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Автор: Grafiati
Опубліковано: 4 червня 2021
Оновлено: 5 березня 2023

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Статті в журналах з теми "Air pilots":

1

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.
2

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.
3

Stepnova, A. I., S. M. Stepanov, V. V. Borsoeva, and V. A. Borsoev. "Analysis of effectiveness of the program of joined air traffic controlles and pilotes training." Civil Aviation High Technologies 22, no. 5 (October 28, 2019): 32–42. http://dx.doi.org/10.26467/2079-0619-2019-22-5-32-42.

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Training of cadets-air traffic controllers and cadets-pilots is an integral part of the training, which allows you to form the skills of quick and correct decision-making in different types of situations. For the air traffic controller, these are exercises to solve conflict situations with aircraft in the area of their responsibility, solving problems in normal flight conditions, in unfavorable atmospheric conditions and in the non-routine situations in flight. For the pilots, solutions to the problems are reduced to the rapid decisionmaking on aircraft control in normal flight conditions, adverse atmospheric conditions and non-routine situations in flight. As you know, the work of air traffic controllers is associated with the work of pilots, but training in educational institutions takes place separately, resulting in gaps in knowledge of the specifics of the adjacent specialty, and, eventually, leads to errors. Optimization of the educational process is currently an urgent task. The program of joint training can act as an optimization tool. The program enables you to collaboratively practice the skills of fast decision-making, clearly to learn the specifics of the related specialties that will allow you to create a complete picture of the air situation. The program of joint training implies the joint operational logic simulator that combines two simulators. For the air traffic controller, this is a separate airspace area in the form of a sector, for the pilot it is the cockpit. Thus, the solution to the problems occurs sequentially from the air traffic controller to the pilot and vice versa, and the controller has the ability to observe the algorithm of the pilot's actions, and the pilot is able to monitor the algorithm of the controller's actions.
4

Lee, Minseok, Jihyun Oh, Cheonyoung Kim, Jungho Bae, Yongduk Kim, and Cheolkyu Jee. "The Development of Rule-based AI Engagement Model for Air-to-Air Combat Simulation." Journal of the Korea Institute of Military Science and Technology 25, no. 6 (December 5, 2022): 637–47. http://dx.doi.org/10.9766/kimst.2022.25.6.637.

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Since the concept of Manned-UnManned Teaming(MUM-T) and Unmanned Aircraft System(UAS) can efficiently respond to rapidly changing battle space, many studies are being conducted as key components of the mosaic warfare environment. In this paper, we propose a rule-based AI engagement model based on Basic Fighter Maneuver(BFM) capable of Within-Visual-Range(WVR) air-to-air combat and a simulation environment in which human pilots can participate. In order to develop a rule-based AI engagement model that can pilot a fighter with a 6-DOF dynamics model, tactical manuals and human pilot experience were configured as knowledge specifications and modeled as a behavior tree structure. Based on this, we improved the shortcomings of existing air combat models. The proposed model not only showed a 100 % winning rate in engagement with human pilots, but also visualized decision-making processes such as tactical situations and maneuvering behaviors in real time. We expect that the results of this research will serve as a basis for development of various AI-based engagement models and simulators for human pilot training and embedded software test platform for fighter.
5

Thomas, Gary S., and David C. Miller. "Development of an Air Combat Performance Measure." Proceedings of the Human Factors Society Annual Meeting 32, no. 18 (October 1988): 1207–11. http://dx.doi.org/10.1177/154193128803201804.

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The purpose of this research was to formulate a unitary measure of performance for simulated one-versus-one, within visual range, air-to-air combat. The measure will serve as a criterion for the development and validation of specific measures of ACM skill that can be used to provide diagnostic performance feedback to pilots. Two experiments were conducted in which fighter pilots served as judges and rank-ordered, from most to least desirable, hypothetical ACM engagement outcomes. Outcome variables included (1) whether or not the hypothetical pilot achieved a “kill,” (2) whether or not he survived the mission, (3) the percent of time the pilot was in an offensive, defensive, or neutral posture, (4) length of engagement, and (5) posture at the beginning and end of the engagement (offensive, defensive, or neutral). In order to determine inter-rater agreement among judges in Experiment I, their rankings were correlated. Correlations ranged from .93 to .99. Pilots' rankings of engagement outcomes were subjected to linear regression analyses to derive equations that could be used as a unitary measure of ACM success. The regression equation in Experiment I accounted for 95% of the variance in rankings, and the composite regression model calculated in Experiment II accounted for more than 70% of the variance.
6

Vempati, Lakshmi, Sabrina Woods, and Scott R. Winter. "Pilots’ willingness to operate in urban air mobility integrated airspace: a moderated mediation analysis." Drone Systems and Applications 10, no. 1 (January 1, 2022): 59–76. http://dx.doi.org/10.1139/juvs-2021-0009.

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Interest in advanced air mobility (AAM) and urban air mobility (UAM) operations for on-demand passenger and cargo transport continues to grow. There is ongoing research on market demand and forecast, community acceptance, privacy, and security. There is also ongoing research by National Aeronautics and Space Administration , Federal Aviation Administration, academia, and industry on airspace integration, regulatory, process, and procedural challenges. Safe integration of UAM and AAM will also require different stakeholder perspectives such as air traffic controllers, manned aircraft pilots, remote pilots, UAM operators, and the community. This research aimed to assess the willingness of manned aircraft pilots to operate in UAM integrated airspace based on airspace complexity and UAM automation level. In addition, a moderated mediation analysis was conducted using trust and perceived risk as mediators and operator type as a moderating variable. The results indicated that automation level influenced pilots’ willingness to operate an aircraft in integrated airspace. A moderating effect of operation type on automation level and willingness to pilot an aircraft was also observed: professional pilots were more amenable to UAM operations with a pilot on board compared with remotely piloted operations. Results from the study are expected to inform airspace integration challenges, processes, and procedures for UAM integrated operations.
7

PIVEN, Victoria, and Nataliia CHEREDNYCHENKO. "PROFESSIONAL COMPETENCE DEVELOPMENT OF FUTURE PILOTS IN AIR COMMUNICATION." Scientific Bulletin of Flight Academy. Section: Pedagogical Sciences 12 (2022): 152–57. http://dx.doi.org/10.33251/2522-1477-2022-12-152-157.

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The article concerns the need for up-to-days approaches in teaching English in higher aviation educational establishments, where knowledge of the English language becomes not the purpose in itself of the educational process, and a means of training, forming and developing the professional competence of future pilots. Key words: competence-based approach, air-ground communication, cross-disciplinary communication, professional activity, standard task of professional training.
8

Haworth, Damian, Gary Gray, Richard Zoltenko, and Alireza J. Bashirzadeh. "Permanent Medical Grounding in Royal Canadian Air Force Pilots (2008–2017)." Aerospace Medicine and Human Performance 92, no. 11 (November 1, 2021): 913–18. http://dx.doi.org/10.3357/amhp.5905.2021.

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BACKGROUND: The aim of this retrospective registry study was to review the medical causes of RCAF pilot permanent grounding during the period 2008–2017 and to compare our findings to the previous study of 1978–1987 to determine if disease patterns had changed.METHODS: Material was obtained from the RCAF 1 Canadian Air Division Surgeon’s medical registry of military pilots. Anonymized data for permanently grounded pilots were classified by medical diagnosis, age, and training status.RESULTS: During the period 2008–2017, there were a total of 162 pilots permanently grounded, of which 110 were trained and 52 untrained.DISCUSSION: In comparison to the 1991 study, there has been a decrease in permanent groundings due cardiovascular disease, but an increase due to mental health conditions, musculoskeletal issues, and motion sickness.Haworth D, Gray G, Zoltenko R, Bashirzadeh AJ. Permanent medical grounding in Royal Canadian Air Force pilots (2008–2017). Aerosp Med Hum Perform. 2021; 92(11): 913–918.
9

Pavlovic, Miroslav, Janko Pejovic, Jovan Mladenovic, Radovan Cekanac, Dalibor Jovanovic, Radovan Karkalic, and Danijela Randjelovic. "Ejection experience in Serbian air force, 1990-2010." Vojnosanitetski pregled 71, no. 6 (2014): 531–33. http://dx.doi.org/10.2298/vsp130517044p.

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Background/Aim. Ejection injuries are the problem for air forces. The present risk for injuries is still too high, approximately 30-50%. This study was an effort to determine factors responsible for and contributing to injuries in the Serbian Air Force (SAF) in the last two decades. Methods. All ejection cases in the SAF between 1990 and 2010 were analyzed. The collected data were: aircraft type, ejection seat generation, pilots ? age and experience, causes of ejection, aeronautical parameters, the condition of aircraft control and types of injuries. For ease of comparison the U.S. Air Force Safety Regulation was used to define of major injuries: hospitalization for 5 days or more, loss of consciousness for over 5 min, bone fracture, joint dislocation, injury to any internal organ, any third-degree burn, or second-degree burn over 5% of the body surface area. Results. There were 52 ejections (51 pilots and 1 mechanic) on 44 airplanes. The ejected persons were from 22 to 46 years, average 32 years. Major injuries were present in 25.49% cases. Of all the ejected pilots 9.61% had fractures of thoracic spine, 11.53% fractures of legs, 3.48% fractures of arms. Of all major injuries, fractures of thoracic spine were 38.46%. None of the pilots had experienced ejection previously. Conclusion. Our results suggest to obligatory take preventive measures: magnetic resonance imaging (MRI) scan must be included in the standard pilot selection procedure and procedure after ejection. Physical conditioning of pilots has to be improved. Training on ejection trainer has to be accomplished, too.
10

Hettinger, Lawrence J., W. Todd Nelson, and Michael W. Haas. "Applying Virtual Environment Technology to the Design of Fighter Aircraft Cockpits: Pilot Performance and Situation Awareness in a Simulated Air Combat Task." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 38, no. 1 (October 1994): 115–18. http://dx.doi.org/10.1177/154193129403800123.

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The use of multi-sensory displays for fighter aircraft cockpits is being investigated at the U.S. Air Force's Armstrong Laboratory as a means of enhancing pilot performance. The current experiment was conducted to evaluate the effect of employing such displays on the performance of a simulated air combat task. Each of four experienced US Air Force F-16 pilots flew 12 simulated missions which required them to locate and destroy four enemy bombers whose flight path was pre-programmed. Simultaneously, two other pilots were assigned to auxiliary cockpits in the laboratory and flew enemy fighter aircraft in an attempt to intercept and shoot down the primary pilot. Therefore there were three active participants in each air combat scenario. Each pilot flew six trials using a cockpit comprised of conventional F-15 flight instruments and six trials using a modified, multi-sensory cockpit. The results indicated that pilot performance and situation awareness were generally superior with the multi-sensory cockpit as opposed to the conventional cockpit, although statistical differences between the two were at best marginally significant. Nevertheless, the results suggest that if pilots were to receive advance training with the multi-sensory cockpit their performance may exceed that in the highly overlearned conventional cockpit by even more substantial amounts.
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Статті в журналах Дисертації Книги

Дисертації з теми "Air pilots":

1

Maue, Brian E. A. "Balancing two lives the relationship of activation, pay, and retention among U.S. Air Force reserve pilots /." Santa Monica, CA : RAND, 2007. http://www.rand.org/pubs/rgs_dissertations/RGSD213/.

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2

Kleinfehn, Andrew David. "Regional airline pilot commute| How commuting by air affects pilots' satisfaction with life." Thesis, The University of North Dakota, 2017. http://pqdtopen.proquest.com/#viewpdf?dispub=10247662.

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At a time of increased use and competitiveness amongst U.S. regional airlines, and the growing pilot shortage, regional air carriers and pilots alike lack proper understanding how pilot commutes by airplane affect satisfaction with life. There are numerous studies on how commuting by vehicle, bicycle, mass transit system, or walking (traditional commute) to and from work affects one’s satisfaction with life. There are no identified studies which investigate regional airline pilots’ commute by airplane and its affect on satisfaction with life.

The purpose of this study was to gain knowledge on regional airline pilot commutes, how commuting affects regional pilots’ satisfaction with life, and to explore why regional airline pilots choose to commute. This study used both qualitative and quantitative measures to accomplish this task by imploring a mixed methods exploratory sequential design. The two research questions were what is the variation in the Satisfaction With Life Scale scores between different groups of regional pilots and what aspects of pilot commuting are related to traditional commuting?

This study used previous related research and regional airline pilot qualitative interviews to build a quantitative survey to measure satisfaction with life. The survey was distributed to a large regional airline to get a representative pilot population sample response. Statistical analysis was conducted on the responses which looked for significance between different groups of regional airline pilots.

Results from a t-test indicated that there is a significant difference in Satisfaction With Life Scores for regional pilots that are able to traditionally commute to their domicile vs. regional pilots who commute by airplane to their domicile. Further t-test results indicated that there is a significant difference in satisfaction with life for airplane commute captains vs. traditional commute captains, and airplane commute captains vs. traditional commute first officers. When only airplane commute pilots were analyzed, there are significant differences in satisfaction with life for pilots that commute over 43.33 hours a month (equivalent to one hour, one way traditional commute), and a one way airplane commute of two or more legs. A Between-Groups ANOVA indicated that commuting the day before a trip begins and commuting the day after a trip ends (un-commutable trip) produces a less satisfied pilot compared to trips that are commutable at the beginning, end or both ends.

3

Harris, Artistee Shayna Schnell Thomas. "A state machine representation of pilot eye movements." Iowa City : University of Iowa, 2009. http://ir.uiowa.edu/etd/297.

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4

Pauley, Keryn A., and n/a. "Personal risk management in pilots." University of Otago. Department of Psychology, 2007. http://adt.otago.ac.nz./public/adt-NZDU20071010.090032.

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Risk management is a key component of aeronautical decision-making and one of the possible causes of pilot error (e.g., Jensen, Guilke, & Hunter, 1997). Risk management encompasses risk perception and risk tolerance. Risk perception involves the detection of risks associated with a situation, whereas risk tolerance is the willingness to accept a given degree of risk (Hunter, 2002). Previous studies using flight simulators have found that risk perception and risk tolerance differs between pilots who fly into adverse weather and those who do not (e.g., O�Hare, Owen, Jorgensen, Wiegmann, Hunter, & Mullen, 2007). The aim of this research was to assess risk perception and risk tolerance using scenario-based measures. The measure of risk perception was developed over three studies. Since risk perception is a skill which expert pilots exercise (Jensen et al., 1997), I used the Cochran-Weiss-Shanteau (CWS, Weiss & Shanteau, 2003) index to measure how good pilots were at perceiving aeronautical risks. Weiss and Shanteau assumed that an expert should be able to discriminate between two relevant stimuli, and do so consistently. Participants were presented with flight scenarios and rated the risk involved in each scenario from 0 (low risk) to 100 (high risk). If a valid measure of expertise in risk perception, those with experience in aeronautical decision-making should have been better at this task. In study one the qualified pilots had higher and more variable CWS scores than the non-pilots, suggesting that some pilots were expert at this task, whereas most non-pilots were poor at this task. The focus of study two was shifted to weather-related decision-making (WRDM). Geography students, student pilots, and qualified pilots did not differ in their mean CWS scores, although the qualified pilots were most discriminating, and the geography students were most consistent. To decrease the reliance of the task on memory, study three included a blocking task in between each scenario. While only a small scale study, the results suggested that the blocking task improved the qualified pilots� performance while the geography students� performance deteriorated. In study four, I used Lopes�s (1987) theory to measure risk tolerance in pilots. According to Lopes (1987), risk tolerant individuals are motivated by opportunity, or what they can gain from taking risks, whereas risk averse individuals are motivated by threat, or what they can lose from taking risks. Qualified pilots were presented with 36 flight scenarios, varying in the level of threat and opportunity. The pilots rated the likelihood of going on the flights. Multiple regression equations were calculated, measuring the influence of threat and opportunity on each pilot�s ratings. Pilots were largely risk averse, as their ratings were influenced by threat. The two pilots whose ratings were influenced by opportunity had experienced more aviation incidents compared to the pilots who were not influenced by opportunity. The aim of study five was to assess the relationship between risk management and in-flight WRDM. Qualified pilots completed a simulated flight into adverse weather, and four-computer based measures: the expertise in risk perception measure developed in study three, the risk tolerance measure developed in study four, and two implicit association tests assessing implicit risk perception and anxiousness towards adverse weather. Twelve pilots continued beyond the critical decision point, 18 pilots diverted, and 2 pilots crashed. There was no relationship between in-flight WRDM and expertise in weather-related risk perception. However, the pilots who diverted gave higher ratings of risk during the CWS task compared to the pilots who crashed. The pilots who diverted also tended to be more risk averse and implicitly perceived more risk in adverse weather, compared to the pilots who continued, suggesting a relationship between risk management and decision-making in a simulated flight into adverse weather. These five studies further highlight the role of risk management in pilot decision-making. The tools developed in these studies have potential for measuring risk management in pilots.
5

Lu, Chien-Chung. "An empirical analysis of U.S. Air Force pilots' attrition." Thesis, Monterey, Calif. : Springfield, Va. : Naval Postgraduate School ; Available from National Technical Information Service, 1995. http://handle.dtic.mil/100.2/ADA296408.

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Thesis (M.S. in Management) Naval Postgraduate School, March 1995.
Thesis advisor(s): Gregory G. Hildebrandt, Julie A. Dougherty. "March 1995." Includes bibliographical references. Also available online.
6

Smith, Benjamin L. "Pilot fatigue detection using aircraft state variables." Morgantown, W. Va. : [West Virginia University Libraries], 2008. https://eidr.wvu.edu/etd/documentdata.eTD?documentid=5607.

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Thesis (M.S.)--West Virginia University, 2008.
Title from document title page. Document formatted into pages; contains v, 88 p. : ill. (some col.). Includes abstract. Includes bibliographical references (p. 57-59).
7

Smith, Carl F. "The effect of functional display information on the acquisition and transfer of novice piloting knowledge." Fairfax, VA : George Mason University, 2008. http://hdl.handle.net/1920/3148.

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Thesis (Ph.D.)--George Mason University, 2008.
Vita: p. 145. Thesis director: Deborah A. Boehm-Davis. Submitted in partial fulfillment of the requirements for the degree of Doctor of Philosophy in Psychology. Title from PDF t.p. (viewed July 8, 2008). Includes bibliographical references (p. 142-144). Also issued in print.
8

Heartsill, Gary L. (Gary Leon). "An Analysis of Reading Preferences of Pilots to Develop a Book List for Aviation Education." Thesis, University of North Texas, 1992. https://digital.library.unt.edu/ark:/67531/metadc332504/.

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This study proposed to develop a list of aviation books that experienced pilots consider inspirational and motivational which could be used in an aviation literature course in adult education. Survey results showed the subject pilots had a positive attitude toward reading and flying, but there was little correlation (r = .35) between the two. This suggests that something else influenced the reading of the sample books. The pilot resondents suggested 269 books for use in a course. This book list will need additional refining and syntopical sorting before use as a canon in an aviation education course.
9

Naidoo, Prevendren. "Airline pilots' perceptions of advanced flight deck automation." Diss., Pretoria : [s.n.], 2009. http://upetd.up.ac.za/thesis/available/etd-06152009-133747/.

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10

Hohmann, Maya Danielle. "Psychological Skills of Canadian Military Pilots." Thèse, Université d'Ottawa / University of Ottawa, 2011. http://hdl.handle.net/10393/20058.

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For decades, elite athletes have used mental skills training to enhance their performance. The effectiveness of these skills and strategies have been measured, documented and supported in research (e.g., Feltz & Landers, 1983; Vealey, 1994). As the remarkable benefits of mental skills continue to reach an ever-growing community of performers, it is surprising that many military organizations, known for their high standards for performance and little tolerance for error, have yet to take full advantage of this type of training. Canada’s Air Force (CAF), home to a world-renowned pilot training program, now finds itself seeking additional tools to empower pilots to achieve consistent, high quality performance under demanding, high stress conditions. The purpose of this research was to explore the psychological skills used by elite Canadian military pilots to perform successfully in this highly demanding occupation. Sixteen in-depth interviews were conducted with elite Canadian pilots at a CAF base in Saskatchewan. Results indicated that pilots utilized all seven elements of Orlick’s (2008) Wheel of Excellence over three phases of flight: pre-flight preparation, mission execution, and post-flight debriefs. Pilots also drew on elements of the Wheel of Excellence during deployments to combat zones. Effective stress management played an especially important role in this context. Recommendations for future research include mental skills usage and preparation specific to deployment contexts as well as the implementation of a specific, relevant mental skills training program within the existing CAF pilot training program
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Книги з теми "Air pilots":

1

William, Russell. Pilots. Vero Beach, Fla: Rourke Press, 1994.

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2

Peacock, Lindsay T. Pilots. Ada, OK: Garrett Eductional Corp., 1992.

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3

Brian, Williams. Pilots in peril. Chicago, Ill: Heinemann Library, 2012.

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4

Fafard, Alexis J. D. Canadian Air Law for Pilots. Singapore: Springer Nature Singapore, 2022. http://dx.doi.org/10.1007/978-981-19-3599-2.

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5

Gaffney, Timothy R. Air show pilots and airplanes. Berkeley Heights, NJ: Enslow, 2001.

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6

Minden, Cecilia. Pilots. Mankato, MN: The Child's World, 2014.

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7

Minden, Cecilia. Pilots. Chanhassen, Minn: Child's World, 2006.

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8

Wheatley, Jodi. Aviation pilots. Waco, Tex: TSTC Pub., 2012.

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9

Buchanan, Doug. Air & space. Philadelphia: Chelsea House, 1999.

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10

Jeffries, Joyce. Meet the pilot: Conoce a los pilotos. New York, NY: Gareth Stevens Publishing, 2014.

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Частини книг з теми "Air pilots":

1

Fafard, Alexis J. D. "Commercial Air Services." In Canadian Air Law for Pilots, 615–1038. Singapore: Springer Nature Singapore, 2022. http://dx.doi.org/10.1007/978-981-19-3599-2_24.

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Fafard, Alexis J. D. "Miscellaneous." In Canadian Air Law for Pilots, 275–79. Singapore: Springer Nature Singapore, 2022. http://dx.doi.org/10.1007/978-981-19-3599-2_8.

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Fafard, Alexis J. D. "Pilots and Canadian Decision-Makers Under Air Law." In Canadian Air Law for Pilots, 53–206. Singapore: Springer Nature Singapore, 2022. http://dx.doi.org/10.1007/978-981-19-3599-2_4.

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Fafard, Alexis J. D. "Visual Flight Rules." In Canadian Air Law for Pilots, 475–80. Singapore: Springer Nature Singapore, 2022. http://dx.doi.org/10.1007/978-981-19-3599-2_14.

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Fafard, Alexis J. D. "Aircraft Equipment and Maintenance Requirements." In Canadian Air Law for Pilots, 535–83. Singapore: Springer Nature Singapore, 2022. http://dx.doi.org/10.1007/978-981-19-3599-2_22.

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Fafard, Alexis J. D. "Airworthiness — Cargo Compartment Classification." In Canadian Air Law for Pilots, 497–98. Singapore: Springer Nature Singapore, 2022. http://dx.doi.org/10.1007/978-981-19-3599-2_17.

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Fafard, Alexis J. D. "Canadian Airspace." In Canadian Air Law for Pilots, 415–31. Singapore: Springer Nature Singapore, 2022. http://dx.doi.org/10.1007/978-981-19-3599-2_12.

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Fafard, Alexis J. D. "General." In Canadian Air Law for Pilots, 209–21. Singapore: Springer Nature Singapore, 2022. http://dx.doi.org/10.1007/978-981-19-3599-2_5.

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Fafard, Alexis J. D. "General." In Canadian Air Law for Pilots, 269–74. Singapore: Springer Nature Singapore, 2022. http://dx.doi.org/10.1007/978-981-19-3599-2_7.

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Fafard, Alexis J. D. "Flight Operations in Canada." In Canadian Air Law for Pilots, 433–73. Singapore: Springer Nature Singapore, 2022. http://dx.doi.org/10.1007/978-981-19-3599-2_13.

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Тези доповідей конференцій з теми "Air pilots":

1

Sineglazov, V. M., and Yu N. Shmelev. "Qualification level control of remotely piloted aircraft pilots." In 2013 IEEE 2nd International Conference Actual Problems of Unmanned Air Vehicles Developments (APUAVD). IEEE, 2013. http://dx.doi.org/10.1109/apuavd.2013.6705305.

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Sicre, Jean-Luc. "Pilots Role vs. Avionics Systems Role, and Pilots Training Implications." In AIAA International Air and Space Symposium and Exposition: The Next 100 Years. Reston, Virigina: American Institute of Aeronautics and Astronautics, 2003. http://dx.doi.org/10.2514/6.2003-2661.

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Donval, Ariela, Tali Fisher, Ofir Lipman, and Moshe Oron. "Anti-dazzling protection for Air Force pilots." In SPIE Defense, Security, and Sensing, edited by Bjørn F. Andresen, Gabor F. Fulop, and Paul R. Norton. SPIE, 2012. http://dx.doi.org/10.1117/12.916967.

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4

Green, Steven, Byron Moe, and Joseph Bracken. "Inflight Icing Educational Objectives for Air Carrier Pilots." In 41st Aerospace Sciences Meeting and Exhibit. Reston, Virigina: American Institute of Aeronautics and Astronautics, 2003. http://dx.doi.org/10.2514/6.2003-21.

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K. LEKEA, Ioanna, Dimitrios G. STAMATELOS, and Dimitrios G. STAMATELOS. "DIGITALIZING PILOT’S TRAINING ON SAFETY PROCEDURES OR HOW TO DEAL WITH ABNORMAL SITUATIONS." In SCIENTIFIC RESEARCH AND EDUCATION IN THE AIR FORCE. Publishing House of "Henri Coanda" Air Force Academy, 2022. http://dx.doi.org/10.19062/2247-3173.2022.23.12.

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Анотація:
Flight safety is an extremely important parameter in pilots’ training. Every pilot must know the aircraft, its limits, and how he/she will effectively deal with any in-flight contingencies. To this end, flight training includes real flight hours (whether with a flight instructor or solo flights), simulator hours, targeted presentations, and discussions of case studies. In the abovementioned training methods, the flight instructor must be with the trainee at a specific place and for a specific time, which sets practical restrictions. For example, the weather may not always allow for a flight, the simulation of critical situations or mechanical/engine failures during flight may present serious risks, the flight simulator may be off for certain periods for maintenance purposes and the flight instructor may not be constantly available to the trainee. In our paper, we will examine the use of virtual tools for the pilots’ training on flight safety procedures and the relevant regulations of the aircraft
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Starck, J., E. Toppila, P. Kuronen, and M. Sorri. "165. Hearing Loss Among Finnish Air Force Military Pilots." In AIHce 2004. AIHA, 2004. http://dx.doi.org/10.3320/1.2758138.

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Lee, Wonsup, Daehan Jung, Seikwon Park, Hee-Eun Kim, and Heecheon You. "Ergonomic Design and Evaluation of a Pilot Oxygen Mask for Korea Air Force Pilots." In 5th International Conference on 3D Body Scanning Technologies, Lugano, Switzerland, 21-22 October 2014. Ascona, Switzerland: Hometrica Consulting - Dr. Nicola D'Apuzzo, 2014. http://dx.doi.org/10.15221/14.084.

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Ziakkas, Dimitrios, Konstantinos Pechlivanis, and Julius Keller. "The Implementation of Artificial Intelligence (AI) in Aviation Collegiate Education: A Simple to Complex Approach." In Intelligent Human Systems Integration (IHSI 2023) Integrating People and Intelligent Systems. AHFE International, 2023. http://dx.doi.org/10.54941/ahfe1002863.

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Анотація:
Aviation and air travel have always been among the most innovative industries throughout history. Both the International Air Transportation Authority (IATA) Technology Roadmap (IATA, 2019) and the European Aviation Safety Agency (EASA) Artificial Intelligence (AI) roadmap propose an outline and assessment of ongoing technological prospects which change the aviation environment with the implementation of AI from the initial phases of the collegiate education. Using traditional flight simulators is an essential part of initial and recurrent training for pilots. These simulators help pilots achieve and maintain proficiency in normal and abnormal circumstances that may arise during flight operations (Myers et al., 2018). The upskilling performed through simulators are typically completed at a far cheaper cost than the training completed in the air. However, the capital cost of simulator units can range from USD 10-15 million, which results in an exorbitant cost recovery of approximately USD 1,500 per session (Bent & Chan, 2010). This makes it expensive for air carriers and undergraduate pilot training programs to comply with mandated flight and simulator training requirements. In addition, because the COVID-19 epidemic is so widespread, companies that provide flight training have been entrusted with developing novel ways to instruct their students, such as through remote pilot-to-student education. The Federal Aviation Administration (FAA) (2020) acknowledges the use of non-traditional technologies that can successfully fulfill the requirement for ongoing training in ever-changing regulatory standards. The following four steps follow a simple-to-complex implementation approach that is advocated for using AI in the instruction provided by college aviation programs: 1.) Activities relating to outreach and recruitment 2.) Introducing new students to the PFP (Professional Flight Program). 3.) Additional training in addition to fundamental and advanced jet instruction 4.) Research aimed at mastery of pilot competencies, increasing student self-efficacy, and decreasing the number of crew operations.Alterations to aviation training will affect the performance of humans and decision-making. The research used an AI methodology that accepted "any technology that appears to replicate the performance of a person." The AI approach followed this broad definition. The thematically selected research on AI decision-making in collegiate aviation trainees' perception and experience was structured based on an analysis of the available literature concerning the current uses of AI in aviation. The use of artificial intelligence in pilots' training and operations was investigated through a combination of interviews with Subject Matter Experts (including Human Factors analysts, AI analysts, training managers, examiners, instructors, qualified pilots, and pilots under training) and questionnaires (which were distributed to a group consisting of professional pilots and pilots under training).The findings were reviewed and evaluated concerning the appropriateness of the AI training syllabus and the notable differences between them in terms of the decision-making component.
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Hasse, Catrin, Dietrich Grasshoff, and Carmen Bruder. "How to measure monitoring performance of pilots and air traffic controllers." In the Symposium. New York, New York, USA: ACM Press, 2012. http://dx.doi.org/10.1145/2168556.2168649.

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Boril, Jan, Vladimir Smrz, Antonin Petru, Erik Blasch, Jan Leuchter, Petr Frantis, and Rudolf Jalovecky. "Survey of Spatial Disorientation and Sensory Illusion among Air Force Pilots." In 2018 IEEE/AIAA 37th Digital Avionics Systems Conference (DASC). IEEE, 2018. http://dx.doi.org/10.1109/dasc.2018.8569266.

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Звіти організацій з теми "Air pilots":

1

Morin, Daniel P. Training Air Service Pursuit Pilots in World War I. Fort Belvoir, VA: Defense Technical Information Center, March 1997. http://dx.doi.org/10.21236/ada397837.

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2

Siem, Frederick M., and William E. Alley. Optimal Personnel Assignment: An Application to Air Force Pilots. Fort Belvoir, VA: Defense Technical Information Center, March 1996. http://dx.doi.org/10.21236/ada316975.

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3

Ausink, John, and David Wise. The Military Pension, Compensation, and Retirement of U.S. Air Force Pilots. Cambridge, MA: National Bureau of Economic Research, December 1993. http://dx.doi.org/10.3386/w4593.

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4

Hoppe, Billy J. Pilot Retention - A 'Gray' Issue? The Impact of Airline Hiring of Retirement Eligible Pilots on Air Force Leadership. Fort Belvoir, VA: Defense Technical Information Center, April 1988. http://dx.doi.org/10.21236/ada195018.

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5

Callister, Joseph D., Raymond E. King, Paul D. Retzlaff, and Royden W. Marsh. Using the NEO-PI-R to Assess the Personality of US Air Force Pilots. Fort Belvoir, VA: Defense Technical Information Center, July 1997. http://dx.doi.org/10.21236/ada328908.

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6

Chappelle, Wayne L., Bret D. Heerema, and William T. Thompson. Factor Analysis of Computer-Based Multidimensional Aptitude Battery-Second Edition Intelligence Testing from Rated U.S. Air Force Pilots. Fort Belvoir, VA: Defense Technical Information Center, September 2012. http://dx.doi.org/10.21236/ada583710.

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7

Carter, Eric, and James Norman. Three approaches, two go arounds, and one diversion. Hindsight, 2022. http://dx.doi.org/10.31356/avi-fac062.

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Анотація:
A surprise in the air often means surprise on the ground, but controllers and pilots rarely have the chance to share perspectives. In this article, Eric Carter and James Norman present a case study to highlight the benefit of a collaborative voice.
8

Cook, Stephen, and Loyd Hook. Developmental Pillars of Increased Autonomy for Aircraft Systems. ASTM International, January 2020. http://dx.doi.org/10.1520/tr2-eb.

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Анотація:
Increased automation for aircraft systems holds the promise to increase safety, precision, and availability for manned and unmanned aircraft. Specifically, established aviation segments, such as general aviation and light sport, could utilize increased automation to make significant progress towards solving safety and piloting difficulties that have plagued them for some time. Further, many emerging market segments, such as urban air mobility and small unmanned (e.g., small parcel delivery with drones) have a strong financial incentive to develop increased automation to relieve the pilot workload, and/or replace in-the-loop pilots for most situations. Before these advances can safely be made, automation technology must be shown to be reliable, available, accurate, and correct within acceptable limits based on the level of risk these functions may create. However since inclusion of these types of systems is largely unprecedented at this level of aviation, what constitutes these required traits (and at what level they must be proven to) requires development as well. Progress in this domain will likely be captured and disseminated in the form of best practices and technical standards created with collaboration from regulatory and industry groups. This work intends to inform those standards producers, along with the system designers, with the goal of facilitating growth in aviation systems toward safe, methodical, and robust inclusion of these new technologies. Produced by members of the manned and unmanned small aircraft community, represented by ASTM task group AC 377, this work strives to suggest and describe certain fundamental principles, or “pillars”, of complex aviation systems development, which are applicable to the design and architectural development of increased automation for aviation systems.
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Chappelle, Wayne, Julie Swearengen, Tanya Goodman, and William Thompson. Personality Test Scores that Distinguish U.S. Air Force Remotely Piloted Aircraft Drone Pilot Training Candidates. Fort Belvoir, VA: Defense Technical Information Center, February 2014. http://dx.doi.org/10.21236/ada600491.

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10

Kafer, John H. Relationship of Airline Pilot Demand and Air Force Pilot Retention. Fort Belvoir, VA: Defense Technical Information Center, June 1998. http://dx.doi.org/10.21236/ada354254.

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