleep at their normal bedtime, a dozen volunteers were roused from Stage 4 sleep — the deepest stage — between 12:30 a.m. and 5:15 a.m. by a 75-decibel fire alarm.

They immediately took a computer “fire chief” test designed to assess decision making ability. As a fire spreads from a forest to 10 houses, subjects must decide how to best use a truck, a helicopter and five dams that replenish the water supply. They had previously taken the test during the daytime.


The results, reported in the Journal of Sleep Research, were intriguing. For the first three minutes after waking, subjects performed at only 50% of their daytime level. Between three and six minutes, performance rose to 75%, and it reached 84% after 12 minutes — where it pretty much remained for the rest of the half-hour test.

Another study, from the University of Colorado - Boulder, reported similar results when they studied how sleep inertia affects cognition. In this study, nine healthy individuals were awakened and given a simple math test.

The researchers reported in the Journal of the American Medical Association that study participants had severe impairments within the first 3 minutes of awakening. Additionally, the study found that cognitive performance immediately on waking was worse than performance during subsequent sleep deprivation.

The study noted these results have important implications because many safety-sensitive occupations require individuals to perform immediately on awakening.

So always be aware of sleep inertia and its adverse effects on decision making. And the next time you get an overnight call, if at all possible give yourself at least three minutes to clear your head before making any judgments with irreversible consequences.

Watch out for unhealthy responses to stress

You probably have your own ways of dealing with stressful times. Some may be healthy, such as calling a friend, cooking a comforting dinner, or curling up in bed earlier than usual. Others may not be as harmless.

All too often, people self-medicate or turn to other unhealthy behaviors in an attempt to relieve pressure they feel. They may do so in a variety of ways. For example:

•


Watching endless hours of TV• Withdrawing from friends or partners or, conversely jumping into a frenzied

social life to avoid facing problems• Overeating or weight gain• Under eating or weight loss• Sleeping too much• Drinking too much alcohol• Lashing out at others in emotionally or physically violent outbursts• Taking up smoking or smoking more than usual• Taking prescription or over-the-counter drugs that promise some form or

relief, such as sleeping pills, muscle relaxants, or anti-anxiety pills• Taking illegal or unsafe drugs

Becoming aware of how you typically handle stress can help you make healthy choices. If you normally reach for a sugary snack, for example, you might instead call a friend. Choosing to connect rather than consume can relieve your stress. Studies suggest that emphasizing social ties can provide definite health benefits – with no calories!

Because you can’t avoid stress altogether, learn healthier ways to manage stressful situations with the Special Health Report from Harvard Medical School, Stress Management.


http://click.mail.health.harvard.edu/?qs=0a10fc49cd19a757bc4518145fd2c7130d7538c6fb5ec5e3e118b2cf93741177




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