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Li, Jingqiang, Yanru Zhou, Xining Zhang und Tianchen Fan. „Fatigue during Long-Haul Flights of Different Crew Compositions under Exemption from Layover and Flight Time during COVID-19“. International Journal of Environmental Research and Public Health 19, Nr. 20 (19.10.2022): 13567. http://dx.doi.org/10.3390/ijerph192013567.
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Pilot fatigue and alertness are critical for civil aviation safety. Intercontinental pilots are more prone to fatigue and sleepiness due to jet lag, prolonged workdays, and disrupted rhythms. The Civil Aviation Administration of China excused enlarged flight crews from mandatory layovers and reimposed flight duration restrictions during COVID-19. This study investigates the sleep quality and attentional performance of pilots on intercontinental flights. The fifteen pilots who performed intercontinental flights in different crew compositions wore a body movement recorder, which has been proven to accurately estimate sleep duration and sleep efficiency. The crew’s attentional performance and self-report were monitored at specified flight phases. In conclusion, the larger crews slept longer and more efficiently on board, particularly pilots in charge of takeoff and landing responsibilities. Crews on four-pilot layover flights were more alert before the takeoff of the inbound flights than exempt flights, but there was no significant difference towards the end of the mission. The new long-haul flight organization did not result in fatigue or decreased attention in the pilots. This study expands on the research by validating a novel intercontinental flight operation model under the COVID-19 scenario and highlighting critical spots for future fatigue management in various crew compositions.
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Ahn, Hee-Bok, Junga Hwang, Jaeyoung Kwak und Kyuwang Kim. „Analysis of Cosmic Radiation Exposure for Domestic Flight Crews in Korea“. Journal of Astronomy and Space Sciences 39, Nr. 2 (Juni 2022): 51–57. http://dx.doi.org/10.5140/jass.2022.39.2.51.
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Cosmic radiation exposure of the flight crews in Korea has been managed by Radiation Safety Management around Living Life Act under Nuclear Safety and Security Commission. However, the domestic flight crews are excluded from the Act because of relatively low route dose exposure compared to that of international flight crews. But we found that the accumulated total annual dose of domestic flight crews is far from negligible because of relatively long total flight time and too many flights. In this study, to suggest the necessity of management of domestic flight crews’ radiation exposure, we statistically analyzed domestic flight crew’s accumulative annual dose by using cosmic radiation estimation models of the Civil Aviation Research Institute (CARI)-6M, Nowcast of Atmospheric Ionizing Radiation for Aviation Safety (NAIRAS), and Korean Radiation Exposure Assessment Model (KREAM) and compared with in-situ measurements of Liulin-6K LET spectrometer. As a result, the average exposure dose of domestic flight crews was found to be 0.5–0.8 mSv. We also expect that our result might provide the basis to include the domestic flight crews as radiation workers, not just international flight attendants.
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Muravyov, I. S. „Method of training pilots of the latest-generation aircraft to interact with crews of other aircraft“. Civil Aviation High Technologies 26, Nr. 5 (30.10.2023): 42–52. http://dx.doi.org/10.26467/2079-0619-2023-26-5-42-52.
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Training pilots of latest-generation aircraft to interact with other crews in flight is complicated by the high level of cockpit automation and information overload of crews, on the one hand, and by the responsibility of pilots for decisions made regarding air traffic, on the other hand. Since the unified methodology for training pilots to interact with other crews in the same airspace is not available, the development of qualitative training is required. To address this issue, a method, based on a preliminary calculation of the amount of information which is necessary to process by a pilot when training depending on the type of this information for the efficient formation of a conceptual model of air traffic in flight, has been developed. The method of forming a conceptual model of air traffic is based on the application of a mathematical model of “random walk with absorption”. The method consists of three phases. In the first flight phase, a pilot should operate a training flight en route. In the first flight of the second training phase, a trainee evaluates the tendency for the approach (separation) of the assessed aircraft to the trainee aircraft. In the second flight of the second phase, the assessed aircraft position is determined by the crew position and altitude reports, in the third flight – by the crew position, heading and altitude reports. In the third training phase, when operating three flights primarily en route, a trainee is supposed to evaluate the air situation according to all the parameters reported by crews operating in the same airspace. After flights of the second and third training phases, the pilot is meant to analyze and evaluate the air situation while operating a flight comprehensively by the number of aircraft in the flight area, their position and the sequence of their motion. The experimental results made it possible to determine that participants in the experimental group were 24% more efficient in evaluating the air situation and interacting with other crews in flight in the same flight area compared to the control group pilots. Processing of the experimental results showed that when employing the proposed training method, the reliability of the latest-generation aircraft crew interaction at the automatic piloting mode was statistically significantly increased.
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Harvey, Craig M., Mike Reynolds, Andrea L. Pacley, Richard J. Koubek und Albert J. Rehmann. „Effects of the Controller-to-Pilot Data Link (Datalink) on Crew Communication“. Proceedings of the Human Factors and Ergonomics Society Annual Meeting 46, Nr. 1 (September 2002): 61–65. http://dx.doi.org/10.1177/154193120204600113.
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This paper discusses a Federal Aviation Administration (FAA) manned simulation study that investigated the effects of Controller-to-Pilot Data Link (datalink) on crew communications. Professional pilots participated in high fidelity simulation tests where crews received Air Traffic Controller (ATC) messages through the datalink. The results were compared to a similar study conducted where crews only communicated by radio to controllers. Results demonstrate that the nature of crew communications within the flight deck do change because of datalink. Unlike in the past where crews became aware of ATC communications at the same time through their headsets, new communication types are now needed due to the shift from ATC radio communications to ATC datalink messages. Thus flight crews must keep each other aware of information passed through the datalink. The frequency of communication was found to be significantly different depending on the location of the datalink on the flight deck. In addition, datalink crews experienced significantly less ATC radio transmissions as expected; however, the within crew communication related to datalink increased. When within crew datalink communication and the ATC radio communication are combined, one finds that ATC related communication is significantly higher in datalink crews as compared to traditional radio crews. This study illustrates the need to fully evaluate the impact new technology has on flight crews and their communication process.
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Wickens, Christopher D., Roger Marsh, Mireille Raby, Susan Straus, Russell S. Cooper, Charles L. Hulin und Fred Switzer. „Aircrew Performance as a Function of Automation and Crew Composition: A Simulator Study“. Proceedings of the Human Factors Society Annual Meeting 33, Nr. 13 (Oktober 1989): 792–96. http://dx.doi.org/10.1177/154193128903301305.
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In an experiment designed to examine the effect of crew composition and automation level on flight performance, fifty pilot-copilot crews flew a simulated instrument flight mission between three Michigan cities. Half of the crews were of homogeneous composition (both low or both high time), while half were heterogeneous consisting of one senior high time member and one junior low time member. Within each group, roughly half flew xxx with automated flight control and the other half flew manually. The flight was disrupted by periodic instrument failures. Results indicated that automation improved flight performance and lowered workload. While there was no overall difference in performance between homogeneous and heterogeneous crews, the latter group appeared to benefit more from the advantages that automation had to offer. The results are discussed in terms of the effect of automation on cockpit authority gradients, the role of flight experience, and of crew communications.
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Maneechaeye, Pattarachat. „Factors Affecting Safety Courtesy Behavior among Thai Flight Crews: Construct Validity and Structural Regression Analysis“. Journal of Engineering Research and Reports 25, Nr. 12 (27.12.2023): 176–83. http://dx.doi.org/10.9734/jerr/2023/v25i121051.
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Previous research indicates that safety climate has a significant impact on safety-related behaviors in a variety of circumstances; however, few researchers have examined at how safety climate affects safety courtesy behaviors among flight crews. The purpose of this study was to investigate the elements connecting to safety courtesy behaviors in Thai flight crews context using confirmatory factor analysis and structural equation modeling technique on 590 Thai flight crew samples. The results confirmed that the fleet safety climate had a favorable influence on flight crew safety courtesy behaviors via an increase in their safety knowledge and safety behavior. Furthermore, the direct, indirect, and total effects of fleet safety climate on safety courtesy via safety knowledge and safety motivation were significant. According to the findings, even in the Thai flight crews setting, a positive fleet safety climate, along with positive safety knowledge and positive safety motivation, can lead to desirable safety courtesy conduct. As a result, airlines should stress these elements and promote fleet-wide safety policies to encourage positive safety courtesy behavior among flight crews members. Future research should expand on the findings of this study by conducting additional multi-level analyses or use qualitative methods to delve into deeper results.
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Straus, Susan G., und Russell S. Cooper. „Crew Structure, Automation and Communication: Interaction of Social and Technological Factors on Complex Systems Performance“. Proceedings of the Human Factors Society Annual Meeting 33, Nr. 13 (Oktober 1989): 783–87. http://dx.doi.org/10.1177/154193128903301303.
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The effects of automation and task group social structure on group communication and performance are investigated in a simulated flight experiment. Fifty, two-person crews flew a ninety minute mission in a fully instrumented, GAT-II simulator. Crews were composed to be either homogeneous or heterogeneous with respect to crew members' flight experience and age. Approximately half of the crews flew with the aid of automated control; the other half flew manually. All cockpit communications were recorded and subjected to content analysis. Based on the analysis of twenty-four transcripts, there was no overall difference in communication patterns as a function of crew composition. However, the results indicated that heterogeneous crews tended to exchange a higher ratio of task relevant to task irrelevant statements compared to homogeneous crews, but this tendency was moderated by automation level. This interaction corresponds to performance data that show enhanced performance for heterogeneous crews in the automated condition. Additional evidence and discussion suggest that group structure and interaction may contribute to the observed performance differences.
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Battiste, Vernol, Michael Downs und Robert S. McCann. „Advanced Taxi Map Display Design for Low-Visibility Operations“. Proceedings of the Human Factors and Ergonomics Society Annual Meeting 40, Nr. 19 (Oktober 1996): 997–1001. http://dx.doi.org/10.1177/154193129604001909.
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Conducting gate to gate operations during reduced visibility conditions is a major impediment to scheduled and unscheduled flight operations in the National Airspace System (NAS). Takeoff and landing minima are predicated on aircraft equipage and airport visibility (e.g., at some major airports, operations are terminated when visibility is below 700 ft runway visual range (RVR). Although some aircraft can land with zero-zero visibility, there are no ground or flight deck systems that allow them to taxi under low visibility conditions. A map display system designed to support low visibility taxi was evaluated by 12 B-747 flight crews in NASA's Crew Vehicle System Research Facility (CVSRF). Three taxi-map conditions were compared: paper map only, basic moving map, and advanced moving map. Crews landed and taxied along 24 different taxi routes under three visibility conditions: unlimited visibility, 700 ft RVR, and 300 ft RVR. Taxi time, errors and workload were collected for each taxi operation. Video tape recordings captured crew interactions and head-up and head-down times. Taxi times and errors were significantly better for crews with electronic maps than for crews with a paper map. Although crews with the advanced map experienced significantly more head-down time, the head down interval was significantly less than with the paper map and crew workload was significantly less. During the post-flight design review, pilots identified improvements in procedures and formatting that might enhance performance. They developed a procedure for safely switching from the NAV display to the map; and in general their comments were very favorable.
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Ahmad, Sk Akhtar, Taslima Akhtar, Mahmud Hossain Faruquee, Saika Nizam, Rabeya Yasmin, Sarmin Sultana, Israt Jahan, Ali Kamal Mostofa Rubel und AKM Masum Ul Alam. „Musculoskeletal Disorders and Ergonomic Factors among the Cabin Crews of the National Airline of Bangladesh“. Indonesian Journal of Occupational Safety and Health 11, Nr. 2 (31.07.2022): 161–67. http://dx.doi.org/10.20473/ijosh.v11i2.2022.161-167.
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Introduction: Cabin crews on aircraft are at risk of developing musculoskeletal disorders as a result of their workload and the nature of their profession. This study is an attempt to identify work-related musculoskeletal disorders suffered by cabin crews and the associated ergonomic factors. Methods: This was a cross-sectional study conducted among the cabin crews. The cabin crews, regardless of gender, who had worked at least one year, were selected by simple random sampling. A total of 246 cabin crews were the respondents in this study. A Nordic Musculoskeletal Questionnaire was used to assess the respondents' MSDs. To determine the predictors of MSDs, a binary logistic regression analysis was performed. Results: Out of 246 cabin crew, 55.3% were males, and the mean age was 39.83±9.289 years. The mean flight duration was 85 hours, and the maximum flying hours was 123. Of the total participating crews, more than half (55.7%) suffered from musculoskeletal disorders (MSDs). The common sites of MSDs were the low back, shoulder, neck, and knee joints. Poor ergonomic factors such the increasing age and flight duration were also contributing factors to MSDs. Conclusion: The study revealed that over half of the cabin crew suffered from work-related musculoskeletal disorders. A number of ergonomic factors, including age and flight duration, were found to be associated with MSDs.
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Braun, Curt C., Clint A. Bowers, Barbara E. Holmes und Eduardo Salas. „Impact of Task Difficulty on the Acquisition of Aircrew Coordination Skills“. Proceedings of the Human Factors and Ergonomics Society Annual Meeting 37, Nr. 18 (Oktober 1993): 1262–66. http://dx.doi.org/10.1177/154193129303701813.
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The skills approach to aircrew coordination focuses on the training of specific coordination behavior. While this approach has shown promise, careful consideration must be given to the manner in which these skills are trained. A growing body of literature suggests that training workload impacts the acquisition of skills. The present study examined the effectiveness of two training paradigms on the development of aircrew coordination. One regimen of training was characterized by consistent levels of task difficulty over a series of training sessions. The other regimen involved incrementally increasing task difficulty over training sessions. Twenty IFR rated pilots comprised 10 two-person crews. One-half of the crews (control group) completed nine training flights that were of consistent task difficulty. The remaining half completed nine training flights that increased incrementally in task difficulty: three low, three moderate, and three high task difficulty flights. Following the nine training flights, all crew completed five novel aerial reconnaissance flights during which they were instructed to map buildings within a specified area. Measures of subjective workload, flight performance, and secondary task performance were taken for all flights. An additional measure of building identification was also taken for the five reconnaissance-type flights. Measures of subjective workload validated the increasing workload associated with the experimental training regimen. Analysis of the workload data taken during novel task flights failed to reveal differences between training groups. Moreover, there were no significant differences in flight performance between groups. Measures of building identification, a task heavily dependent on crew coordination, revealed significant differences between groups. Experimental crews identified significantly more buildings than their control counterparts for two of the five flights. Implications for aircrew coordination training are discussed.
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Shin, Yelin, Jinyoung Olivia Choi und Sunghyup Sean Hyun. „The Effect of Psychological Anxiety Caused by COVID-19 on Job Self-Esteem and Job Satisfaction of Airline Flight Attendants“. International Journal of Environmental Research and Public Health 19, Nr. 7 (29.03.2022): 4043. http://dx.doi.org/10.3390/ijerph19074043.
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This study aimed to investigate how psychological anxiety caused by COVID-19 has influenced airline cabin crew job self-esteem and job satisfaction. A questionnaire based on prior research was developed to identify factors of psychological anxiety among cabin crews as a result of COVID-19. The survey sample was limited to current cabin crews who experienced leave of absence due to COVID-19, and questionnaires were distributed to 201 crew members from 15 February to 15 April 2021. As a result of the analysis, the hypothesis that salary reduction, career stagnation, social perception, and employment insecurity have a significant effect on job self-esteem and job satisfaction was supported, while perceived infection risk and benefit reduction were rejected. This study found that psychological anxiety caused by COVID-19 affected cabin crew’s self-esteem and job satisfaction. These findings could aid in the development of strategies for effective airline human resource management to prevent psychological anxiety from creating stress and negatively affecting work. Furthermore, since the alert for the emergence of new viruses will not be eased in the future, this study will prevent psychological anxiety among cabin crews to cause job self-esteem and job dissatisfaction.
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Rempe, Michael J., Ewa Basiarz, Ian Rasmussen, Gregory Belenky und Amanda Lamp. „Pilot In-Flight Sleep During Long-Range and Ultra-Long Range Commercial Airline Flights“. Aerospace Medicine and Human Performance 93, Nr. 4 (01.04.2022): 368–75. http://dx.doi.org/10.3357/amhp.6023.2022.
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INTRODUCTION: In commercial aviation, pilot fatigue is a major threat to safety. One key fatigue mitigation strategy on long-range (LR; 8–16 h) and ultra-long range (ULR; 16+ h on at least 10% of trips) routes is allotting in-flight rest breaks for the pilots. Since sleep is a strong predictor of performance, it is important to quantify total in-flight sleep (TIFS) and determine rest scheme schedules that optimize sleep opportunity and subsequent performance. Here we quantify in-flight sleep and characterize rest schemes by type and efficiency.METHODS: Between 2015 and 2019, we collected data on in-flight sleep on 3 LR and 5 ULR routes totaling 231 pilots flying over 1200 flight duty periods. Data were collected using a combination of actigraphy and logbooks.RESULTS: Over all combinations of flight direction, crew and LR vs. ULR, average TIFS ranged from 3.4 h to 5.2 h with some ULR pilots getting over 8 h. Most crews made use of simple two- or three-break rest schemes and the complex four-break rest schemes were used almost exclusively on the three longest ULR routes. The complex schemes were less efficient than simple schemes, although this effect was small. Complex schemes resulted in no more TIFS compared to simple schemes on the same routes.DISCUSSION: Overall, we find that crews are getting more sleep on these routes than previously reported on similar routes. Most crews use simple rest schemes and these simple schemes are more efficient than complex schemes.Rempe MJ, Basiarz E, Rasmussen I, Belenky G, Lamp A. Pilot in-flight sleep during long-range and ultra-long range commercial airline flights. Aerosp Med Hum Perform. 2022; 93(4):368–375.
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Avrenli, Kivanc A., und Barry J. Dempsey. „Assessment of the Engines-Out Flight Performance of a Commercial Jet“. International Journal of Aviation Systems, Operations and Training 1, Nr. 2 (Juli 2014): 35–54. http://dx.doi.org/10.4018/ijasot.2014070103.
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While today's twin-engine jets are more efficient than yesterday's three- and four-engine jets, they are more vulnerable to total loss of power due to reduced engine redundancy. Total loss of power is a grave emergency situation because it leaves the flight crew with only one chance for landing. In the history of commercial aviation, total loss of power commonly occurred at lower altitudes, which gave flight crews very limited time to react. Thus, it is essential for flight crews to have sufficient knowledge on aircraft power-off glide performance. However, flight crew operating manuals scarcely present any relevant information. To fill in this gap, this study assess the power-off glide performance of the Airbus A320, which forms the backbone of the U.S. Commercial Aviation Industry. The study develops handy references for A320 pilots regarding aircraft power-off glide range and endurance. For future research, the findings can be utilized to develop an innovative, real-time power-off glide-range-depiction device for the A320.
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Bowers, Clint, Florian Jentsch, David Baker, Carolyn Prince und Eduardo Salas. „Rapidly Reconfigurable Event-Set Based Line Operational Evaluation Scenarios“. Proceedings of the Human Factors and Ergonomics Society Annual Meeting 41, Nr. 2 (Oktober 1997): 912–15. http://dx.doi.org/10.1177/107118139704100243.
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An important cornerstone of the Advanced Qualification Program is the use of realistic flight simulations to train flight crews and evaluate their proficiency. This is achieved through the use of Line Operational Simulations (LOSs) which contain a number of realistic event sets that require flight crews to use the knowledge, skills, and abilities they gained in training in both technical and crew resource management areas. In the past, the development of LOS scenarios was complex, expensive, and time-consuming. As a result, the number of LOS scenarios used by any particular training organization was limited. This may have led, in some cases, to the LOS scenarios being compromised among flight crews, thus reducing the validity and reliability of the assessment process. In response to this problem, it has been suggested to create a methodology for quickly reconfiguring the content of flight simulator LOS scenarios. This paper provides a background for this new development and describes a research project that was begun in response to this need. A number of specific research questions are discussed which need to be answered before the methodology can be adopted by participants in the AQP program.
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Graf, Vojtech, Dusan Teichmann, Jiri Horinka und Michal Dorda. „Dynamic Model for Scheduling Crew Shifts“. Mathematical Problems in Engineering 2020 (30.05.2020): 1–12. http://dx.doi.org/10.1155/2020/5372567.
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In regular as well as nonscheduled air transport, extraordinary situations occasionally occur, which may fundamentally disrupt the flight schedule. Fundamental disruptions of flight schedules affect not only passengers but also the airline. One of the areas that are negatively affected by the disruption is the crew plan. Due to extraordinary events, it happens that a flight is delayed, and the crew will not be at the destination airport at the prescribed time and the airline will not be able to assign it on further flights according to the original plan. Such situations can be resolved either by deploying any other available crew or by delaying the flight appropriately until the previously planned crew is available. Assigning a new crew entails additional costs for the airline, as it has to assign more flight staff than had been originally planned. Furthermore, delayed flights lead to paying passengers financial compensation, incurring additional costs for airlines. Therefore, it is important that the airline is able to resolve any irregularity situations so that the additional costs incurred to deal with the irregularity situations are kept at a minimum. The paper presents one possible approach, a mathematical model that can be used to solve such a situation. The presented mathematical model may be the basis for the decision support system of the operations center worker who is responsible for the operational management of flight crews. The model will primarily aim at smaller airlines that cannot afford expensive software and often rely on manual solutions. However, a manual solution may not always be the best, as the operator, who plans the processes, may not consider all the constraints. Another important factor that makes the decision processes more difficult is that it is usually necessary to decide in a short period of time. The solution proposed in this paper will allow the operator to make a quick decision that will also be the most advantageous for the airline. This is because the proposed method is an exact approach, which guarantees finding the optimum solution. In this article, we are only dealing with pilot crews.
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Gertsbakh, Ilya B., und Helman I. Stern. „Using Deficit Functions for Crew Planning in Aviation“. Transport and Telecommunication Journal 18, Nr. 4 (20.12.2017): 289–96. http://dx.doi.org/10.1515/ttj-2017-0026.
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Abstract We use deficit functions (DFs) to decompose an aviation schedule of aircraft flights into a minimal number of periodic and balanced chains (flight sequences). Each chain visits periodically a set S of airports and is served by several cockpit crews circulating along the airports of this set. We introduce the notion of ”chunks” which are a sequence of flights serviced by a crew in one day according to contract regulations. These chunks are then used to provide crew schedules and rosters. The method provides a simplicity for the construction of aircraft schedules and crew pairings which is absent in other approaches to the problem.
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Gislason, Sigurdur Hrafn. „The Effects of ACMI Flight Crew’s Long Term Outstation Hotel Stay on Accumulated Fatigue“. Transport and Aerospace Engineering 2, Nr. 1 (01.11.2015): 36–41. http://dx.doi.org/10.1515/tae-2015-0005.
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Abstract ACMI flight crews spend considerable time away from home on outstations. This manuscript suggests that long term stay carries its own considerations in regards to rest recovery with practical implications for Fatigue Risk Management. Four recovery factors are identified and are to be correlated with 28 crew behaviors. The end result might indicate improvement considerations for airline management organizing a long term contract with ACMI crews.
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Muccio, Jim, Edward Gibson, Wubbo Ockels und Michelle Allen. „Concepts for Improving the Flight Crews Work Environment within the Esa's Attached Lab“. Proceedings of the Human Factors and Ergonomics Society Annual Meeting 38, Nr. 1 (Oktober 1994): 56–60. http://dx.doi.org/10.1177/154193129403800110.
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Man's presence in space has proved to be an extremely valuable asset. During the past thirty years of manned space flight there have been numerous instances where man's ingenuity, fortitude, ability to deal with the unexpected, weigh risks, anticipate potential problems, and propose potential solutions have been largely responsible for the success of the mission. Nevertheless, the value of man in space is limited; for it is largely determined by how much he can produce; his productivity, in turn, is determined not only by the intrinsic abilities that he brings to the job, but also by the work environment provided him. In short, it is the intent of this paper to discuss some of the concepts and recommendations under consideration by the Columbus Program's Crew Activities Office for improving the productivity of the flight crews' work environment; where gains in productivity are defined in terms of increased crew efficiency, decreased crew error, and decreased crew training requirements. In doing so, this paper will address such areas as the flight crews' activity planning, their workstation design, and their on-board training. This paper will draw heavily from past space experiences, from Skylab, Shuttle Spacelab, and Solyut missions. The concepts and recommendations proposed are the result of: (1) direct hands-on experience from former NASA, ESA, and Russian astronauts; (2) a time and motion study of a past Spacelab mission (performed to better understand where and how crews spend their time); or (3) multiple crew workstation and neutral buoyancy simulations.
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Battiste, Vernol, und Nancy H. Johnson. „An Operation Evaluation of ADS-B and CDTI during Airport Surface and Final Approach Operations“. Proceedings of the Human Factors and Ergonomics Society Annual Meeting 46, Nr. 1 (September 2002): 36–40. http://dx.doi.org/10.1177/154193120204600108.
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The availability of new technologies for both the flight deck and air traffic control facilities is creating new capabilities for enhanced aircraft operations. With the introduction of these new technologies comes a need to evaluate their effectiveness in both laboratory and operational settings. Two such technologies, Automatic Dependent Surveillance - Broadcast (ADS-B), and Cockpit Display of Traffic Information (CDTI) with and without a surface map, were demonstrated during an Operational Evaluation in the Ohio Valley. The main focus of the study was a comparison of flight crew navigational performance, traffic, and runway occupancy awareness, with and without a surface map on their CDTI displays during airport surface and final approach operations. Sixteen commercial, government, corporate, and general aviation crews participated in the evaluation, flying a variety of aircraft ranging from Boeing 727s to the Piper Aztecs. Aircraft GPS track position data, in flight observer reports, post-flight structured interviews, and post-flight questionnaires were used to support data collection. Flight crews reported that the CDTI enhanced their situational and traffic awareness. They also reported that when the CDTI included a surface map, surface navigational and traffic awareness were further enhanced. Pilots also reported that utilizing the CDTI did not interfere with other cockpit tasks. Finally, the addition of a surface map enhanced flight crews' awareness of runway status. These findings suggest that system efficiency and safety will be enhanced with the introduction of a CDTI which includes airport surface maps.
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Gislason, Sigurdur Hrafn, Ruta Bogdane und Inese Vasiļevska-Nesbita. „Aviation Crew Recovery Experiences on Outstations“. Transport and Aerospace Engineering 3, Nr. 1 (01.12.2016): 80–93. http://dx.doi.org/10.1515/tae-2016-0010.
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Abstract ACMI flight crews spend considerable time away from home on outstations. This study suggests that this long term stay carries its own considerations in regards to rest recovery with practical implications for Fatigue Risk Management as prescribed by ICAO. Four recovery experiences, Work Detachment, Control, Relaxation and Mastery, are identified and correlated with 28 crew behaviours on base. The results indicate improvement considerations for airline management organizing a long term contract with ACMI crews, in particular to increase schedule stability to improve the crew member’s sense of Control.
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Okedeyi, Sakiru Abiodun, Yusuf Olanrewaju Kayode, Abimbola Joshua, Adesanya Oluwafemi Atilade, Femi Emmanuel Ikuemonisan, Anthony Segara Ajose, Farouk Ajeigbe Kasika, Bilikisu Opeyemi Odubote und Balqis Ayoka Ejire-Adedolapo. „ASSESSING ANNUAL EXPOSURES DOSE AND OTHER RADIOLOGICAL PARAMETERS FROM COSMIC RADIATION AMONG FLIGHT CREWS IN NIGERIA LOCAL AIRLINE“. FUDMA JOURNAL OF SCIENCES 8, Nr. 1 (05.03.2024): 183–89. http://dx.doi.org/10.33003/fjs-2024-0801-2203.
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Cosmic radiation is high-energy radiation generated in outer space that increases with altitudes. This study uses aircrew cosmic radiation exposure to measure radiation dose received by monitoring individual crew members (a total of 179 members for all the crews in the three routes for 2011 to 2022) using computer model calculator (CARI – 6M) on Nigeria’s local airlines crews and evaluated other radiological parameters. The finding shows that annual effective dose (AED) received by the air crew members between 2011 and 2022 across the three routes (Lagos – Kano, Lagos – Abuja and Lagos – Port Harcourt) ranges between 0.230 and 1.90 µSv y-1 and there is a direct relationship between the time of flight and the effective dose received by the crew members. This result is lower than the recommended value of 20 µSv y-1 by International bodies. The result also revealed that Annual Gonadal Dose Equivalent (AGDE) across the three routes ranges from 7.20 – 380 µSv y-1 with only Lagos – Kano route in year 2017 (380 µSv y-1) were above the maximum permissible value of 300 µSv y-1. The findings indicated low AED however; the significant excess lifetime cancer risk that increases with cumulative doses and dependent of the flight route constitute a risk. This implies that, there are possibilities of the crew members developing cancer during their lifetime. It’s therefore recommended that Nigerian Civil Aviation Authority should introduce regulations and training program to reduce potential sources of radiation exposure of Nigerian flight crews.
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Ozel, Engin, und Umit Hacioglu. „Examining the relationship between burnout and job satisfaction of flight crew“. International Journal of Business Ecosystem & Strategy (2687-2293) 3, Nr. 1 (10.10.2021): 01–20. http://dx.doi.org/10.36096/ijbes.v3i1.246.
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Fatigue as an emerging flight safety issue in the aviation industry requires an elaborate understanding and critical approach for proactive aviation management practices. The level of flight crew stress and fatigue must be critically managed to prevent flight accidents. Additionally, stress and fatigue have a negative influence on job satisfaction levels. This paper aims to examine the critical fatigue risk factors that affect the performance and safety of airline pilots and crew in the aviation industry. This paper also analyses the relationship between burnout and job satisfaction sub-dimensions. A factor analysis with a target population of 254 international flight crew has been conducted using the Minnesota Job Satisfaction Survey and Maslach Burnout questionnaire. The main findings of the study demonstrate that (i) cockpit and cabin crews’ job satisfaction and performance have been affected by stress and fatigue, (ii) psychological depression, anxiety and personal problems of the flight crew are the main causes of emotional fatigue, (iii) extensive flight hours and dealing with problematic passengers increase flight crew fatigue, (iv) personal achievements concerns and depersonalization increase flight crew fatigue.
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Thornton, Coleen, Curt Braun, Clint Bowers und Ben B. Morgan. „Automation Effects in the Cockpit: A Low-Fidelity Investigation“. Proceedings of the Human Factors Society Annual Meeting 36, Nr. 1 (Oktober 1992): 30–34. http://dx.doi.org/10.1177/154193129203600109.
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The effects of automation and task difficulty on flight performance, subjective and objective workload, and a problem solving task were investigated in a low fidelity flight simulator. Forty-eight, two-person crews flew two forty-five minute scenarios that required the crew to select and obtain relief supplies for delivery to a disaster site. Two levels of automation (i.e., presence or absence of an autopilot) and two levels of task difficulty (i.e., presence or absence of wind and turbulence) were combined to yield a 2 × 2 design. Twenty-four crews performed in both levels of automation and one level of task difficulty. Results indicated that although crews in the automated condition reported less subjective workload, only one of the three measures of flight performance was affected by automation. In contrast, objective workload, as measured by performance of a secondary task, was increased for the pilot in the automated condition. In addition, under high task difficulty, problem solving was worse m the automated condition than in the manual condition. The results are discussed in terms of their support of earlier hypothesized effects of automation in the cockpit.
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Apchel, V. Ya, G. G. Zagorodnikov, G. N. Zagorodnikov und V. A. Gorichny. „Influence of primary disease incidence on the psycho-physiological adaptation of pilots in the Far North“. Bulletin of the Russian Military Medical Academy 20, Nr. 1 (15.03.2018): 38–43. http://dx.doi.org/10.17816/brmma12200.
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The analysis of three years of primary disease incidence of flight and ground personnel in the Far North is presented as well as the analysis of the main meteorological factors, their complex characteristics and amount of respiratory diseases in flight crews on the day of observation and the subsequent 4 days. Assessment of influence of meteorological factors was carried out simultaneously in two directions: determined differential impact on the body of flight crews of each meteorological factor and simultaneous identification of their complex actions. It was found that pilots (navigators), showed a statistically significant (p0,001) increase in the average incidence of diseases compared with average index of primary morbidity from other members of the flight crews. It was revealed that flight crews serving in the area of the Far North for less than one year, shows a statistically significant (p0,01) increase in the average index of primary morbidity, compared with flight crews serving in the area of the Far North more than one year. Thus, a statistically significant increase in the average primary incidence of the pilots (navigators), compared with the average indicators of the primary morbidity from other members of the flight crews and ground troops means that physiological adaptation of pilots (navigators) to the Extreme North occurs with a larger psychoemotional stress than in soldiers of other specialties. The obtained results on the incidence of primary aircrew in the Far North allow to better understand mechanisms of influence of health state on the successful adaptation to extreme climatic conditions.
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ALATISE, O. O., und A. A. ADEPOJU. „IN-FLIGHT EXPOSURE TO COSMIC RADIATION ALONG SOME COMMERCIAL AIRLINE ROUTES TO AND FROM NIGERIA“. Journal of Natural Sciences Engineering and Technology 15, Nr. 1 (22.11.2017): 57–69. http://dx.doi.org/10.51406/jnset.v15i1.1766.
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The study of “external†radiation called cosmic radiation that strikes the earth from anywhere beyond the atmosphere is of great importance in radiation protection. All human beings are exposed to an uncontrollable amount of cosmic radiation on the ground level. Those who travel in space, airline crews and frequent flyers are exposed to additional level of cosmic radiation during their trip but unfor-tunately many of them are not aware of this. This workcalculates the exposure of aircrews and fre-quent flyers to cosmic radiation during travel along some air routes to and from Nigeria. The effective dose was computed using a dedicated software CARI 6M, developed by US FAA.The study focuses on the significance of the in-flight exposure, assessment and estimation of in-flight exposure using the dedicated software and some ways of controlling the exposures so that airline crews and frequent flyers are not exposed to fatal levels of radiation.It was observed that the cosmic radiation doses re-ceived by passengers and crew members on board on flights from Lagos Nigeria to countries in Amer-ica were more than what they received en-route countries in Asia.
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Bezzubov, Dmytro, und Fatima Huseinova. „LEGAL PRINCIPLES OF ENSURING MENTAL STABILITY OF AIRCREWS OF CIVIL AIRCRAFT“. Scientific works of National Aviation University. Series: Law Journal "Air and Space Law" 3, Nr. 64 (30.09.2022): 9–15. http://dx.doi.org/10.18372/2307-9061.64.16870.
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The article is aimed at a comprehensive legal analysis of the existing system of means of ensuring mental stability of civilian aircraft crews during the flight mission, determining the measure of influence of institutional instruments on the state of training of crews for the flight task and psychological stability in stressful situations. Methods of research: during the work, the main scientific methods of system analysis, formal logic and the method of classifications were used. The system analysis method is used accordingly to determine the current state of legislation in the field of ensuring the psychological stability of civilian aircraft crews. The method of formal logic made it possible to determine scientific views on the categories of legal elements of regulation and admission to the flight mission of civilian aircraft crews. The classification method made it possible to determine ways to further improve institutional techniques regarding the impact on the regulation of mental and psychological stability of civilian aircraft crews. Results: the study of the issue of psychological stability of civilian aircrew allows to determine the ways and methods of minimizing the impact of negative factors and risks of the flight task process on the security status of the flight process participants. The results of the study, outlined in this scientific article, allow you to determine further steps in the study of the problems of the legal aspects of the formation and control of psychological stability of civilian aircraft crews. Discussion: the problems of mental stability of civilian aircraft crews are applied from the point of view of the development of air law.
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Ivanova, Ksenia, und Dmitry Levin. „Continuous Monitoring of Civil Aviation Pilots’ Psychophysiological State in the Crew-Aircraft System“. Ergodesign 2023, Nr. 4 (22.12.2023): 384–92. http://dx.doi.org/10.30987/2658-4026-2023-4-384-392.
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The paper investigates the methods of assessing civil aviation (CA) pilots’ psychophysiological state as part of the continuous monitoring of the “man-machine” system parameters when predicting the flight crew’s unregulated actions, identifying pilots’ reserve psychophysiological capabilities in known or special situations that arise during flight missions.
Methods for assessing the psychophysiological state include a set of psychophysiological testing programmes combined with a predictive base to ensure the flight safety. These methods are based on analysing psychophysiological indicators collected from the flight crews under study, taking into account the professional suitability and time intervals of the crew’s readiness to perform flight tasks. The purpose of diagnostic procedures is to optimise and automate a set of measures for training flight personnel to ensure the flight safety.
The article presents the relationship between psychophysiological signs of professional suitability and unsuitability, as well as the relationship between special training and psychophysiological indicators. Describing the main methods of psychophysiological state assessment is given.
The necessity of improving the existing methods of assessing pilots’ condition is shown, since they do not always reflect the true indicators. Developing new techniques and improvement of existing ones are required to achieve more accurate and reliable results and to enhance the flight safety. Further research and development should take into account technological progress and changes in the aviation industry, including the ergonomic aspects of the crews’ workplaces of modern aircraft.
In conclusion, the importance of developing and improving methods for assessing civil aviation pilots’ psychophysiological state is emphasized. Continuous monitoring and forecasting of pilots’ psychophysiological state are crucial for ensuring the flight safety, it will contribute to a more accurate assessment and management of risks associated with the human factor in aviation, and provide for the further development of civil aviation.
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Sharpe, David. „Flight crews' use of digital cameras“. Air Medical Journal 21, Nr. 5 (September 2002): 24–27. http://dx.doi.org/10.1016/s1067-991x(02)70003-5.
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Rempe, Michael, Ian Rasmussen, Gregory Belenky und Amanda Lamp. „292 Rest Schemes and Inflight Sleep Duration on Long Range and Ultra-Long Range Commercial Airline Routes“. Sleep 44, Supplement_2 (01.05.2021): A117. http://dx.doi.org/10.1093/sleep/zsab072.291.
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Abstract Introduction Pilots flying long range (LR; 8-16 hour) and ultra-long range (ULR; 16+ hour on 10% of trips) commercial airline routes use a variety of work/rest schedules during flights, resulting in a wide distribution of total inflight sleep time (TIFS) amounts. Since sleep is a strong predictor of performance, it is important to quantify TIFS and determine rest scheme patterns that optimize sleep opportunity and subsequent alertness and performance. Here we report rest schemes for pilots on LR and ULR routes and longer TIFS values than previously reported. These rest schemes can serve as templates to increase TIFS and improve pilot performance, particularly on ULR routes. Methods 427 commercial airline pilots provided data for this sub-study that was part of a larger study on Fatigue Risk Management System (FRMS) routes. Inflight sleep timing and duration were measured on 3 LR and 5 ULR routes. Inflight sleep times were self-reported in a sleep/work logbook and verified using actigraphy. Results Most outbound and inbound landing crews took one break during the second half of the flight (average LR TIFS=4.0 hr; average ULR TIFS=4.9 hr), while most outbound and inbound relief crews consequently took one break during the first half of the flight (average LR TIFS=3.5 hr; average ULR TIFS=4.5 hr). However, three of the five ULR routes used more complex split rest schemes for landing and relief crews, primarily on outbound flights (average TIFS=5.0 hr). Across all routes and both crews, the maximum average TIFS reached ~6 hours. Conclusion Our results indicate that pilots on average are sleeping inflight more than previous studies demonstrated. Additionally, we found that crews on some ULR flights used more complicated rest schemes, but still generally preferred 2 or 3 breaks. These findings have implications for airline procedures and aviation policies by showing that pilots may be sleeping longer than originally expected on LR and ULR flights. Recommending rest schemes that allow for the greatest inflight sleep opportunity may provide the best chance for inflight recuperation, especially before the Top of Descent critical phase of flight. Support (if any) United Airlines
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BARTNIK, Ryszard, und Dariusz TATAROWSKI. „PROPOSALS REGARDING DIRECTIONS OF CHANGES IN THE CONTENT OF NORMATIVE DOCUMENTS REGULATING THE TRANSPORT OF THE MOST IMPORTANT PEOPLE IN THE STATE BY MILITARY AIRCRAFT“. Zeszyty Naukowe Akademii Sztuki Wojennej 117, Nr. 4 (29.07.2020): 27–37. http://dx.doi.org/10.5604/01.3001.0014.3423.
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Ensuring the security of people who hold the most important state positions is one of the most significant tasks for all institutions and people involved in securing the official activities of such people, including their mobility and movement by air. This requires undertaking actions aimed at eliminating security threats and thus minimising risk. Proposals regarding directions of changes in the content of normative documents concerning the transport of the most important people in the state by military aircraft concern: flight experience of crews; selection and assembly of the crew; planning the flight and preparing the crew for the flight; preparation, equipment and technical condition of the aircraft and atmospheric conditions and analysis of them.
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Сосновский, Юрий Петрович, Валерий Иванович Алфимов und Александр Николаевич Анищенко. „FLIGHT CREW ERRORS: CAUSES AND CLASSIFICATION“. ПРОБЛЕМЫ БЕЗОПАСНОСТИ ПОЛЕТОВ, Nr. 11 (02.07.2024): 3–11. http://dx.doi.org/10.36535/0235-5000-2023-11-1.
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В статье рассматриваются различные причины ошибок, совершаемых летными экипажами. Представлена классификация этих ошибок по разным категориям. В работе содержится информация о важности выявления и понимания причин ошибок летных экипажей для снижения вероятности возникновения авиационных происшествий в будущем и обеспечения безопасности полетов в целом. The article discusses the various causes of errors made by flight crews. A classification of these errors into different categories is presented. The paper contains information on the importance of identifying and understanding the causes of flight crew errors in order to reduce the likelihood of future accidents and ensure flight safety in general.
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Orasanu, Judith. „Training for Aviation Decision Making: The Naturalistic Decision Making Perspective“. Proceedings of the Human Factors and Ergonomics Society Annual Meeting 39, Nr. 20 (Oktober 1995): 1258–62. http://dx.doi.org/10.1177/154193129503902004.
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This paper describes the implications of a naturalistic decision making (NDM) perspective for training air crews to make flight-related decisions. The implications are based on two types of analyses: (1) identification of distinctive features that serve as a basis for classifying a diverse set of decision events actually encountered by flight crews, and (2) performance strategies that distinguish more from less effective crews flying full-mission simulators, as well as performance analyses from NTSB accident investigations. Six training recommendations are offered.
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Zibarev, E. V., I. V. Bukhtiyarov, V. V. Serikov, S. A. Kalinina und A. G. Merkulova. „Assessment of sensory loads in civil aviation pilots“. Russian Journal of Occupational Health and Industrial Ecology, Nr. 7 (02.08.2020): 435–42. http://dx.doi.org/10.31089/1026-9428-2020-60-7-435-442.
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Introduction. Performing flights on modern types of aircraft is accompanied by an increase in the role of process automation, changes in the structure of the pilot’s information field, an increase in the number of controlled indicators throughout the flight time and, as a result, an increase in sensory loads that contribute to the development of chronic depletion of functional reserves of the body and fatigue of the pilot, which can cause accidents and plane crashes.The aim of the study is to assess the sensory loads of members of flight crews of civil aviation aircraft when they perform regular operating procedures in a Training center on fully functional complex simulators for training cadets, flight, dispatcher and technical personnel of civil aviation.Materials and methods. A hygienic study was conducted to assess the sensory loads of pilots in the framework of performing simulation flights on full-featured complex simulators in strict step-by-step accordance with the manual for flight operation of the aircraft (33 flights were performed with the participation of 66 pilots aged 30–55 years).Results. The data obtained indicate high levels of sensory loads in pilots, which are 9.5 times higher than the maximum values set by the Management of R 2.2.2006–05 and MI NTP. INT–17.01–2018. For 4 of the 6 evaluated indicators, sensory loads corresponded to class 3.2.Conclusions. The general assessment of the labor intensity class for members of flight crews of civil aviation aircraft on the set of sensory loads corresponds to harmful strenuous work of the 3rd degree (4 indicators of sensory loads with class 3.2). The results of the study are the basis for the approval of new hygienic criteria for establishing a class of working conditions for certain indicators of sensory loads for members of flight crews of the aircraft of the civil aviation (CA) with the addition of their class 3.3. A real assessment of the pilot’s labor intensity should be obtained only on the basis of time-based measurements performed as part of a step-by-step analysis of the aircraft’s flight operation manual.
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Irwin, William, und Terrence Kelly. „AIRLINE PILOT SITUATION AWARENESS: PRESENTING A CONCEPTUAL MODEL FOR META-COGNITION, REFLECTION AND EDUCATION“. Aviation 25, Nr. 1 (16.04.2021): 50–64. http://dx.doi.org/10.3846/aviation.2021.14209.
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The dissertation research summarized here, utilized the Grounded Theory Method to develop a conceptual model of pilot situation awareness from 223 Aviation Safety Reporting System (ASRS) narratives. The application of Latent Semantic Analysis aided the theoretical sampling of ASRS reports. A multistage model was developed involving attention, perception, interpretation, decision making, and action in support of goal-driven behavior. Narrative report coding identified several categories of situation awareness elements that pilots direct their attention to in building and maintaining situation awareness. Internal to the aircraft, flight crews directed their attention to the aircraft’s flight state and automation state. They also directed their attention to the condition of the aircraft, the functioning of the crew, and the status of the cabin. External to the aircraft, flight crews directed their attention to airport conditions, air traffic control, terrain, traffic, and weather. Pilots were also aware of the passage of time. Twelve characteristics of situation awareness were identified from narrative report coding which were subsequently compared with existing theoretical perspectives of situation awareness.
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Mohrmann, Frederik, Arjan Lemmers und John Stoop. „Investigating Flight Crew Recovery Capabilities Regarding System Failures in Highly Automated Fourth Generation Aircraft“. Aviation Psychology and Applied Human Factors 5, Nr. 2 (November 2015): 71–82. http://dx.doi.org/10.1027/2192-0923/a000079.
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Abstract. This project aimed to understand rapid crew transitions from a monitoring to a decision-making role, when asserting manual control of aircraft subsystems. Ten crews unknowingly flew a semicritical failure scenario in a full flight simulator, forcing several crew decision moments. Observations of automation-related (diagnostic) behavior were correlated with respective flight performance, revealing that specific competencies (related to knowledge, procedures, attitude toward automation, and teamwork) with automated systems led to significant performance gains. More importantly, the absence of these behaviors severely deteriorated performance and should not be underestimated in its potency to affect flight safety. These findings may form a foundation for developing and evaluating near-future innovations in training, operations, and automation design, which could prove critical toward improving future accident rates.
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Li, Yan, Jibo He, Shi Cao, Jiajie Zheng, Yazhou Dou, Chenxi Liu und Xufeng Liu. „Assessing Flight Crew Fatigue under Extra Augmented Crew Schedule Using a Multimodality Approach“. Aerospace 10, Nr. 11 (31.10.2023): 933. http://dx.doi.org/10.3390/aerospace10110933.
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During the COVID-19 pandemic, the question of how to reduce the risk of viral infection for international airline pilots without increasing the risk of fatigue was a novel and urgent theoretical and practical problem, which had never been encountered in the world civil aviation industry. A new scheduling method implemented by the Civil Aviation Administration of China (CAAC) is the extra augmented crew (EAC) schedule, which avoids crew layover in another country on international flights by extending the maximum duty time and adding two additional crew members to such long-haul flights. In this study, a multi-day flight crew fatigue assessment was conducted to evaluate the impact of EAC flight. We recruited 71 pilots as participants, and their fatigue during EAC flights was measured using a multimodality approach integrating a subjective fatigue report, a psychomotor vigilance task, sleep monitoring, and biomathematical model predictions. The results showed that the subjective fatigue level increased during duty time compared to off-duty time, but still with acceptable levels of under 7, as measured by the Karolinska Sleepiness Scale; objective secondary task performance, as measured by the classic psychomotor vigilance task, showed no differences; pilots were able to get around 6 h of sleep, although they slept less during duty time compared to off-duty time. Model fitting using the FAID biomathematical model of fatigue confirmed that the EAC scheduling was compliant with the FAID tolerance level 91.3% of the time. The results suggest that the EAC flight created some moderate level of increased fatigue but no severe fatigue to cross-continent long-haul flight crews. This research can inform current and future scheduling and fatigue risk control during the pandemic or for future time-sensitive periods.
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Sprajcer, Madeline, Spencer Roberts, Brad Aisbett, Sally Ferguson, Damian Demasi, Alexandra Shriane und Matthew J. W. Thomas. „Sleep, Workload, and Stress in Aerial Firefighting Crews“. Aerospace Medicine and Human Performance 93, Nr. 10 (01.10.2022): 749–54. http://dx.doi.org/10.3357/amhp.6112.2022.
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BACKGROUND:The challenges of climate change and increasing frequency of severe weather conditions has demanded innovative approaches to wildfire suppression. Australia’s wildfire management includes an expanding aviation program, providing both fixed and rotary wing aerial platforms for reconnaissance, incident management, and quick response aerial fire suppression. These operations have typically been limited to day visual flight rules operations, but recently trials have been undertaken extending the window of operations into the night, with the assistance of night vision systems. Already a demanding job, night aerial firefighting operations have the potential to place even greater physical and mental demands on crewmembers. This study was designed to investigate sleep, fatigue, and performance outcomes in Australian aerial firefighting crews.METHODS:A total of nine subjects undertook a 21-d protocol, completing a sleep and duty diary including ratings of fatigue and workload. Salivary cortisol was collected daily, with additional samples provided before and after each flight, and heart rate variability was monitored during flight. Actigraphy was also used to objectively measure sleep during the data collection period.RESULTS:Descriptive findings suggest that subjects generally obtained >7 h sleep prior to flights, but cortisol levels and self-reported fatigue increased postflight. Furthermore, the greatest reported workload was associated with the domains of ‘performance’ and ‘mental demand’ during flights.DISCUSSION:Future research is necessary to understand the impact of active wildfire response on sleep, stress, and workload on aerial firefighting crews.Sprajcer M, Roberts S, Aisbett B, Ferguson S, Demasi D, Shriane A, Thomas MJW. Sleep, workload, and stress in aerial firefighting crews. Aerosp Med Hum Perform. 2022; 93(10):749–754.
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Lyall, Elizabeth A. „Developing Effective Flight Crew Decision Makers“. Proceedings of the Human Factors and Ergonomics Society Annual Meeting 38, Nr. 14 (Oktober 1994): 931–34. http://dx.doi.org/10.1177/154193129403801430.
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The need for including decision making training objectives in the development of flight crew training programs is evident given the dynamic and complex environment in which the pilots perform. The experience of one airline in developing training for their flight crews has demonstrated that these types of objectives can be effectively integrated into their line oriented flight training (LOFT) program. The primary goal of LOFT is to create a realistic environment in which the pilots perform as if they are in line operations. Performance in this environment sets the stage for an effective training debriefing. An essential part of creating this environment is allowing for realistic decisions to be made that are followed by the appropriate outcomes and consequences. Pilots have consistently rated these training events as effective and helpful. Besides these student critiques, the effectiveness of the training is also evaluated using check pilot observations of crew performance in line operations.
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PALIL, MOHD RIZAL, LOKHMAN HAKIM OSMAN, MARA RIDHUAN CHE ABDUL RAHMAN, MOHD HELMI ALI, EZAD AZRAI JAMSARI, MAHATHIR AHMAD, NURUL AISHAH BINTI KHAIRUDDIN, NUR AAINA AQILAH BINTI JAMALUDDIN, IBNOR AZLI IBRAHIM und IDA SURIYA ISMAIL. „FLIGHT CREW FATIGUE AND THE EFFECT ON AIRLINE BUSINESS“. Jurnal Bisnis dan Akuntansi 23, Nr. 1 (30.06.2021): 157–64. http://dx.doi.org/10.34208/jba.v23i1.1028.
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The paper discusses previous studies on the effect of fatigue among flight crews and their effect on airline businesses. Fatigue is a major concern in flight operations as many reports were issued on this problem among flight crew. The long flight duration requires them to travel several time zones, which leads to fatigue. Furthermore, the change of time zones could also lead to the occurrence of jet lag and subsequently causes fatigue too. Fatigue can occur during and after the travelling period, and it takes a while to recover from it. This study aims to observe the effects of fatigue experienced by flight crew. The results show that fatigue causes many health problems such as an increase in cancer risk, depression, mental illness and miscarriage. Additionally, fatigue reduces one's work productivity as working in a tired state reduces work performance. Furthermore, fatigue also leads to other problems such as anger, anxiety, stress and job dissatisfaction. With the studies conducted on the issue of fatigue, airlines should take appropriate actions to minimise or solve the problem to ensure that fatigue problem will not affect flight crew performance and the airline business.
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Safonov, A. A., und V. A. Dzhaksbaev. „Simulation of Activities of Helicopter Flight Crews in Emergency Situations“. World of Transport and Transportation 17, Nr. 4 (15.01.2020): 260–71. http://dx.doi.org/10.30932/1992-3252-2019-17-4-260-271.
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Flight safety assurance problems solving focuses on aviation systems of different size as the objects of the study. Flight safety theory addresses such subjects of the study as operation of a specific aviation system «crew– aircraft» (C–A), detection and evaluation of hazards, as well as their localization or elimination. Protective features of «crew–aircraft» aviation system should provide resistance to occurrence of abnormal cases. Aviation practices show that the protective features of the system are not always able to prevent development of danger, and a catastrophe becomes the most likely outcome of a flight. When encountering such abnormal cases, the crew must use rescue equipment in order to reduce severity of the aviation accident and to prevent their own death. The article presents the results of network modelling of the pilot’s activity algorithm and of determining the probability of timely forced escape from of a helicopter with a rescue parachute. The objective of the study is to assess effectiveness of protective features of C–A system in helicopters with the aim to reduce severity of aircraft accidents. To test the hypothesis about the possibility of using rescue equipment by helicopter crews, probabilistic statistical as well as experimental and calculation research methods were used.
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Sharpe, David. „Flight crews[apos ] use of digital cameras“. AirMed 21, Nr. 5 (Oktober 2002): 24–27. http://dx.doi.org/10.1067/mmj.2002.127609.
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Orasanu, Judith, und Barry Strauch. „Temporal Factors in Aviation Decision Making“. Proceedings of the Human Factors and Ergonomics Society Annual Meeting 38, Nr. 14 (Oktober 1994): 935–39. http://dx.doi.org/10.1177/154193129403801431.
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Time pressure has been found to reduce the quality of decision making by restricting consideration of information and options and by inducing strategy shifts. Time pressure is usually considered an external variable manipulated by the experimenter. In this paper we distinguish between externally-induced time pressures and crew-generated time pressures, and examine how crews can mitigate or exacerbate external pressures. The roles of both types of time pressures in crew decision making are examined in three air transport accidents and in crew performance in full-mission simulated flight. Implications for crew training are discussed.
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Vovkodav, V. S. „MARKERS OF THE OCCUPATIONAL HEALTH RISKS TO FLIGHT PERSONNEL OF THE STATE-OWNED AIRLINERS ACCORDING TO THE DATA OF PILOTS MEDICAL CERTIFICATION“. Aerospace and Environmental Medicine 56, Nr. 6 (2022): 51–59. http://dx.doi.org/10.21687/0233-528x-2022-56-6-51-59.
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The paper discusses the occupational risks for flight crews of the state-owned airliners. In the period of 2004–2009, prevalence of the cardiovascular diseases was low and increased in 2010–2015, as well as relative risks of the cardiovascular, ear and mastoid diseases. The period of 2016–2020 was marked by a high risk of urogenital diseases, as the probability of these diseases made up 2.2 and the etiological percent amounted to 50 %. The system of flight personnel health monitoring has been time-proved. The author points out the areas of research to be focused on in order to improve the crew work environment and calls for introduction of the informatics technology in the crew health monitoring system.
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Yang, Zi-Yi, und Rong-Jiun Sheu. „EFFECTS OF FLIGHT ROUTE VARIATION AND GREAT-CIRCLE APPROXIMATION ON AVIATION DOSE ASSESSMENT FOR POPULAR FLIGHTS FROM TAIWAN“. Radiation Protection Dosimetry 184, Nr. 1 (31.10.2018): 79–89. http://dx.doi.org/10.1093/rpd/ncy186.
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Abstract Galactic cosmic-ray-induced secondary particles in the atmosphere constitute an important source of radiation exposure to airline crews and passengers. In this study, a systematic dose assessment was conducted for 11 popular flights from Taiwan, with an emphasis on the effects of flight route variation and assumption. The case studies covered a broad range of commercial flights departing from Taipei, from a domestic flight of <1 h to a long-haul international flight of more than 14 h. For each route under study, information on 100 actual flight routes was retrieved from flight tracking data collected from June to September 2017, and the information was analyzed using a self-developed program called the ‘NTHU Flight Dose Calculator’. The resulting distribution of route doses provided not only the mean value and associated standard deviation but also information on the characteristics of aviation dose assessment and management. Furthermore, compared with actual flight routes, the dose differences introduced by great-circle approximation were evaluated, and the effects of solar activity on the dose assessment of these flights were reported.
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Lestaevel, P., C. Huet, V. Lejeune, C. Moreno, C. Villagrasa, J. Feuardent und F. Trompier. „Cosmic radiation exposure of airline crews in France over the period 2015–2019“. Radioprotection 58, Nr. 4 (Oktober 2023): 317–25. http://dx.doi.org/10.1051/radiopro/2023027.
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Cosmic particle flux increases with latitude and altitude and is significantly higher on-board aircraft than at ground level. Furthermore, its intensity depends on solar activity and eruptions. Due to their professional activity, flight crews (FCs) may receive an annual dose of some millisieverts. Therefore, the European directive adopted in 1996 requires the aircraft operators to assess the dose. The effective dose is to be estimated using various experimental and calculation means. In France, it is carried out by the computerized system for flight assessment of exposure to cosmic radiation SIEVERTPN, which sends to SISERI, the national dose registry, the monthly effective dose of each crew member. The average annual effective dose of French FCs was 2.19 mSv in 2019, i.e. between the standard permissible limits set for the public and the limit set for occupationally exposed persons. The effective dose received by the most exposed French FCs increased during the period 2015–2019 and that could be due to the solar cycle effect, changes in the staff flight time or the aircraft model. It can also be noted that more technical flight crews (TFCs) received a dose greater than 5 mSv over the 2016 to 2019 period than commercial flight crew (CFCs). Our study indicates that the number of FCs having received a dose greater than 5 mSv also increased over the period 2016 to 2019. Some parameters, that may affect the assessment of the aircrew effective dose, are not considered in SIEVERTPN calculations, as for example the Forbush decreases and the location in the plane. Lastly, several factors lead us to expect a decrease in the doses received by French aircrew staff in the coming years, such as the peak activity of the 25th eleven-year solar cycle expected in July 2025. However, some unexpected events, as for instance the war in Ukraine, can alter this prediction.
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Kim, Mijung, und Yeonu Lee. „The Impact of the Psychosocial Safety Climate on Safety Behavior and Satisfaction: Focused on VR-Trained Airline Cabin Crew“. Korea International Trade Research Institute 19, Nr. 3 (30.06.2023): 175–93. http://dx.doi.org/10.16980/jitc.19.3.202306.175.
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Purpose – The purpose of this study is to examine the influence of the policies and implementation of the psychosocial safety climate within airlines on cabin crew member safety behaviors and satisfaction through virtual reality (VR) training, with the aim of ensuring safe flights. Design/Methodology/Approach – This study was conducted to validate the established hypotheses and research models by employing 353 cabin crew members within a domestic company that provides VR training. Empirical research was executed using the SPSS 25.0 statistical package for data analysis. Findings – This study found that the psychosocial safety climate positively impacts the safety behavior of cabin crew, which is enhanced through airline VR training. Essential factors that promote organizational safety activities include management support and commitment, management priorities, organizational communication, and organizational participation and involvement. Moreover, managing the stress of flight duty-related cabin crews significantly impacts the relationship between safety behavior and training satisfaction. VR training helps improve organizational safety, and organizational efforts seem to encourage the active participation of employees in providing an environment where safe flights can be carried out. Research Implications – This study suggests the necessity of expanding and applying training programs using VR, not limited to VR training for cabin crew members, also considering the job characteristics of other departments, such as pilots and maintenance personnel. Also, this research explores methods for effectively managing human resources in airline cabin crews in accordance with the changed training methods, and provides reference materials for effectively conducting VR training in the future.
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Aragón-Vela, Jerónimo, Jacob Bejder, Jesús R Huertas, Julio Plaza-Diaz und Nikolai B. Nordsborg. „Does intermittent exposure to high altitude increase the risk of cardiovascular disease in workers? A systematic narrative review“. BMJ Open 10, Nr. 11 (November 2020): e041532. http://dx.doi.org/10.1136/bmjopen-2020-041532.
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ObjectiveSeveral working groups (eg, miners, flight crews and soldiers) are subjected to chronic intermittent hypoxic exposure. The cardiovascular implications have been studied but not systematically reviewed with focus on possible negative health implications. The aim of the present review was to systematically evaluate the hypothesis that intermittent hypoxic exposure causes cardiovascular stress detrimental to health in workers.DesignSystematic review.Data sourcesElectronic database search of PubMed, Scopus and Web of Science up to April 2020.Eligibility criteriaStudies of workers ≥18 years repeatedly subjected to months to years of irregular intermittent hypoxia, lasting from a few hours (eg, flight crews), one or a few days (eg, soldiers), or several days to weeks (eg, miners working at high altitude), written in English and evaluating the effect of intermittent hypoxia on cardiovascular disease were included. Animal studies, books, book chapters, personal communication and abstracts were excluded. The primary outcome measure was changes in standardised mortality ratio.Data extraction and synthesisTwo independent reviewers extracted data and assessed risk of bias using the Cochrane Collaboration’s tool.Results119 articles were identified initially, 31 of which met the inclusion criteria. Of these, 17 were retrospective cohort mortality studies (irregular short-term intermittent hypoxia), and 14 studies were observational (long-term intermittent hypoxia). The population of irregular short-term intermittent hypoxia users (flight crew) showed a lower mortality by cardiovascular disease. Long-term intermittent hypoxia over several years such as in miners or soldiers may produce increased levels of cardiac disorders (12 studies), though this is probably confounded by factors such as obesity and socioeconomic status.ConclusionThis systematic narrative review found that cardiovascular disease mortality in flight crews is lower than average, whereas miners and soldiers exposed to intermittent hypoxia experience increased risks of cardiovascular diseases. The impact of socioeconomic status and lifestyle appears of importance.PROSPERO registry numberCRD42020171301.
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Wen, Candice C. Y., Darsh Cherian, Maya T. Schenker und Amy S. Jordan. „Fatigue and Sleep in Airline Cabin Crew: A Scoping Review“. International Journal of Environmental Research and Public Health 20, Nr. 3 (01.02.2023): 2652. http://dx.doi.org/10.3390/ijerph20032652.
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Airline cabin crew operate in dynamic work environments that are continuously changing, from unpredictable shift work hours to travelling through multiple time zones. These likely impact cabin crews’ overall health and may affect their performance on safety-related tasks. Research on this population has been limited; therefore, the aim was to summarise the relevant literature regarding fatigue, sleepiness and mental health of cabin crew. This review followed the PRISMA-ScR guidelines and conducted a systematic search utilising five databases. The initial search identified 1223 studies, and through vigorous screening processes, 27 studies were selected for this review. Over half of the selected studies focused on international or long-haul flights, and a large proportion of the sample participants were women. Findings suggested a high prevalence of fatigue and sleepiness as well as unsatisfactory sleep quality with elevated susceptibility to sleep disorders. Factors identified with health outcomes were associated with flight operations (e.g., rosters) and individual differences (e.g., age and coping strategies). Regarding mental health, cabin crews are potentially at a greater risk for depression and anxiety compared to the general public. This review draws attention to the importance of using a standardised approach, such as validated measures for fair and consistent inferences.
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Mantiri, Stephanie Maria, und Christine Winstinindah Sandroto. „THE ROLE OF BELONGINGNESS FOR CABIN CREW: BETWEEN WORK PASSION AND JOB SATISFACTION“. Review of Management and Entrepreneurship 7, Nr. 1 (27.04.2023): 131–50. http://dx.doi.org/10.37715/rme.v7i1.3687.
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Efforts to increase the job satisfaction of cabin crews must be a priority because their job satisfaction determines the services they provide to passengers throughout the flight. Factors that determine cabin crew job satisfaction include work passion and role of belongingness. This study examined the role of belongingness in the effect of work passion on the job satisfaction of cabin crews. The sample population was cabin crew in the Jakarta area who worked for various airlines. The sample was 70 respondents. The sampling technique used was non-probability sampling, with the convenience sampling method. This study performed validity and reliability tests; p plots normality tests, descriptive statistics, and Preacher Hayes analysis. The analysis method used The Simple Mediation Model, processed through SPSS Process 23.00. The results show that work passion positively affects both the role of belongingness and job satisfaction, and the role of belongingness positively affects job satisfaction. Job satisfaction is affected by the passion for work with the mediating variable role of belongingness. In conclusion, the role of belongingness has been proven to mediate the effect of work passion on job satisfaction for cabin crews in Jakarta.
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Smith, Kevin M. „Approach Operations and the Energy Management Challenge“. International Journal of Aviation Systems, Operations and Training 3, Nr. 2 (Juli 2016): 1–10. http://dx.doi.org/10.4018/ijasot.2016070101.
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This article presents vital approach energy management data that has been flight tested. This important background information may be of considerable interest to those involved in designing solutions for the approach and landing safety problem. This data can easily be uploaded to a “Smart Cockpit” feature so that flight crews can have this information presented when it is most needed. Limiting parameters for a stabilized approach are presented. The flight crew must be aware of certain stabilization targets so as to make a more informed decision concerning the go-around or land decision. Aerodynamic factors such as weight and airspeed effects are covered to provide the necessary understanding of the dynamic stability challenge. Deceleration distances versus approach airspeeds have been operationally examined. These profiles include level flight deceleration, level flight maximum deceleration, three-degree maximum rate deceleration, high-speed descent, low-speed descent, and the concerning “slam dunk” turn.