Journal articles on the topic 'Pilots'
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1
Puspithasari, Amelia, and Tien Suwartini. "Relation of pilot hours of flight to stress, bruxism, attrition and abfraction in vivo research." Odonto : Dental Journal 10, no. 1 (July 31, 2023): 37. http://dx.doi.org/10.30659/odj.10.1.37-45.
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Background: Pilots are a very stressful job. As a consequence of stress, pilots practice bruxism. Common clinical manifestations due to bruxism are attrition and abfraction. To evaluate whether there is a relationship between pilot flight hours and job stress associated with the occurrence of bruxism, attrition and abfraction among domestic civil aviation pilots throughout Indonesia.
Methods: The subjects of the study were 196 pilots who were undergoing routine annual dental examinations at the Aviation Health Center of the Directorate General of Transportation. The pilot's flying hours, pilot job stress, awareness of the occurrence of bruxism was evaluated using the questionnaires. Attrition and abfraction were calculated based on scoring.
Results: Most of the research subjects had flight hours of 5,000 to 10,000 hours, namely 44.4% (n = 87). Pilots who experienced stress were represented with at least 56.1% depression (n = 110) and minimal anxiety 49% (n = 96). Bruxism was found in 16.8% (n = 33) of all subjects. The highest attrition measurement was in enamel 47.4% (n = 93) and the most abfraction occurred in posterior teeth 8.2% (n = 16). The results of the Spearman correlation test show that there is no significant relationship between pilot flying hours with stress, bruxism with stress and stress on attrition.
Conclusion: The higher the pilot's flight hours, the lower the stress. The higher the pilot's stress, the lower the attrition. There is no relationship between bruxism and pilot stress. The attrition that occurs is not directly related to bruxism activity.
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Zheng, Yiyuan, Yanyu Lu, Yuwen Jie, Zhiqiang Zhao, and Shan Fu. "Test Pilot and Airline Pilot Differences in Facing Unexpected Events." Aerospace Medicine and Human Performance 94, no. 1 (January 1, 2023): 18–24. http://dx.doi.org/10.3357/amhp.6157.2023.
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BACKGROUND: Unexpected events in flight might decrease the transparency of the flying process and weaken the pilot’s perception of the current state, or even erode manipulating skills. However, during the flight test of a new or modified aircraft, to verify the boundaries of aircraft aerodynamic performance and handling stability, unexpected events may be encountered that need to be handled by the test pilot. Therefore, studying the differences between test pilots and airline pilots could help improve flight safety.METHODS: Two kinds of physiological parameters, eye blink rate and average fixation duration and task-related performance of test pilots and airline pilots, were analyzed in three abnormal scenarios. A total of 16 pilots participated. The study was carried out in an A320 flight simulator.RESULTS: The differences were significant for both test pilots and airline pilots in eye blink rate and average fixation duration. Furthermore, the reaction time of test pilots (Mean = 23.38 s) was significantly shorter than airline pilots (Mean = 42.63 s) in Unreliable Airspeed condition, and the pitch angle deviations between them were significant in both Wind Shear and Unreliable Airspeed condition.DISCUSSION: The uncertainty of environmental change could create more severe pressure and mental workload influence than actual system failure. For airline pilots, compared with test pilots, the importance of practicing manual flight should still be emphasized. Improving reactions to unexpected ambient conditions and unannounced fault status could also contribute to flight safety.Zheng Y, Lu Y, Jie Y, Zhao Z, Fu S. Test pilot and airline pilot differences in facing unexpected events. Aerosp Med Hum Perform. 2023; 94(1):18–24.
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Nergård, Vegard, Ove Edvard Hatlevik, Monica Martinussen, and Arne Lervåg. "AN AIRMAN'S PERSONAL ATTITUDE: PILOTS’ POINT OF VIEW / PILOTŲ POŽIŪRIS Į ASMENINES PILOTO SAVYBES." Aviation 15, no. 4 (January 13, 2012): 101–11. http://dx.doi.org/10.3846/16487788.2011.651789.
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The purpose of this study was to examine airline pilots’ own formulation of desirable non-technical skills. Qualitative and quantitative methods were used to identify the pilot community's own perception of desirable personal attitudes. Group interviews formed the basis for developing statements. A sample consisting of 174 pilots were questioned on their perception of desirable attitudes. The major finding indicated clusters of attitudes pilots perceived as desirable. The attitudes pilots called attention to were intimately linked to the concept of airmanship. Factor analysis revealed at least four factors in pilots’ conception of desired personal attitudes of an airman: “knowledge”, ‘flying skills’, ‘CRM’, and ‘self-awareness’. Santrauka Šio tyrimo tikslas buvo išanalizuoti oro linijų pilotų suformuluotus reikalingus netechninius gebėjimus. Kiekybiniai ir kokybiniai metodai buvo naudojami tam, kad būtų atskleisti pačių pilotų labiausiai vertinami gebėjimai. Teigiamiems gebėjimams nustatyti buvo apklausti 174 pilotai. Nustačius tam tikras gebėjimų sritis paaiškėjo, kad geriausiai pilotai vertino tuos gebėjimus, kurie yra susiję su skraidymu. Buvo atskleisti keturi labiausiai pilotų vertinami faktoriai: žinios, skraidymo įgūdžiai, CRM ir savikontrolė.
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Wang, Xiashuang, Guanghong Gong, Ni Li, Li Ding, and Yaofei Ma. "Decoding pilot behavior consciousness of EEG, ECG, eye movements via an SVM machine learning model." International Journal of Modeling, Simulation, and Scientific Computing 11, no. 04 (July 2, 2020): 2050028. http://dx.doi.org/10.1142/s1793962320500282.
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To decode the pilot’s behavioral awareness, an experiment is designed to use an aircraft simulator obtaining the pilot’s physiological behavior data. Existing pilot behavior studies such as behavior modeling methods based on domain experts and behavior modeling methods based on knowledge discovery do not proceed from the characteristics of the pilots themselves. The experiment starts directly from the multimodal physiological characteristics to explore pilots’ behavior. Electroencephalography, electrocardiogram, and eye movement were recorded simultaneously. Extracted multimodal features of ground missions, air missions, and cruise mission were trained to generate support vector machine behavior model based on supervised learning. The results showed that different behaviors affects different multiple rhythm features, which are power spectra of the [Formula: see text] waves of EEG, standard deviation of normal to normal, root mean square of standard deviation and average gaze duration. The different physiological characteristics of the pilots could also be distinguished using an SVM model. Therefore, the multimodal physiological data can contribute to future research on the behavior activities of pilots. The result can be used to design and improve pilot training programs and automation interfaces.
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Cahill, Joan, Paul Cullen, Sohaib Anwer, Keith Gaynor, and Simon Wilson. "The Requirements for New Tools for Use by Pilots and the Aviation Industry to Manage Risks Pertaining to Work-Related Stress (WRS) and Wellbeing, and the Ensuing Impact on Performance and Safety." Technologies 8, no. 3 (July 6, 2020): 40. http://dx.doi.org/10.3390/technologies8030040.
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Work is part of our wellbeing and a key driver of a person’s health. Pilots need to be fit for duty and aware of risks that compromise their health/wellbeing. Recent studies suggest that work-related stress (WRS) impacts on pilot health and wellbeing, performance, and flight safety. This paper reports on the advancement of new tools for pilots and airlines to support the management of WRS and wellbeing. This follows from five phases of stakeholder evaluation research and analysis. Existing pre-flight checklists should be extended to enable the crew to evaluate their health and wellbeing. New checklists might be developed for use by pilots while off duty supporting an assessment of (1) their biopsychosocial health status and (2) how they are coping. This involves the advancement of phone apps with different wellness functions. Pending pilot consent, data captured in these tools might be shared in a de-identified format with the pilot’s airline. Existing airline safety management systems (SMS) and flight rostering/planning systems might be augmented to make use of this data from an operational and risk/safety management perspective. Fatigue risk management systems (and by implication airline rostering/flight planning systems) need to be extended to consider the relationship between fatigue risk and the other dimensions of a pilot’s wellbeing. Further, pending permission, pilot data might be shared with airline employee assistance program (EAP) personnel and aeromedical examiners. In addition, new training formats should be devised to support pilot coping skills. The proposed tools can support the management of WRS and wellbeing. In turn, this will support performance and safety. The pilot specific tools will enable the practice of healthy behaviors, which in turn strengthens a pilot’s resistance to stress. Healthy work relates to the creation of positive wellbeing within workplaces and workforces and has significant societal implications. Pilots face many occupational hazards that are part of their jobs. Pilots, the aviation industry, and society should recognize and support the many activities that contribute to positive wellbeing for pilots. Social justice is a basic premise for quality of employment and quality of life.
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Xu, Tingliu, Yingjie Xiao, and Zhuohong Jiang. "Maritime Pilots’ Risky Operational Behavior Analysis Based on Structural Equation Model." Discrete Dynamics in Nature and Society 2021 (September 27, 2021): 1–11. http://dx.doi.org/10.1155/2021/3611859.
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In this paper, a maritime pilots’ risky behaviour related factors questionnaire is designed to identify and quantify the factors of maritime pilots’ risky operational behaviour. And a questionnaire survey was conducted, which included four scales: risk-taking behavior, risk attitude, operational reliability, and risk perception. On this basis, the Structural Equation Model (SEM) of maritime pilots’ risky operational behavior is constructed to explore the internal relationship of the variable factors affecting maritime pilots’ operational behavior. The biggest influence on maritime pilots’ safety behavior is crowd psychology, which indicates that the maritime pilot’s mental health course, the psychological guidance course system, the psychological health consultation management, and safety training should be carried out regularly. Random evaluation and attention are significantly correlated with the risky cognition of maritime pilots. The results also explore that the maritime pilots’ risky behavior related factors questionnaire has a good structure, internal consistency, and validity in Chinese maritime pilots, and it is expected to be used for the Chinese maritime pilots’ subjective risky behavior self-evaluation. In addition, with empirical evidence for pilotage safety intervention in China, this measurement can also provide scheduling and management decision support for Chinese maritime pilot stations.
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Lu, Tianjiao, Yuan Li, Chenchen Zhou, Menghan Tang, and Xuqun You. "The Influence of Emotion Induced by Accidents and Incidents on Pilots’ Situation Awareness." Behavioral Sciences 13, no. 3 (March 7, 2023): 231. http://dx.doi.org/10.3390/bs13030231.
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(1) Background: This study examines the differences in emotions induced by accidents and incidents as emotional stimuli and the effects on pilot situation awareness (SA) after induction. (2) Method: Forty-five jet pilots were randomly divided into three groups after which their emotions were induced using the pictures of accident, incident, and neutral stimulus, respectively. (3) Results: The conditions of accidents and incidents both induced changes in the pilots’ happiness and sadness and the changes in the emotion were regulated by the emotional intelligence of pilots in the high SA group. The emotion induction, which caused a direct change in pilot’s happiness and fear, resulted in conditions that indirectly affected level 1 of SA in pilots. (4) Conclusions: The research elucidates the difference between accident and incident in inducing pilot emotions, and reminds us that SA level exerts the regulating effects on the same emotional induction conditions.
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Barnett, B., A. Stokes, C. D. Wickens, T. Davis, R. Rosenblum, and F. Hyman. "A Componential Analysis of Pilot Decision-Making." Proceedings of the Human Factors Society Annual Meeting 31, no. 7 (September 1987): 842–46. http://dx.doi.org/10.1177/154193128703100735.
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In an effort to construct and validate an information-processing model of pilot decision-making, a microcomputer-based system, known as MIDIS, has been developed. A parallel effort resulted in the compilation of a cognitive test battery designed to assess individual differences in those cognitive attributes determined to be important in effective decision making. The processing model of pilot judgment is validated to the extent that pilots with strengths in particular cognitive attributes perform well on those decision scenarios determined to impose demands on those same abilities. Forty professional, instructor, and student pilots served as subjects in this validation study. The results reported here represent data from twenty of the highly-experienced instrument-rated pilots. The results indicated that the cognitive test of running memory span provided a valid predictor of the optimality of pilot's judgments. A test of risk assessment predicted pilot confidence and latency in the decision choices. Few of the other tests, including a test of declarative knowledge, provided significant correlations with the three attributes of decision performance for the pilots in the group studied to date.
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Rogers, R. O., and A. Boquet. "The benefits and limitations of ground-based upset-recovery training for general aviation pilots." Aeronautical Journal 116, no. 1184 (October 2012): 1015–39. http://dx.doi.org/10.1017/s0001924000007466.
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Abstract Research by Rogers et al (2009) and Leland et al established that flight simulator training can improve a pilot’s ability to recover a general aviation aeroplane from an in-flight upset. To reach this conclusion, they administered simulator-based and classroom-based upset-recovery training to two groups of student pilots, then compared their performance in recovering an aerobatic Decathlon aeroplane from a series of four upsets with the performance of a third group of untrained control group pilots subjected to the same upsets. We extend this result by addressing the unanswered question of how much classroom-based training as opposed to simulator-based training contributes to improving a pilot’s upset-recovery manoeuvring skills. After receiving classroom-based upset-recovery training but no simulator training, our participants were subjected to the same series of four upsets in the same Decathlon aeroplane. We then compared the performance of the classroom-trained pilots with the performances of control group pilots and the two groups of simulator-trained pilots. Statistical analysis suggests that classroom-based instruction alone improves a pilot’s ability to recover an aeroplane from an upset. We summarise related research, describe the training experiment and the training program, analyse and interpret flight-test data, and explain what our research implies with respect to establishing career-long commercial pilot upset-recovery training requirements.
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Jirgl, Miroslav, Jan Boril, and Rudolf Jalovecky. "Statistical Evaluation of Pilot’s Behavior Models Parameters Connected to Military Flight Training." Energies 13, no. 17 (August 28, 2020): 4452. http://dx.doi.org/10.3390/en13174452.
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The paper discusses the possibilities of objective assessment of military flight training quality based on statistical evaluation of pilot’s behavior models parameters. For these purposes, the pilots’ responses to non-standard flight situations were measured by using a fixed-base and a moving-base engineering flight simulator. Tens of military pilots at different training stages were tested. By exploiting real-life tests, we established that the given pilot models provide sufficiently accurate approximation of realistic human responses. Importantly, the models are relatively easy to use, and the individual parameters can be unambiguously interpreted, i.e., the time constants of the pilot behavior model are obtainable, representing the pilot’s current psychological and physiological state of mind. The parameters lay in the defined ranges, and they characterize the ability of the human/pilot to adapt to a controlled dynamic system. Consequently, a fundamental statistical analysis based on pilot’s behavioral model parameters was conducted, using the acquired test data representing the pilot’s behavior during repeated measuring. The initial results indicate the possibility to use the results for objective assessment the military flight training level.
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Harkey, Julie Anne Yates. "Age-Related Changes in Selected Status Variables in General Aviation Pilots." Transportation Research Record: Journal of the Transportation Research Board 1517, no. 1 (January 1996): 37–43. http://dx.doi.org/10.1177/0361198196151700105.
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Nine status variables were analyzed in an attempt to narrow the focus of where, within the active pilot population, to look for some of the factors that may be associated with increase in risk of becoming involved in a general aviation accident. Epidemiological analysis of general aviation pilots indicates that there is a significant rise in the accident rate for pilots after age 39. An analysis was made of changes in the frequency of occurrence of selected status variables between pilots in the 35 to 39 and those in the 40 to 44 age groups who were involved in general aviation accidents in 1992, 1993, and 1994; between pilots in the 35 to 39 and those in the 40 to 44 age groups in the active pilot population; and between accident-involved pilots and those in the active pilot population. Status variables analyzed were Federal Aviation Administration pilot and medical certificates, instrument rating, flight time, pilot occupation and gender, and purpose of the accident flight. The two age groups of accident-involved pilots differed on only one variable. However, examination of the data showed two distinct differences between accident-involved pilots and the active pilot population. The most substantial finding for both age groups was that accident-involved pilots were significantly different from the active pilot population. Second, with the exception of class of FAA medical certificates, accident-involved pilots did not differ significantly with age whereas the active pilot population differed significantly over five status variables.
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Nowadly, Craig D., Rebecca S. Blue, Harry M. Albaugh, Ryan S. Mayes, and Douglas J. Robb. "A Preliminary Study of U.S. Air Force Pilot Perceptions of the Pilot–Flight Surgeon Relationship." Military Medicine 184, no. 11-12 (May 15, 2019): 765–72. http://dx.doi.org/10.1093/milmed/usz088.
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Abstract Introduction Flight surgeons play a vital role in U.S. Air Force aviation operations by ensuring that pilots are medically prepared to meet the demands of military aviation. However, there is natural tension between pilots and flight surgeons. A pilot may be reluctant to share medical information with a flight surgeon who could negatively impact the pilot’s career or flight status. In this preliminary study, we sought to identify pilot-perceived strengths and weaknesses in the relationship between U.S. Air Force aviators and their flight surgeons. Materials and Methods An online survey regarding pilot–flight surgeon confidence and perceived values was distributed electronically to a convenience sample of U.S. Air Force aviators. Participants included U.S. Air Force active duty and Air Reserve Component (Air Force Reserve and Air National Guard) military aviators in addition to U.S. Air Force Academy aviation cadets. Results One hundred and seventy-three aviators participated in the survey. Respondents reported variable comfort in approaching flight surgeons with medical concerns and suggested that they believed other pilots might be withholding medical information from flight surgeons or seeking care from civilian physicians for career protection. Conclusions We sought to examine the pilot–flight surgeon relationship and its impact on daily flying operations. While limited, results suggest that there may be gaps in trust between pilots and their flight surgeons. These findings could present an opportunity to improve the pilot–flight surgeon relationship by identifying factors that contribute to closer pilot–flight surgeon relationships.
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Laukkala, Tanja, Eero Pukkala, Bruce Budowle, Antti Sajantila, Matti Mäntysaari, Heini Huhtala, and Alpo Vuorio. "PREVIOUS MILITARY PILOTS AND THEIR LATER FATAL CIVIL AVIATION ACCIDENTS." Aviation 25, no. 3 (October 28, 2021): 182–86. http://dx.doi.org/10.3846/aviation.2021.15660.
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Military pilots undergo rigorous selection compared with civilian professional pilots because of different operational requirements. There are no studies of military pilots’ subsequent civil aviation careers and fatal pilot aviation accidents. This study focuses on Vietnam War (VW) pilots and subsequent fatal aviation accidents in the U.S from 1965 to 2018. In total nine aviation accidents met the inclusion criteria and are described in detail, including the pilots’ previous civil aviation incidents. The VW pilots were healthy, had valid Medicals and continued to fly in demanding pilot positions after their military careers. Although the data are limited, this study suggests that previous military pilots may differ slightly from other pilots in their subsequent civil aviation careers.
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Minotra, Dev, and Karen M. Feigh. "An Analysis of Cognitive Demands in Ship-Based Helicopter-Landing Maneuvers." Journal of the American Helicopter Society 65, no. 4 (October 1, 2020): 1–11. http://dx.doi.org/10.4050/jahs.65.042009.
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Rotorcraft pilots face a number of unique challenges in shipboard-landing maneuvers. Even very experienced rotorcraft pilots find such maneuvers to be challenging and delicate, as they require the pilot's undivided attention. To minimize risk, these maneuvers are conducted within well-defined boundaries associated with weather and visibility. To expand the envelope of safety, technological aids that augment decision-making capabilities and reduce pilot workload are being proposed. Our paper reports a cognitive task analysis, which involved interviews with five rotorcraft pilots experienced in shipboard-landing maneuvers. Our results reveal cognitive elements in which expertise plays a critical role. We have articulated our understanding on why pilots are faced with difficulties during these critical points, which led us toward design recommendations and system requirements for technological aids and their displays. We have also identified a number of system limitations and quantities of interest, which may be useful in safety evaluations.
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Kalnysh, V. V., I. S. Trinka, S. M. Pashkovsky, N. V. Koval, O. V. Bomk, and V. K. Tyshchenko. "The peculiarities of assessing the psychophysiological traits of military pilots when exercising periodic control of their professionally important qualities." Reports of Vinnytsia National Medical University 25, no. 1 (March 27, 2021): 157–64. http://dx.doi.org/10.31393/reports-vnmedical-2021-25(1)-28.
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Annotation. The paper presents the results of statistical calculations of psychophysiological examinations of 80 military pilots and flight navigators with different levels of suitability for flight performance. The authors analyze the effects of the temporal factor (after the vacation leave) on the psychophysiological qualities of military pilots, other indices of individual typological and psychodynamic qualities which prove to be the indicator of the possibilities of man’s adaptation to the conditions of the task performance. With respect to investigating the above possibilities, we have determined the time period for carrying out their assessment with the aim of determining reasonably the level of the military pilot professional suitability. This makes it possible to timely prevent the negative changes in the state of health and professionally important qualities of pilots in order to support and rehabilitate their readiness for performing the tasks assigned. When carrying out the investigation we managed to take into account the external criteria of success rate in performing the professional duties of pilots: the efficiency of professional activities, the pilot’s qualification and total flight hours. The authors also reveal the difference in the correlation of psychophysiological functions in pilots suitable and unsuitable for performing their professional duties. The authors suggest the up-to-date methodical approaches to monitoring the psychophysiological qualities with the aim of the further development on this basis the criteria for the professional suitability of the pilot. Special solution rules of determining the level of suitability of military pilots for performing their professional duties are developed.
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Han, Liyao, Xiangping Zhong, and Yanning Zhang. "Task-Incremental Learning for Drone Pilot Identification Scheme." Sensors 23, no. 13 (June 27, 2023): 5981. http://dx.doi.org/10.3390/s23135981.
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With the maturity of Unmanned Aerial Vehicle (UAV) technology and the development of Industrial Internet of Things, drones have become an indispensable part of intelligent transportation systems. Due to the absence of an effective identification scheme, most commercial drones suffer from impersonation attacks during their flight procedure. Some pioneering works have already attempted to validate the pilot’s legal status at the beginning and during the flight time. However, the off-the-shelf pilot identification scheme can not adapt to the dynamic pilot membership management due to a lack of extensibility. To address this challenge, we propose an incremental learning-based drone pilot identification scheme to protect drones from impersonation attacks. By utilizing the pilot temporal operational behavioral traits, the proposed identification scheme could validate pilot legal status and dynamically adapt newly registered pilots into a well-constructed identification scheme for dynamic pilot membership management. After systemic experiments, the proposed scheme was capable of achieving the best average identification accuracy with 95.71% on P450 and 94.23% on S500. With the number of registered pilots being increased, the proposed scheme still maintains high identification performance for the newly added and the previously registered pilots. Owing to the minimal system overhead, this identification scheme demonstrates high potential to protect drones from impersonation attacks.
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O'Mahony, Stephen, Felicity Deane, and Kiernan Tranter. "VFR Into IMC Through the Lens of Behavioral Economics." Journal of Air Law and Commerce 88, no. 1 (2023): 141. http://dx.doi.org/10.25172/jalc.88.1.4.
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Decision-making can be the difference between life and death in all types of aviation, but in general aviation (GA), where most of the flying is conducted as single-pilot operations, the decision-making of one individual becomes fundamentally important. It is critical to consider, first, why pilots make bad decisions that can ultimately lead to weather-related aviation accidents or incidents; and second, whether a better understanding of weather-related decision-making can inform regulations that will improve decision-making and consequently reduce the frequency of pilot-error accidents. Behavioral economics (BE) aims to better understand individual decision-making to model decision-making pathways. As individual decision-making is central to aviation safety, better modeling of decision-making pathways should be a central aim not just for pilots, but also for aviation regulators, such as the Civil Aviation Safety Authority (CASA) in Australia. While there has been little analysis of pilot decision-making using BE, we argue that BE, with its focus on predictive models of individual decision-making, provides a rich framework to understand pilot decision-making and inform more targeted regulation. This argument is in four parts. The first part identifies that there is an ongoing safety issue with visual flight rules (VFR) pilots flying into instrument meteorological conditions (IMC). The second part introduces some of the core concepts of BE, such as the rejection of perfect rationality and the reliance upon certain behavioral biases in decision-making. We argue that VFR into IMC is an appropriate context in which to apply BE as there is an identifiable measure of a pilot’s welfare and concerns around paternalism fall short when dealing with protecting the welfare of those likely to be impacted by a pilot’s decision-making, such as passengers and aircraft owners. The third part reviews the existing research applying behavioral models of decision-making in respect of VFR into IMC and identifies three behavioral biases that—among others—can lead to poor decision-making: (i) environmental literacy, (ii) overconfidence, and (iii) prospect theory. The final part briefly introduces some potential avenues for BE to inform regulatory reform, including better education of pilots and regulators in respect of the psychological factors to which pilots may fall victim, as well as more directed training for pilots to address the environmental literacy concerns identified in this part. We conclude that the regulatory environment should be reformulated to adequately account for predictable behavioral biases.
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Nikitina, A. P., and A. M. Gauck. "ORGANIZATION OF PILOT SERVICE IN FINLAND AT THE BEGINNING OF THE XIX CENTURY." Scientific Notes of V. I. Vernadsky Crimean Federal University. Juridical science 6 (72), no. 2 (2020): 51–59. http://dx.doi.org/10.37279/2413-1733-2020-6-2-51-59.
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The article States that the organization of pilots in Finland after its accession to the Russian Empire received a new legal basis, but taking into account the rich experience available. On may 17, 1812, the Imperial regulations «on the establishment of lighthouses and pilots in Finland»were signed. This document is also interesting because it does not fit into the traditional model for Russia – the creation of pilot societies at specific ports. The regulations of 1812 assumed a single pilot organization on the entire territory of the VKF and, at the same time, established the same rights and duties of pilots. It consists of 77 paragraphs, combined into five articles: «The duties of mariners regarding the use of the pilot»; «About the patch as total fees for the school pilots, and lighthouses, and special fees received by the pilot»; «How to charge a pilot money and the amount for the establishment of lighthouses and pilots, with an indication as to conduct of these control registers»; «About the duties of pilots»; «A subject of judicial place and proceedings in cases relating to lighthouses and pilots». This regulation was issued simultaneously with the regulations on official duties and savings in pilotage and on the construction of lighthouses and tanks in Finland, which ended the legal organization of pilots in this country during this period.
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Li, Yuhan, Ke Li, Shaofan Wang, Xiaodan Chen, and Dongsheng Wen. "Pilot Behavior Recognition Based on Multi-Modality Fusion Technology Using Physiological Characteristics." Biosensors 12, no. 6 (June 12, 2022): 404. http://dx.doi.org/10.3390/bios12060404.
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With the development of the autopilot system, the main task of a pilot has changed from controlling the aircraft to supervising the autopilot system and making critical decisions. Therefore, the human–machine interaction system needs to be improved accordingly. A key step to improving the human–machine interaction system is to improve its understanding of the pilots’ status, including fatigue, stress, workload, etc. Monitoring pilots’ status can effectively prevent human error and achieve optimal human–machine collaboration. As such, there is a need to recognize pilots’ status and predict the behaviors responsible for changes of state. For this purpose, in this study, 14 Air Force cadets fly in an F-35 Lightning II Joint Strike Fighter simulator through a series of maneuvers involving takeoff, level flight, turn and hover, roll, somersault, and stall. Electro cardio (ECG), myoelectricity (EMG), galvanic skin response (GSR), respiration (RESP), and skin temperature (SKT) measurements are derived through wearable physiological data collection devices. Physiological indicators influenced by the pilot’s behavioral status are objectively analyzed. Multi-modality fusion technology (MTF) is adopted to fuse these data in the feature layer. Additionally, four classifiers are integrated to identify pilots’ behaviors in the strategy layer. The results indicate that MTF can help to recognize pilot behavior in a more comprehensive and precise way.
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Thatchatham and Peetawan. "An Exploration on Pilots’ and Student Pilots’ Perspectives towards the Gender Bias in Thai Aviation Industry." Proceedings 39, no. 1 (January 13, 2020): 24. http://dx.doi.org/10.3390/proceedings2019039024.
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Since the aviation industry is acknowledged as the male-dominated filed, the existence of female pilots in the cockpit has long been controversial over decades. However, it is revealed by many aviation organizations that the number of women pilots has been growing constantly recently. Several studies have been conducted to explore female pilots’ perspective towards the existing gender bias in the aviation field in the global scale. Meanwhile in Thailand, there is the scarcity of studies on the similar topic, especially perspectives towards the factors and motivations driving female pilot to enter the aviation industry in Thailand. This study purposes to investigate the perspectives of female student pilots, a female pilot and a male pilot towards the negative gender stereotypes in the pilot profession in Thai context. A mixed-method questionnaire was conducted to collect data by having two main approaches: a Likert-scale and close-ended questionnaire and the semi-structured interview from eight participants including six female student pilots (FSP), one female professional pilot (FP) and one male professional pilot (MP). The results yielded from all female participants revealed that gender prejudice still exists in the industry, which resulted in female pilots having to prove themselves and their skills set to be accepted in both the training duration and working period. However, all participants all opine that the aviation industry has recently seen the lesser degree of sexual bias towards female pilots and the positive trend of more female pilots stepping into this male-dominated field.
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Stratton, Emily, Robert Haddon, M. Hassan Murad, Tanya Petterson, Mitchell Nelson, and Clayton T. Cowl. "COVID-19 Pandemic Effects on the Well-Being of Professional Pilots." Aerospace Medicine and Human Performance 93, no. 10 (October 1, 2022): 734–38. http://dx.doi.org/10.3357/amhp.6070.2022.
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OBJECTIVE: The aim was to evaluate the well-being of professional pilots using a survey that included the World Health Organization (WHO)-5 Well-Being Index.METHODS: An electronic survey was sent to pilots between June 17–August 2, 2021. Pilots self-categorized as: airline transport pilot (ATP), commercial pilot, or both. Chi-squared and Fisher’s exact tests were used to evaluate differences between variables. Logistic regression was used to estimate the odds of impaired well-being.RESULTS: A total of 639 individuals returned the survey. The majority of respondents were ATPs and a majority identified as male. The average well-being score was 68.0 out of 100 possible, with 22% of respondents meeting the threshold definition of impaired well-being. The odds of having impaired well-being were not dependent on gender. In unadjusted analysis, the odds of impaired well-being were higher for those flying as commercial pilots as compared to airline transport pilots/both. Age was also strongly associated with impaired well-being, with younger pilots having greater odds of impaired well-being as compared to older pilots. Only a little over half of the surveyed pilots agreed or strongly agreed that pilot risk of occupational exposure to COVID-19 was appropriately controlled.CONCLUSION: This survey suggests an important connection between pilot age and impaired well-being scores during the COVID-19 pandemic. Future studies targeting the well-being of younger pilots will be of interest. Additionally, measures to reduce occupational risk of COVID-19 exposure may be helpful in view of the substantial fraction of pilots expressing concern regarding that risk.Stratton E, Haddon R, Murad MH, Petterson T, Nelson M, Cowl CT. COVID-19 pandemic effects on the well-being of professional pilots. Aerosp Med Hum Perform. 2022; 93(10):734–738.
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Melnarowicz, Wladyslaw. "Military Pilot Training." Journal of KONBiN 44, no. 1 (December 1, 2017): 257–66. http://dx.doi.org/10.1515/jok-2017-0071.
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Abstract The article presents the description of the current systems of training military aircraft pilots. Particular attention has been paid to the trends of change aimed at reducing the cost of purchasing school aircraft and the burden on the entire training and aircraft operation system. Over the past 3 years, the annual Pilot Training Conference in London has dominated the issue of increasing the effectiveness of training pilots of combat aircraft and unmanned aerial vehicle operators. The results of training experiments were presented on this conference, which presented the abandonment of intermediate airplanes training process of military pilots. The results of different researches allowed to state, that on a well-designed school airplane, such as the Pilatus PC-21, one can train both basic and advanced trainings and then train pilots directly to the combat aircraft. Of course, all this training process should be intensively supported by the modern mission simulator of the 5th generation. This allows the thesis to be a future, innovative training system that significantly reduces the training costs of a combat aircraft pilot without affecting the quality of the training.
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Hancock, Katherine. "The Airline Pilot Shortage: A Result of Age Discrimination or Excessive Training Requirements?" Journal of Air Law and Commerce 88, no. 2 (2023): 535. http://dx.doi.org/10.25172/jalc.88.2.5.
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In its relatively short history, public air travel has seen its fair share of airline pilot shortages. Before the COVID-19 pandemic, the industry was facing yet another. There was virtually no part of the airline industry untouched by the pandemic, and pilot supply was no exception. As an attempt to mitigate profit loss, airlines offered pilots early retirement packages. When air travel returned to pre-pandemic numbers earlier than expected, airlines struggled to fill cockpit seats, which was a major factor in causing the extensive flight cancellations and delays in 2022. Legislators sought to alleviate the issue by raising the federally mandated retirement age. In 2022, a bill was introduced to raise the age to from sixty-five to sixty-seven. The lawmakers behind the bill provided one reason for this change: to relieve the pilot shortage. They blamed the pilot shortage on the demographic; the majority of airline pilots are baby boomers nearing retirement. There are a few issues with this proposal. The first is the discriminatory nature of the law itself. Raising the age by two years is a step in the right direction, but it is just as arbitrary as the Age Sixty-Five Rule. The second issue is the lack of impact it would have on the pilot supply. The two-year increase is not going to achieve the lawmakers’ purpose because it does not incentivize pilots to keep working. The third issue is that the proposal does not confront the larger cause for the pilot shortage: the excessive training requirements for pilots to earn their commercial pilot’s license. This Article first examines the legality of the airline pilot age limit and the court challenges it has overcome. It confronts the superfluousness of the mandatory retirement age, arguing that an age limit is superseded by the regular aircraft simulator trainings and medical examinations airline pilots are required to pass in order to keep flying. This Article then critiques the 1,500 Hour Rule and assesses other causes of the pilot shortage. Finally, it argues that there are other, better ways to bolster the pilot supply in the United States.
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Barnett, Barbara J. "Information Processing Components and Knowledge Representations: An Individual Differences Approach to Modeling Pilot Judgment." Proceedings of the Human Factors Society Annual Meeting 33, no. 14 (October 1989): 878–82. http://dx.doi.org/10.1177/154193128903301403.
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The study described here represents another step in an ongoing program of research (cf. Wickens, Stokes, Barnett, & Davis, 1987; Wickens, Stokes, Barnett, & Hyman, 1988). Specifically, the present study contrasts high-time and low-time pilot judgment performance, using information processing components and knowledge representations in long term memory (LTM) as individual difference measures to predict performance. The objective was to determine which of these two classes of measures predicted pilot judgment performance for groups of varying levels of experience. Thirty pilots (15 high-time and 15 low-time) completed a cognitive abilities assessment battery. This battery was comprised of two components: domain-independent information processing measures, and measures of domain-specific knowledge representations. These pilots then flew a cross-country flight on MIDIS, a microcomputer-based decision flight simulator. Each pilot's performance was assessed on a number of in-flight decisions. No significant differences in absolute performance level were observed between high-time and low-time pilots, however the pattern of ability measures that predicted low-time pilot performance was different from those that predicted high-time performance. Specifically, high-time pilot performance was better-predicted by measures of domain-specific knowledge representations. Differences in predictor patterns suggest qualitative differences in decision-making strategies used by the two cohorts.
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Xue, Hong Jun, Wen Meng Liu, Yan Ling Wang, Wen Fang, Si Wei Zhang, and Xin Chen. "Analysis on Pilot's Behavior Shaping Factors upon Aviation Case Base." Advanced Materials Research 798-799 (September 2013): 930–35. http://dx.doi.org/10.4028/www.scientific.net/amr.798-799.930.
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In recent years, over 75% civil aviation accidents are caused by pilots manipulation mistake or cognitive error, but there is still no quantitative method to research pilots error. With the statistics and analysis of NTSB (National Transportation Safety Board) aviation database, the aviation case base ontology model has been established in the paper, which was the closest airworthiness directive to classify the aviation accidents according to the classification of aviation system. The pilots error in the aviation accident and the factors possibly causing the pilots error were analyzed based on Reason model to propose the inducing factors for pilots error. With the human factor analytical method, the behavior factors inducing the pilots error obtained from the pilot himself included excessive manipulation number, external environment interference, insufficient experience, physiological and psychological conditions, insufficient time margin. Pilots behavior shaping factors can guide the rational design of manipulation procedure and pilot training, thus enhancing the flight safety.
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Stojiljkovic, Evica, Bojan Bijelic, Miroljub Grozdanovic, Marko Radovanovic, and Igor Djokic. "Pilot error in process of helicopter starting." Aircraft Engineering and Aerospace Technology 90, no. 1 (January 2, 2018): 158–65. http://dx.doi.org/10.1108/aeat-08-2015-0190.
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Purpose The purpose of this paper is to identify potential helicopter pilots’ errors during their interaction with the flight deck in the process of starting a helicopter in night-time conditions. Design/methodology/approach Systematic Human Error Reduction and Prediction Approach is used for the analysis of the pilot–flight deck interaction. This methodology was used for the identification of errors for 30 pilots during a period of 10 years. In total, 55 errors were identified, and most common errors noted are: error of omission, caused by pilots’ lack of attention or longer periods of no flying, and error of wrong execution, caused by misunderstanding a situation. Findings Hierarchical task analysis and classification of pilot’s tasks were used for the analysis of consequences, probability of occurrence, criticality and remedial strategies for the identified pilot error. Research limitations/implications This paper does not give an ergonomic analysis of the flight deck, as that is not its subject. However, results of the research presented in this paper, together with results presented in references, clearly show that there are disadvantages in the ergonomic design of flight decks. Practical implications Based on the identified pilot errors and with respect of existing ergonomic solution, it is possible to begin with the reconstruction of flight decks. Social implications Higher quality of pilot–flight deck interaction must be ensured for both pilots’ and passengers’ safety, as even a slightest error can lead to catastrophic consequences. Originality/value The value of this paper lies in the fact that it points to the need for synergy of ergonomic design and human reliability methods.
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Chen, Fang Yuan, Ting Jyun Jheng, and Daniel Liu. "The Experience and Performance of Female Airline Pilots in Taiwan - A Tripartite Assessment." International Business Research 15, no. 12 (November 11, 2022): 27. http://dx.doi.org/10.5539/ibr.v15n12p27.
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The pilot profession remains one of the most notable gender-imbalanced occupations in the aviation industry, with women making up a far lower percentage than men. Nevertheless, the experiences and challenges faced by female pilots in the workplace is worth exploring. Previous studies have mostly approached these issues from the perspective of male and/or female pilots, ignoring the opinions of managers responsible for flight operations. This study fills this research gap by adding flight operations managers' assessments of female pilots to explore the topic from a broader and comprehensive tripartite perspective. In addition, gender issues in the cockpit and the impact of female pilot participation are also discussed. The research is conducted through in-depth interviews covering flight operations managers, male pilots, and female pilots in three different Taiwanese airlines. The findings of this study reveal that the performance of female pilots is generally affirmed by flight operations managers and male pilots, and the participation of female pilots produces some chemical effects on the culture of the cockpit, which also contributes to crew resource management and flight safety. Contrary to previous research findings, the female pilots interviewed in this study do not feel that they are being challenged or abused in relation to their gender. Finally, several recommendations are given to the airlines to implement CRM training programs and recruit female pilots.
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Psyllou, Elena, Arnab Majumdar, and Washington Ochieng. "A Review of Navigation Involving General Aviation Pilots Flying under Visual Flight Rules." Journal of Navigation 71, no. 5 (May 21, 2018): 1130–42. http://dx.doi.org/10.1017/s0373463318000279.
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General Aviation (GA) pilots need, more than ever, to be constantly aware of their aircraft's position especially when they navigate in areas surrounded by controlled airspace. With pilots being taught to navigate using visual landmarks and radio, the increasing use of space-based navigation aids might degrade the pilot's performance. Given limited literature resources on navigation by GA pilots, the following three navigation methods are outlined: visual, radio-based and space-based navigation. 27 GA pilots were interviewed in three European nations to determine the navigation methods currently used and their impact on the pilots’ performance. The selection of the participants based on aircraft type (fixed-wing, ultralight and glider), in three European nations highlights profound differences in navigation between the three most popular aircraft designs. Furthermore, space-based navigation aids, in particular portable computers, have changed both planning and navigation implying that changes in the training of pilots are urgently needed to enhance the pilot's performance, and subsequently, to promote aviation safety.
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Lutte, Rebecca. "AN INVESTIGATION OF THE UNITED STATES AIRLINE PILOT LABOUR SUPPLY." Journal of Air Transport Studies 5, no. 2 (July 1, 2014): 53–83. http://dx.doi.org/10.38008/jats.v5i2.68.
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Over the next 20 years, the United States airline industry is expected to hire in excess of 95,000 pilots. This hiring will be the result of new aircraft growth, pilot retirements, and pilot attrition from the industry for reasons other than retirement. In addition, government regulations may also cause an increase in the number of new pilots required. Given this increased demand, will there be enough new pilots to ensure a long-term and continuous supply? The purpose of this research is to examine the supply and demand for US airline pilots. Several new considerations are having an impact on future supply and demand of airline pilots including cost of training, growth, retirement, regulatory changes, and slowing supply of military pilots. The methodology provides an empirical analysis of the pilot labor supply in the US. A multivariate regression model was developed to forecast demand. To explore supply, a variety of data sources have been included and a survey was implemented. The results of the study indicate that the US airline industry will experience a shortage of approximately 35,000 pilots for the 2013 to 2031 time period. The impact of the shortage on regional and major airlines is examined. Possible solutions are discussed.
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Beringer, Dennis B., Howard C. Harris, and Kurt M. Joseph. "Hearing Thresholds among Pilots and Non-Pilots: Implications for Auditory Warning Design." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 42, no. 1 (October 1998): 92–96. http://dx.doi.org/10.1177/154193129804200121.
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Observations in simulator studies suggested that the older segments of the General Aviation pilot population were having difficulty hearing specific auditory warnings in the cockpit. These observations, in combination with data from Tobias (1968a; 1968b; 1972), prompted a reexamination of the hearing capabilities of pilots and non-pilots. In Phase 1, threshold data were collected for 150 non-pilots and 150 pilots using stratified age sampling. The usual higher-frequency decrements attributable to aging and general environmental exposure were found in both samples. Significant differences were found between the non-pilot and pilot samples, with greater threshold shifts between 2 and 6 kHz in evidence among the pilots. In Phase 2, individuals were exposed to simulated aircraft engine noise and asked to detect and identify both conventional and novel auditory warning sounds. Results of both phases are discussed in terms of implications for the design of auditory warnings for General Aviation aircraft.
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Behforouzi, Mehrdad. "Implementation of Smart Pilotage to Safeguard Pilots from Pilot Ladder Accidents." Journal of Maritime & Transportation Science 60, no. 1 (July 2021): 65–84. http://dx.doi.org/10.18048/2021.60.04.
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This study aims to identify and use digital technology to ensure the pilots’ lives’ safety and to avoid unnecessary delays due to vessels staying at quarantine anchorage during pandemics. The primary means for a pilot to board or disembark a ship is by a pilot ladder. Many pilots suffered severe injuries or even lost their life due to accidents involving the failure of pilot ladders. For this research, a questionnaire with five questions about the dangers and its reasons which threaten pilots’ lives, was prepared, and distributed to professionals both in the maritime industry and port operations. Eightynine professionals from the maritime industry answered it. The most common causes affecting pilots’ safety were unsafe rigging and not securing the ladder correctly or the breaking of a defective pilot ladder. In addition, interviews made with three maritime experts about the distance pilotage. This study aims to utilize and implement the digital technology enabling pilots to sit in the port control office or Vessel Traffic Services (VTS) office instead of going onboard a vessel. For assessing our innovation, a berthing and one unberthing scenario were designed and tested in our full mission bridge simulator by an experienced pilot. The results discovered during the debriefing sessions and the feedback from other experienced pilots and captains were satisfying, making us confident and comfortable with the innovation idea
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Susanti, Susanti, and Yati Nurhayati. "Tingkat Kelelahan Pilot Indonesia dalam Menerbangkan Pesawat Komersial Rute Pendek." WARTA ARDHIA 40, no. 4 (December 31, 2014): 251–66. http://dx.doi.org/10.25104/wa.v40i4.221.251-266.
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This study attempts to examine the fatigue of pilots who fly the commercial aircraft on short route since they have to make several take-off and landing during their duty time for short route flight. The method of paired t-test was used to measure the condition of the pilots before and after their duty time. In addition, the factors that the pilots most felt in contributing to the level of fatigue were also explored in this study. The results indicate that the pilots experience fatigue when flying short routes in their duty time and the factor that contributes the most to the pilots’ fatigue is the external factor related to their duty as a pilot. Penelitian ini berusaha menggali kelelahan pilot yang menerbangkan pesawat komersial rute pendek, karena pilot yang menerbangkan rute pendek dalam menjalankan flight duty time membutuhkan beberapa kali dalam melakukan take off maupun landing. Penelitian ini menggunakan metode uji t secara berpasangan dengan mengukur kondisi pilot sebelum bertugas dengan kondisi sesudah bertugas, selain itu penelitian ini juga berusaha menggali faktor-faktor terbesar yang dirasakan oleh pilot dalam menyumbang tingkat kelelahan. Hasil penelitian menunjukkan terdapat kelelahan yang dirasakan oleh pilot dalam melaksanakan rute pendek dan faktor terbesar yang menyumbang kelelahan adalah faktor eksternal yang berkaitan dengan tugas mereka sebagai pilot.
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Socha, Vladimir, Lubos Socha, Lenka Hanakova, Viktor Valenta, Stanislav Kusmirek, and Andrej Lalis. "Pilots’ Performance and Workload Assessment: Transition from Analogue to Glass-Cockpit." Applied Sciences 10, no. 15 (July 28, 2020): 5211. http://dx.doi.org/10.3390/app10155211.
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During their professional career, pilots often experience a change in workplace conditions in the form of an aircraft cockpit ergonomics change. Change of working conditions may impact their perception of flight data or the pilot’s psychophysiological condition, especially in cases of inexperienced pilots. The presented study deals with the influence of cockpit ergonomics change on the performance and pilot workload during a training course. We divided 20 subjects with no previous practical flying experience into two training groups (Gr. A and Gr. B). The flight training was focused on acquisition of basic piloting skills where both groups experienced cockpit ergonomics change in different training phases. The performance (piloting precision) was assessed based on deviations from predetermined parameters of the monitored flight manoeuvres. Heart rate variability qualified the extent of workload. The study showed the influence of the cockpit arrangement on piloting precision, where the transition to other type of cockpit ergonomics did not influence pilots’ subjective workload with statistical significance.
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Robbins, Richard. "Hospitals, Aviation and Business." Southwest Journal of Pulmonary, Critical Care & Sleep 28, no. 2 (February 16, 2024): 20–23. http://dx.doi.org/10.13175/swjpccs009-24.
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No abstract available. Article truncated after 150 words. Boeing’s recent troubles remind us that in many ways, healthcare is like aviation: 1. They are both highly technical endeavors, guided by highly educated and trained personnel such as physicians and pilots. 2. Even small mistakes can be devastating. 3. Operating margins (operating income/revenue) are very low. 4. Both are led by businessmen not trained in the industry. 5. Some have put profit ahead of safety. The cockpit of the typical airliner or the multitude of instruments in the typical intensive care unit demonstrates that aviation and medicine are both highly technical. Airline pilots have a minimum of 1,500 hours of flight time. This includes time spent obtaining a private pilot’s license, commercial license, instrument rating, multiengine rating, and airline transport pilot (ATP) certificate. Pilots often have additional in type ratings for turboprop or jet engines. Many have spent time as flight instructors and normally have at least 5 years …
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Fracker, Martin L. "A Theory of Situation Assessment: Implications for Measuring Situation Awareness." Proceedings of the Human Factors Society Annual Meeting 32, no. 2 (October 1988): 102–6. http://dx.doi.org/10.1177/154193128803200222.
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Measures of pilot situation awareness (SA) are needed in order to know whether new concepts in display design help pilots keep track of rapidly changing tactical situations. In order to measure SA, a theory of situation assessment is needed. In this paper, I summarize such a theory encompassing both a definition of SA and a model of situation assessment. SA is defined as the pilot's knowledge about a zone of interest at a given level of abstraction. Pilots develop this knowledge by sampling data from the environment and matching the sampled data to knowledge structures stored in long-term memory. Matched knowledge structures then provide the pilot's assessment of the situation and serve to guide his attention. A number of cognitive biases that result from the knowledge matching process are discussed, as are implications for partial report measures of situation awareness.
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Gao, Lina, Changyuan Wang, and Gongpu Wu. "Hidden Semi-Markov Models-Based Visual Perceptual State Recognition for Pilots." Sensors 23, no. 14 (July 14, 2023): 6418. http://dx.doi.org/10.3390/s23146418.
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Pilots’ loss of situational awareness is one of the human factors affecting aviation safety. Numerous studies have shown that pilot perception errors are one of the main reasons for a lack of situational awareness without a proper system to detect these errors. The main objective of this study is to examine the changes in pilots’ eye movements during various flight tasks from the perspective of visual awareness. The pilot’s gaze rule scanning strategy is mined through cSPADE, while a hidden semi-Markov model-based model is used to detect the pilot’s visuoperceptual state, linking the correlation between the hidden state and time. The performance of the proposed algorithm is then compared with that of the hidden Markov model (HMM), and the more flexible hidden semi-Markov model (HSMM) is shown to have an accuracy of 93.55%.
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Lardent, Charles L. "Pilots who crash: Personality constructs underlying accident prone behavior of fighter pilots." Multivariate Experimental Clinical Research Journal 10, no. 1 (1991): 1–25. http://dx.doi.org/10.62704/10057/17759.
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Personality factors have been shown to be related to accident prone behavior, and generic profiles and regression equations have been developed to identify those more likely to experience behaviors associated with accidents events. Using the 16PF, the ultimate purpose of this study is to assess differences between a group of F-4 Phantom fighter pilots who "crashed" (N=47) versus another deemed to be "safe" (N=44). Several subsidiary objectives were established using comparative profiles of four pilot groups: airline, airline/military fighter, general military, and F-4 fighter. The study reveals that: (a) pilot personality in general differs substantially from that of the general population; (b) there are both striking similarities-and dissimilarities between the four pilot groups; (c) there is only minimal consistency or agreement between pilot personality profiles and the prediction equation for generic "freedom from accidents:" the airline pilots show the greatest consistency and the F-4 pilots the least; and (d) most important, five significant personality factor differences discriminate the "safe" from the "crashed" F-4 pilot group. Using set correlation techniques, it is shown that 27% (33% attenuated) of the variance in "crashing" is explained by personality differences and that over 70% of the pilots are correctly classified.
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AR Bezerra, Thiago, Ana Carolina RV Rodrigues, Thiago G Trigueiro, Liliana M Occulate, Hamilton RMO Carriço, and Leonardo Mendes Faria. "Incidence of cervical and lumbar spine injuries in Brazilian air force helicopter pilots." Aeronautics and Aerospace Open Access Journal 8, no. 1 (February 26, 2024): 17–21. http://dx.doi.org/10.15406/aaoaj.2024.08.00189.
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This paper is a brief analysis of the incidence of pain and discomfort caused by flying rotary-wing aircraft. This is due to the excessive vibration exerted by the rotors on the pilot's seat, which is absorbed by the pilot's spine, and the posture adopted by the pilot during the flight due to the layout of the controls. Air forces from various countries such as Israel, Sweden, England, among others, have considered low back pain to be a primary health problem in airmen and admit that this type of problem is detrimental to flight safety, given that the pain acts throughout the flight and can appear at a level that distracts the pilot. The aim of this study was to clarify the incidence of pain and discomfort among rotary-wing pilots in the Brazilian Air Force. To help carry out the study, an online questionnaire with multiple-choice, scale and full answer questions was used, answered by 124 aviation officers belonging to the Brazilian Air Force. Corroborating previous research in this area, we identified that the main discomforts are related to the position of piloting the aircraft, mainly located in the region of the spine. Most of this discomfort lasts from a few minutes to a few hours. The main preventative methods used by helicopter pilots are related to strength training. Thus, we can infer the awareness of pilots and authorities of the importance of physical exercise, thus inferring an important preventive measure.
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Moertl, Peter M., Steven L. Estes, Cheryl R. Andrews, and Oscar B. Olmos. "Enhancing Airport Surface Markings to Support Pilot Awareness About Runway Location." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 49, no. 1 (September 2005): 103–7. http://dx.doi.org/10.1177/154193120504900123.
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Enhancements to airport surface markings were developed to facilitate pilot awareness of the runway location and to increase the conspicuity of the holding position markings, see Olmos, Andrews, and Estes (2003). The marking enhancements were evaluated in a simulation and two field studies. In a simulation study, general aviation (GA) pilots as well as transport category pilots performed taxi operations using a cockpit simulator. The simulated airport surface included enhanced surface markings and the distance at which pilots detected the runway environment was measured under various conditions. The results indicate that marking enhancements were associated with an earlier detection of the runway in some but not in all conditions. Specifically, transport category pilots detected simple taxiway-runway intersections with enhanced markings earlier than with current markings. No such perceptual advantage was found for GA pilots or at complex intersections. Most pilots, however, subjectively preferred the marking enhancements over the current marking standard. These positive evaluations of enhanced markings were confirmed by two field demonstrations where two sets of enhanced markings were implemented at two US airports. Pilots perceived the benefits of the marking enhancements to depend on pilot experience, familiarity with the airport, aircraft type, and knowledge about the marking enhancements. For certain airport situations, the enhanced markings in the hold-short environment of runways can be expected to aid pilot awareness about the runway location.
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Kilic, Bilal. "Fatigue Among Student Pilots." Aerospace Medicine and Human Performance 92, no. 1 (January 1, 2021): 20–24. http://dx.doi.org/10.3357/amhp.5631.2021.
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INTRODUCTION: Fatigue is an important phenomenon in modern aviation. Despite the progress in research concerning fatigue among civil aviation and military pilots, fatigue in student pilots has remained unexamined. The aim of this study was to examine fatigue among ab-initio pilots. In this study, the fatigue model previously proposed and used in the literature is redesigned for ab-initio pilots.METHOD: A 48-item questionnaire was applied. Factor analysis was performed using SPSS. The data were collected from 114 ab-initio pilots.RESULTS: It was determined that 23% (N 26) of the participants included in the study were women and 77% (N 88) were men. When the license types of the participants were analyzed, it was seen that 11% (N 13) had commercial pilot licenses (CPL; N 80), 70% had private pilot licenses (PPL), and 18% (N 21) had student pilot licenses (SPL). Results showed that seven performance factors (types of flight, training scheduling, crew composition, environment of the aircraft, types of accommodation, flight training-related issues, and biological issues) affect ab-initio pilots fatigue on various levels.DISCUSSION: The findings may help flight training organizations and ab-initio pilots take assertive preventive measures against fatigue.Kilic B. Fatigue among student pilots. Aerosp Med Hum Perform. 2021; 92(1):2024.
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Lindo, Roneil S., John E. Deaton, John H. Cain, and Celine Lang. "Methods of Instrument Training and Effects on Pilots’ Performance With Different Types of Flight Instrument Displays." Aviation Psychology and Applied Human Factors 2, no. 2 (January 2012): 62–71. http://dx.doi.org/10.1027/2192-0923/a000028.
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As computer display technology has evolved, so have the aircraft instrument displays pilots use for aircraft control and navigation. With the aid of two different flight training devices – one configured with steam gauges and the other configured with glass cockpit – this study measured aircraft control and navigation differences between two pilot groups. Pilot Group 1 had earned their instrument rating in aircraft equipped with steam gauges, and Pilot Group 2 had earned their instrument rating in aircraft equipped with glass cockpits. Using displays for which they were not trained, each pilot was tested on aircraft control and navigation precision. The test required that pilots complete basic instrument maneuvers and an instrument landing system approach. Using MANOVA, deviations from assigned values were recorded and statistically compared. Study findings indicated that steam gauge pilots transitioning to glass cockpits perform better than glass cockpit pilots transitioning to steam gauge displays.
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Roganov, Vladimir, Boris Dolgovesov, Ekaterina Asmolova, and Maria Chetvergova. "Analysis of directions for improvement of flight simulators." E3S Web of Conferences 460 (2023): 04037. http://dx.doi.org/10.1051/e3sconf/202346004037.
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The modern development of science and technology makes it possible to modernize imitators for an aviation simulator and increase the number of training situations. This allows you to improve the professional skills of pilots. The development of most imitators is the development of programs for a specialized computer. Modern integrated aviation simulators are designed to teach pilots how to fly an aircraft in special flight situations, or training situations. The increase in training situations is the main task facing the developers of aviation simulators. Improvement of imitators allows to increase the number of training situations. This is possible if the imitators are upgraded to take into account the new capabilities of available software and new hardware. The existing integrated aviation simulators are designed to train pilots in the process of controlling an aircraft. It is impossible to create a complete model of any aircraft unit. Therefore, imitators for flight simulators were developed for training pilots only in special flight conditions. Therefore, the task of developing a imitator is the use of available software and available hardware to develop information processes that inform the pilot as much as possible when solving problems of controlling the aircraft model. Studies have shown that it is expedient to develop imitators taking into account the formation of individual components of the pilot's cognitive model, in which his experience in solving problems of aircraft control and experience in solving navigation problems is deposited. The article considers the main directions for improving imitators for flight simulators, taking into account their impact on the given components of the pilot's cognitive model.
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Blumenfeld, Warren S. "Appropriateness of Readability of a Federal Aviation Agency Regulation, a Flight Crew Manual, and a Company-Pilot Labor Agreement for an Airline's Pilots." Perceptual and Motor Skills 61, no. 3_suppl (December 1985): 1189–90. http://dx.doi.org/10.2466/pms.1985.61.3f.1189.
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Appropriate readability of a Federal Aviation Agency regulation, an airline flight crew manual, and a company-pilot labor agreement for an airline's pilots was examined. Analyses of FOG readability indices did not confirm appropriateness of regulation or agreement for pilots ( too difficult); however, analyses did confirm appropriateness of crew manual for pilots (essentially equal level).
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Blickensderfer, Beth L., Thomas A. Guinn, John M. Lanicci, Yolanda Ortiz, Jayde M. King, Robert L. Thomas, and Nicholas DeFilippis. "Interpretability of Aviation Weather Information Displays for General Aviation." Aerospace Medicine and Human Performance 91, no. 4 (April 1, 2020): 318–25. http://dx.doi.org/10.3357/amhp.5245.2020.
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BACKGROUND: General Aviation (GA) pilots who encounter hazardous weather inflight have a high probability of incurring fatal accidents. To mitigate this problem, previous research investigated pilot decision making and the effects of new technology. Limited investigations have examined usability and interpretability of observation and forecast weather products available to pilots. Therefore, this study examined the interpretability of weather observation and forecast reports that GA pilots use for preflight weather planning and the impact of pilot certification level on the interpretability of these displays.METHOD: There were 204 GA pilots (Mean age = 22.50 yr; Median flight hours = 131.0) who completed a 90-item multiple choice Aviation Weather Product Test. The questions portrayed static weather displays available on the NOAA/National Weather Service Aviation Weather Center website. The questions were designed to have high cognitive fidelity in comparison with preflight weather planning tasks.RESULTS: The results revealed overall low mean interpretability scores (Mean percent correct= 59.29%, SD = 16.01%). The scores for observation products and product attributes were lower for student pilots than experienced pilots. Forecast product scores for student and private pilots did not differ, however, student pilot scores were significantly lower than instrument rated private and commercial pilots.DISCUSSION: The low interpretability scores indicate that GA pilots misinterpret weather information provided by most weather observation and forecast products. Possible contributing factors to the low product interpretation scores include poor usability and a lack of training. Future research should measure the usability of weather displays designed for pilots.Blickensderfer BL, Guinn TA, Lanicci JM, Ortiz Y, King JM, Thomas RL, DeFilippis N. Interpretability of aviation weather information displays for general aviation. Aerosp Med Hum Perform. 2020; 91(4):318–325.
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Hoffman, William, Elizabeth Bjerke, and Anthony Tvaryanas. "Breaking the Pilot Healthcare Barrier." Aerospace Medicine and Human Performance 93, no. 8 (August 1, 2022): 649–50. http://dx.doi.org/10.3357/amhp.6063.2022.
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INTRODUCTION: It has been proposed that pilots face a perceived barrier to seeking medical care due to what a change in health status might mean to their status as a pilot. While this is often common knowledge to pilots and some physicians, this phenomenon has limited research or characterization in the medical literature. In this commentary, we propose a definition for the barrier pilots face in seeking healthcare in hopes of focusing future research efforts.Hoffman W, Bjerke E, Tvaryanas A. Breaking the pilot healthcare barrier. Aerosp Med Hum Perform. 2022; 93(8):649–650.
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Ahn, Chi Hoon, and Jang Ryong Lee. "Analysis on Fatigue-causing Factors for Unmanned Aerial Vehicle Pilots in the Republic of Korea Army." Crisis and Emergency Management: Theory and Praxis 18, no. 8 (August 31, 2022): 111–21. http://dx.doi.org/10.14251/crisisonomy.2022.18.8.111.
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Pilot fatigue is being dealt with as an important issue in relation to aviation safety. Recently, as unmanned aerial vehicles capable of flying for 24 hours have been delivered to the Korean Army, it is judged that it is time to pay great attention to research on fatigue management of UAV pilots. This study was conducted to confirm whether the major pilot fatigue-inducing factors highlighted by previous research results have the same effect on long-endurance UAV pilots in the Korean Army. As a result of the study, the fatigue of the ROK Army UAV pilots was proportional to the increase in flight duty time, and it was possible to identify that the increased pilot fatigue limits the mission performance when the flight duty time exceeded 8 hours. It was confirmed that the fatigue of the pilot flying at nighttime was higher than that of the pilot who flew during the daytime even when flying the same time. Through this study, we identified the implications of the need for the Korean army to refine the pilot working hours management regulations and raise interest in improving welfare conditions to manage the fatigue of long-endurance UAV pilots.
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Hebbar, Archana, and Abhay A. Pashilkar. "Application of Quantitative Measures for Analysing Aircraft Handling Qualities." Defence Science Journal 66, no. 1 (January 27, 2016): 3. http://dx.doi.org/10.14429/dsj.66.9196.
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<p>The ease and precision with which pilot is able to handle the designated task determines the aircraft’s handling qualities. Accordingly, the most common methodology for determining aircraft’s handling qualities is through pilot opinions or through questionnaires. These subjective means of analysis is not reliable as the sole source of judgments. Quantitative metrics to analyse the task difficulty based on pilot’s performance, supplemented with subjective decision, can provide better insight into pilot workload levels and in turn the aircraft’s handling qualities. The application of few objective performance measurement techniques to flight data of a high performance fighter aircraft is discussed. Pilot/aircraft’s performance under different configurations is analysed. Analysis results show that pilots usually tend to give more priority to pitch axis in case of dual axis tracking task. And pilots are therefore more aggressive in accomplishing pitch axis tracking task than in roll. Workload assessments were also performed by comparing the results of single axis tracking experiments conducted using a high fidelity flight simulator with the flight data. It is seen that pilot’s aggressiveness levels in controlling the roll control inceptor is significantly less, with improved tracking accuracy when exercised as the primary task.</p><p><strong>Defence Science Journal, Vol. 66, No. 1, January 2016, pp. 03-10, DOI: http://dx.doi.org/10.14429/dsj.66.9196</strong></p>
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Petkevičs, Dmitrijs, and Artis Teilāns. "PILOT APPLICATION ANALYSIS AND DESCRIPTION FOR AN AUTHOR OFFERED NEW APPLICATION." HUMAN. ENVIRONMENT. TECHNOLOGIES. Proceedings of the Students International Scientific and Practical Conference, no. 25 (April 23, 2021): 79–83. http://dx.doi.org/10.17770/het2021.25.6784.
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The givens paper’s “Pilot application analysis and description for an author offered new application” goal is to analyze the apps available for pilots. During research author made multiple groups of applications that pilots use to make their work easier, and described them. Also author offered a new application that will help pilots in daily reports. Conclusion was made using knowledge gathered from analyzes.
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Collett, Howard M. "By pilots, for pilots." Hospital Aviation 4, no. 8 (August 1985): 2. http://dx.doi.org/10.1016/s0740-8315(85)80107-8.
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Ludvigsen, Jennifer, Steven Estes, and John Helleberg. "Evaluation of Flight Deck Procedures Used in the Designation of Traffic for Tailored Collision Avoidance Logic." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 60, no. 1 (September 2016): 51–55. http://dx.doi.org/10.1177/1541931213601012.
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The Airborne Collision Avoidance System (ACAS XO) allows a pilot to select traffic for tailored collision avoidance advisories during simultaneous approaches to parallel runways. In the study reviewed in this paper, pilots evaluated ACAS XO procedures during a series of simulated approaches and departures. Half of the pilots were given the traffic to select by Air Traffic Control (ATC), while the remaining pilots had to determine the appropriate traffic to select on their own. Pilots who received the traffic from ATC selected targets more quickly and earlier in the approach. Pilots felt the process was easy and the workload was operationally acceptable. Analysis showed that earlier selection increased the utility of ACAS XO and was preferred by pilots as it allowed the crew to complete the procedure in a lower workload phase of flight.