Готові списки джерел за темами / Flight crews

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Добірка наукової літератури з теми "Flight crews"

Автор: Grafiati
Опубліковано: 4 червня 2021
Оновлено: 29 липня 2024

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Статті в журналах з теми "Flight crews"

1

Li, Jingqiang, Yanru Zhou, Xining Zhang, and Tianchen Fan. "Fatigue during Long-Haul Flights of Different Crew Compositions under Exemption from Layover and Flight Time during COVID-19." International Journal of Environmental Research and Public Health 19, no. 20 (October 19, 2022): 13567. http://dx.doi.org/10.3390/ijerph192013567.

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Анотація:
Pilot fatigue and alertness are critical for civil aviation safety. Intercontinental pilots are more prone to fatigue and sleepiness due to jet lag, prolonged workdays, and disrupted rhythms. The Civil Aviation Administration of China excused enlarged flight crews from mandatory layovers and reimposed flight duration restrictions during COVID-19. This study investigates the sleep quality and attentional performance of pilots on intercontinental flights. The fifteen pilots who performed intercontinental flights in different crew compositions wore a body movement recorder, which has been proven to accurately estimate sleep duration and sleep efficiency. The crew’s attentional performance and self-report were monitored at specified flight phases. In conclusion, the larger crews slept longer and more efficiently on board, particularly pilots in charge of takeoff and landing responsibilities. Crews on four-pilot layover flights were more alert before the takeoff of the inbound flights than exempt flights, but there was no significant difference towards the end of the mission. The new long-haul flight organization did not result in fatigue or decreased attention in the pilots. This study expands on the research by validating a novel intercontinental flight operation model under the COVID-19 scenario and highlighting critical spots for future fatigue management in various crew compositions.
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2

Ahn, Hee-Bok, Junga Hwang, Jaeyoung Kwak, and Kyuwang Kim. "Analysis of Cosmic Radiation Exposure for Domestic Flight Crews in Korea." Journal of Astronomy and Space Sciences 39, no. 2 (June 2022): 51–57. http://dx.doi.org/10.5140/jass.2022.39.2.51.

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Cosmic radiation exposure of the flight crews in Korea has been managed by Radiation Safety Management around Living Life Act under Nuclear Safety and Security Commission. However, the domestic flight crews are excluded from the Act because of relatively low route dose exposure compared to that of international flight crews. But we found that the accumulated total annual dose of domestic flight crews is far from negligible because of relatively long total flight time and too many flights. In this study, to suggest the necessity of management of domestic flight crews’ radiation exposure, we statistically analyzed domestic flight crew’s accumulative annual dose by using cosmic radiation estimation models of the Civil Aviation Research Institute (CARI)-6M, Nowcast of Atmospheric Ionizing Radiation for Aviation Safety (NAIRAS), and Korean Radiation Exposure Assessment Model (KREAM) and compared with in-situ measurements of Liulin-6K LET spectrometer. As a result, the average exposure dose of domestic flight crews was found to be 0.5–0.8 mSv. We also expect that our result might provide the basis to include the domestic flight crews as radiation workers, not just international flight attendants.
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3

Muravyov, I. S. "Method of training pilots of the latest-generation aircraft to interact with crews of other aircraft." Civil Aviation High Technologies 26, no. 5 (October 30, 2023): 42–52. http://dx.doi.org/10.26467/2079-0619-2023-26-5-42-52.

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Training pilots of latest-generation aircraft to interact with other crews in flight is complicated by the high level of cockpit automation and information overload of crews, on the one hand, and by the responsibility of pilots for decisions made regarding air traffic, on the other hand. Since the unified methodology for training pilots to interact with other crews in the same airspace is not available, the development of qualitative training is required. To address this issue, a method, based on a preliminary calculation of the amount of information which is necessary to process by a pilot when training depending on the type of this information for the efficient formation of a conceptual model of air traffic in flight, has been developed. The method of forming a conceptual model of air traffic is based on the application of a mathematical model of “random walk with absorption”. The method consists of three phases. In the first flight phase, a pilot should operate a training flight en route. In the first flight of the second training phase, a trainee evaluates the tendency for the approach (separation) of the assessed aircraft to the trainee aircraft. In the second flight of the second phase, the assessed aircraft position is determined by the crew position and altitude reports, in the third flight – by the crew position, heading and altitude reports. In the third training phase, when operating three flights primarily en route, a trainee is supposed to evaluate the air situation according to all the parameters reported by crews operating in the same airspace. After flights of the second and third training phases, the pilot is meant to analyze and evaluate the air situation while operating a flight comprehensively by the number of aircraft in the flight area, their position and the sequence of their motion. The experimental results made it possible to determine that participants in the experimental group were 24% more efficient in evaluating the air situation and interacting with other crews in flight in the same flight area compared to the control group pilots. Processing of the experimental results showed that when employing the proposed training method, the reliability of the latest-generation aircraft crew interaction at the automatic piloting mode was statistically significantly increased.
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4

Harvey, Craig M., Mike Reynolds, Andrea L. Pacley, Richard J. Koubek, and Albert J. Rehmann. "Effects of the Controller-to-Pilot Data Link (Datalink) on Crew Communication." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 46, no. 1 (September 2002): 61–65. http://dx.doi.org/10.1177/154193120204600113.

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This paper discusses a Federal Aviation Administration (FAA) manned simulation study that investigated the effects of Controller-to-Pilot Data Link (datalink) on crew communications. Professional pilots participated in high fidelity simulation tests where crews received Air Traffic Controller (ATC) messages through the datalink. The results were compared to a similar study conducted where crews only communicated by radio to controllers. Results demonstrate that the nature of crew communications within the flight deck do change because of datalink. Unlike in the past where crews became aware of ATC communications at the same time through their headsets, new communication types are now needed due to the shift from ATC radio communications to ATC datalink messages. Thus flight crews must keep each other aware of information passed through the datalink. The frequency of communication was found to be significantly different depending on the location of the datalink on the flight deck. In addition, datalink crews experienced significantly less ATC radio transmissions as expected; however, the within crew communication related to datalink increased. When within crew datalink communication and the ATC radio communication are combined, one finds that ATC related communication is significantly higher in datalink crews as compared to traditional radio crews. This study illustrates the need to fully evaluate the impact new technology has on flight crews and their communication process.
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5

Wickens, Christopher D., Roger Marsh, Mireille Raby, Susan Straus, Russell S. Cooper, Charles L. Hulin, and Fred Switzer. "Aircrew Performance as a Function of Automation and Crew Composition: A Simulator Study." Proceedings of the Human Factors Society Annual Meeting 33, no. 13 (October 1989): 792–96. http://dx.doi.org/10.1177/154193128903301305.

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In an experiment designed to examine the effect of crew composition and automation level on flight performance, fifty pilot-copilot crews flew a simulated instrument flight mission between three Michigan cities. Half of the crews were of homogeneous composition (both low or both high time), while half were heterogeneous consisting of one senior high time member and one junior low time member. Within each group, roughly half flew xxx with automated flight control and the other half flew manually. The flight was disrupted by periodic instrument failures. Results indicated that automation improved flight performance and lowered workload. While there was no overall difference in performance between homogeneous and heterogeneous crews, the latter group appeared to benefit more from the advantages that automation had to offer. The results are discussed in terms of the effect of automation on cockpit authority gradients, the role of flight experience, and of crew communications.
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6

Maneechaeye, Pattarachat. "Factors Affecting Safety Courtesy Behavior among Thai Flight Crews: Construct Validity and Structural Regression Analysis." Journal of Engineering Research and Reports 25, no. 12 (December 27, 2023): 176–83. http://dx.doi.org/10.9734/jerr/2023/v25i121051.

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Previous research indicates that safety climate has a significant impact on safety-related behaviors in a variety of circumstances; however, few researchers have examined at how safety climate affects safety courtesy behaviors among flight crews. The purpose of this study was to investigate the elements connecting to safety courtesy behaviors in Thai flight crews context using confirmatory factor analysis and structural equation modeling technique on 590 Thai flight crew samples. The results confirmed that the fleet safety climate had a favorable influence on flight crew safety courtesy behaviors via an increase in their safety knowledge and safety behavior. Furthermore, the direct, indirect, and total effects of fleet safety climate on safety courtesy via safety knowledge and safety motivation were significant. According to the findings, even in the Thai flight crews setting, a positive fleet safety climate, along with positive safety knowledge and positive safety motivation, can lead to desirable safety courtesy conduct. As a result, airlines should stress these elements and promote fleet-wide safety policies to encourage positive safety courtesy behavior among flight crews members. Future research should expand on the findings of this study by conducting additional multi-level analyses or use qualitative methods to delve into deeper results.
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7

Straus, Susan G., and Russell S. Cooper. "Crew Structure, Automation and Communication: Interaction of Social and Technological Factors on Complex Systems Performance." Proceedings of the Human Factors Society Annual Meeting 33, no. 13 (October 1989): 783–87. http://dx.doi.org/10.1177/154193128903301303.

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The effects of automation and task group social structure on group communication and performance are investigated in a simulated flight experiment. Fifty, two-person crews flew a ninety minute mission in a fully instrumented, GAT-II simulator. Crews were composed to be either homogeneous or heterogeneous with respect to crew members' flight experience and age. Approximately half of the crews flew with the aid of automated control; the other half flew manually. All cockpit communications were recorded and subjected to content analysis. Based on the analysis of twenty-four transcripts, there was no overall difference in communication patterns as a function of crew composition. However, the results indicated that heterogeneous crews tended to exchange a higher ratio of task relevant to task irrelevant statements compared to homogeneous crews, but this tendency was moderated by automation level. This interaction corresponds to performance data that show enhanced performance for heterogeneous crews in the automated condition. Additional evidence and discussion suggest that group structure and interaction may contribute to the observed performance differences.
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8

Battiste, Vernol, Michael Downs, and Robert S. McCann. "Advanced Taxi Map Display Design for Low-Visibility Operations." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 40, no. 19 (October 1996): 997–1001. http://dx.doi.org/10.1177/154193129604001909.

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Conducting gate to gate operations during reduced visibility conditions is a major impediment to scheduled and unscheduled flight operations in the National Airspace System (NAS). Takeoff and landing minima are predicated on aircraft equipage and airport visibility (e.g., at some major airports, operations are terminated when visibility is below 700 ft runway visual range (RVR). Although some aircraft can land with zero-zero visibility, there are no ground or flight deck systems that allow them to taxi under low visibility conditions. A map display system designed to support low visibility taxi was evaluated by 12 B-747 flight crews in NASA's Crew Vehicle System Research Facility (CVSRF). Three taxi-map conditions were compared: paper map only, basic moving map, and advanced moving map. Crews landed and taxied along 24 different taxi routes under three visibility conditions: unlimited visibility, 700 ft RVR, and 300 ft RVR. Taxi time, errors and workload were collected for each taxi operation. Video tape recordings captured crew interactions and head-up and head-down times. Taxi times and errors were significantly better for crews with electronic maps than for crews with a paper map. Although crews with the advanced map experienced significantly more head-down time, the head down interval was significantly less than with the paper map and crew workload was significantly less. During the post-flight design review, pilots identified improvements in procedures and formatting that might enhance performance. They developed a procedure for safely switching from the NAV display to the map; and in general their comments were very favorable.
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9

Ahmad, Sk Akhtar, Taslima Akhtar, Mahmud Hossain Faruquee, Saika Nizam, Rabeya Yasmin, Sarmin Sultana, Israt Jahan, Ali Kamal Mostofa Rubel, and AKM Masum Ul Alam. "Musculoskeletal Disorders and Ergonomic Factors among the Cabin Crews of the National Airline of Bangladesh." Indonesian Journal of Occupational Safety and Health 11, no. 2 (July 31, 2022): 161–67. http://dx.doi.org/10.20473/ijosh.v11i2.2022.161-167.

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Introduction: Cabin crews on aircraft are at risk of developing musculoskeletal disorders as a result of their workload and the nature of their profession. This study is an attempt to identify work-related musculoskeletal disorders suffered by cabin crews and the associated ergonomic factors. Methods: This was a cross-sectional study conducted among the cabin crews. The cabin crews, regardless of gender, who had worked at least one year, were selected by simple random sampling. A total of 246 cabin crews were the respondents in this study. A Nordic Musculoskeletal Questionnaire was used to assess the respondents' MSDs. To determine the predictors of MSDs, a binary logistic regression analysis was performed. Results: Out of 246 cabin crew, 55.3% were males, and the mean age was 39.83±9.289 years. The mean flight duration was 85 hours, and the maximum flying hours was 123. Of the total participating crews, more than half (55.7%) suffered from musculoskeletal disorders (MSDs). The common sites of MSDs were the low back, shoulder, neck, and knee joints. Poor ergonomic factors such the increasing age and flight duration were also contributing factors to MSDs. Conclusion: The study revealed that over half of the cabin crew suffered from work-related musculoskeletal disorders. A number of ergonomic factors, including age and flight duration, were found to be associated with MSDs.
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10

Braun, Curt C., Clint A. Bowers, Barbara E. Holmes, and Eduardo Salas. "Impact of Task Difficulty on the Acquisition of Aircrew Coordination Skills." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 37, no. 18 (October 1993): 1262–66. http://dx.doi.org/10.1177/154193129303701813.

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The skills approach to aircrew coordination focuses on the training of specific coordination behavior. While this approach has shown promise, careful consideration must be given to the manner in which these skills are trained. A growing body of literature suggests that training workload impacts the acquisition of skills. The present study examined the effectiveness of two training paradigms on the development of aircrew coordination. One regimen of training was characterized by consistent levels of task difficulty over a series of training sessions. The other regimen involved incrementally increasing task difficulty over training sessions. Twenty IFR rated pilots comprised 10 two-person crews. One-half of the crews (control group) completed nine training flights that were of consistent task difficulty. The remaining half completed nine training flights that increased incrementally in task difficulty: three low, three moderate, and three high task difficulty flights. Following the nine training flights, all crew completed five novel aerial reconnaissance flights during which they were instructed to map buildings within a specified area. Measures of subjective workload, flight performance, and secondary task performance were taken for all flights. An additional measure of building identification was also taken for the five reconnaissance-type flights. Measures of subjective workload validated the increasing workload associated with the experimental training regimen. Analysis of the workload data taken during novel task flights failed to reveal differences between training groups. Moreover, there were no significant differences in flight performance between groups. Measures of building identification, a task heavily dependent on crew coordination, revealed significant differences between groups. Experimental crews identified significantly more buildings than their control counterparts for two of the five flights. Implications for aircrew coordination training are discussed.
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Дисертації з теми "Flight crews"

1

Carrillo, Cassandra M. "Continuous biometric authentication for authorized aircraft personnel : a proposed design." Thesis, Monterey, Calif. : Springfield, Va. : Naval Postgraduate School ; Available from National Technical Information Service, 2003. http://library.nps.navy.mil/uhtbin/hyperion-image/03Jun%5FCarrillo.pdf.

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2

Weir, Jeffery D. "A three phase approach to solving the bidline generation problem with an emphasis on mitigating pilot fatigue through circadian rule enforcement." Diss., Georgia Institute of Technology, 2002. http://hdl.handle.net/1853/23383.

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3

Klabjan, Diego. "Topics in airline crew scheduling and large scale optimization." Diss., Georgia Institute of Technology, 1999. http://hdl.handle.net/1853/29562.

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4

Luckey-Smith, L., and L. Lee Glenn. "Importance of Control Groups in Assessing Musculoskeletal Injuries in Medical Flight Crews." Digital Commons @ East Tennessee State University, 2012. https://dc.etsu.edu/etsu-works/7491.

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5

Greenfield, Pace Joe Ann. "The influence of accountability and commitment on team performance of airline flight crews." Thesis, Capella University, 2016. http://pqdtopen.proquest.com/#viewpdf?dispub=10008978.

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The current quantitative correlational study used statistical analysis to determine if a significant relationship existed between accountability and commitment (predictor variables) and flight crew performance (criterion variable). A random sample of 205 flight crew personnel were selected from the targeted population of 371 personnel. Descriptive statistics were conducted on the sample and variables of interest. Cronbach?s alpha reliability statistics were also presented for the scales. Multiple linear regression tests were conducted to address the research questions. Accountability composite scores ranged from 3.25 to 5.00. Composite scores for commitment ranged from 2.63 to 4.43, and composite scores for team performance ranged from 3.72 to 4.28. Simple linear regression tests were used in the study to test two hypotheses that involved the influence of accountability and commitment on flight crew teams? performance. Findings for the study indicated that the assumptions were met and that a significant relationship existed between the influence of accountability and commitment on airline flight crew teams? performance. In addition, results from the linear regression tests determined that there were significant positive correlations between accountability and commitment (independent) and flight crews? team performance (dependent) variables.

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6

Holder, Barbara E. "Cognition in flight : understanding cockpits as cognitive systems /." Diss., Connect to a 24 p. preview or request complete full text in PDF format. Access restricted to UC campuses, 1999. http://wwwlib.umi.com/cr/ucsd/fullcit?p9945784.

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7

Schaefer, Andrew James. "Airline crew scheduling under uncertainty." Diss., Georgia Institute of Technology, 2000. http://hdl.handle.net/1853/25121.

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8

Hodkinson, Peter David. "Prevention of hypoxia in helicopter aircrew : acceptable compromises." Thesis, University of Cambridge, 2015. https://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.708497.

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9

Shaw, Tina L. "Hybrid column generation for large network routing problems : with implementations in airline crew scheduling." Diss., Georgia Institute of Technology, 2003. http://hdl.handle.net/1853/25023.

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10

Smith, Daryl Raymond. "The effect of transactive memory and collective efficacy on aircrew performance /." Thesis, Connect to this title online; UW restricted, 1999. http://hdl.handle.net/1773/8734.

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Книги з теми "Flight crews"

1

Harris, J. R. Leadership on the flight deck: The influence of crew social relations and crew member experience on leadership style effectiveness in civil aviation flight crews. Cranfield, U.K: College of Aeronautics, Cranfield Institute of Technology, 1986.

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2

Cohen, Ziv. Nigmar ha-ʻof: (aval gam ha-ḳusḳus ṭaʻim). Tel Aviv: Selaʻ, 2008.

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3

FEDERAL AVIATION ADMINISTRATION. Standard operating procedures for flight deck crewmembers. Washington, D.C: U.S. Dept. of Transportation, Federal Aviation Administration, 2000.

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4

ADMINISTRATION, FEDERAL AVIATION. Crew resource management training. [Washington, D.C.] (800 Independence Ave., S.W., Washington 20591): U.S. Dept. of Transportation, Federal Aviation Administration, 1995.

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5

Comstock, James R. The multi-attribute task battery for human operator workload and strategic behavior research. Hampton, Va: National Aeronautics and Space Administration, Langley Research Center, 1992.

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6

Comstock, James R. The multi-attribute task battery for human operator workload and strategic behavior research. Hampton, Va: National Aeronautics and Space Administration, Langley Research Center, 1992.

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7

Comstock, James R. The multi-attribute task battery for human operator workload and strategic behavior research. Hampton, Va: National Aeronautics and Space Administration, Langley Research Center, 1992.

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8

Comstock, James R. The multi-attribute task battery for human operator workload and strategic behavior research. Hampton, Va: National Aeronautics and Space Administration, Langley Research Center, 1992.

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9

United States. National Transportation Safety Board. Ryan Air Service, Inc., Flight 103, Beech Aircraft Corporation 1900C, N401RA, Homer, Alaska, November 23, 1987. Washington, D.C: The Board, 1989.

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10

Raymond, Chidester Thomas, and Ames Research Center, eds. Personality factors in flight operations. Moffett Field, Calif: National Aeronautics and Space Administration, Ames Research Center, 1990.

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Частини книг з теми "Flight crews"

1

Nicogossian, Arnauld E., Roman Baevsky, and Nancy G. House. "Chapter 4: In-Flight Medical Monitoring." In Space Biology and Medicine – Volume IV, Health, Performance, and Safety of Space Crews, 61–85. Reston ,VA: American Institute of Aeronautics and Astronautics, Inc., 2004. http://dx.doi.org/10.2514/5.9781624104862.0061.0085.

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2

Shibanov, Georgiy Petrovich. "Chapter 12: General Requirements for Flight Safety." In Space Biology and Medicine – Volume IV, Health, Performance, and Safety of Space Crews, 241–58. Reston ,VA: American Institute of Aeronautics and Astronautics, Inc., 2004. http://dx.doi.org/10.2514/5.9781624104862.0241.0258.

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3

Billica, Roger D., Yuri Ivanovich Voronkov, Ashot E. Sargsyan, and Leonid Ivanovich Voronin. "Chapter 3: Medical Monitoring Before and After Flight." In Space Biology and Medicine – Volume IV, Health, Performance, and Safety of Space Crews, 42–60. Reston ,VA: American Institute of Aeronautics and Astronautics, Inc., 2004. http://dx.doi.org/10.2514/5.9781624104862.0042.0060.

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4

Barratt, Michael R. "Chapter 6: Principles of Diagnosis and Treatment in Space Flight." In Space Biology and Medicine – Volume IV, Health, Performance, and Safety of Space Crews, 99–137. Reston ,VA: American Institute of Aeronautics and Astronautics, Inc., 2004. http://dx.doi.org/10.2514/5.9781624104862.0099.0137.

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5

Grigoriev, Anatoliy Ivanovich, Inessa Benediktovna Kozlovskaya, Charles F. Sawin, and Sarah A. Mueller. "Chapter 8: Countermeasures to Short-Term and Long-Term Space Flight." In Space Biology and Medicine – Volume IV, Health, Performance, and Safety of Space Crews, 157–96. Reston ,VA: American Institute of Aeronautics and Astronautics, Inc., 2004. http://dx.doi.org/10.2514/5.9781624104862.0157.0196.

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6

Seedhouse, Erik, Anthony Brickhouse, Kimberly Szathmary, and E. David Williams. "Flight Crew System-Based Training." In Human Factors in Air Transport, 165–75. Cham: Springer International Publishing, 2019. http://dx.doi.org/10.1007/978-3-030-13848-6_10.

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7

Pottmeyer, Felix, Viktor Dück, and Natalia Kliewer. "Crew Recovery with Flight Retiming." In Operations Research Proceedings 2008, 295–300. Berlin, Heidelberg: Springer Berlin Heidelberg, 2009. http://dx.doi.org/10.1007/978-3-642-00142-0_48.

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8

Sevillian, Dujuan. "Flight Safety: ESL Flight Crew Member Use of Crew Alerting and Information Systems." In Engineering Psychology and Cognitive Ergonomics, 664–85. Cham: Springer International Publishing, 2018. http://dx.doi.org/10.1007/978-3-319-91122-9_53.

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9

Johnston, Smith L., Kieran T. Smart, and James M. Pattarini. "Medical Evacuation Risk and Crew Transport." In Principles of Clinical Medicine for Space Flight, 327–53. New York, NY: Springer New York, 2019. http://dx.doi.org/10.1007/978-1-4939-9889-0_10.

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10

Kuzovyk, V. D., O. Bulyhina, O. Ivanets, Y. Onykiienko, P. F. Kolesnic, W. Wójcik, and D. Nuradilova. "Complex assessment of the flight crew’s psychophysiological state." In Information Technology in Medical Diagnostics II, 77–85. London, UK; Boca Raton: CRC Press/Balkema, [2019] | Selected and extended conference papers from Polish, Ukranian and Kazakh scientists.: CRC Press, 2019. http://dx.doi.org/10.1201/9780429057618-11.

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Тези доповідей конференцій з теми "Flight crews"

1

Rutsik, D. M., and K. N. Timofeev. "INTELLIGENT ON-BOARD SYSTEMS FLIGHT SAFETY." In Aerospace instrumentation and operational technologies. Saint Petersburg State University of Aerospace Instrumentation, 2021. http://dx.doi.org/10.31799/978-5-8088-1554-4-2021-2-60-65.

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A brief overview of the causes of aircraft accidents, including the fault of the crews, is carried out. Structures of flight safety systems based on modern systems for monitoring the state of the crew, including using 3D flight cameras (ToF) and deep neural networks, are presented.
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2

Rooseleer, Frédéric, Barry Kirwan, Elizabeth Humm, and Diana Paola Moreno Alarcon. "'The Application of Human Factors in Wake Vortex Encounter Flight Simulations for the Reduction of Flight Upset Risk and Startle Response." In 13th International Conference on Applied Human Factors and Ergonomics (AHFE 2022). AHFE International, 2022. http://dx.doi.org/10.54941/ahfe1001565.

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The current top safety risk concern for commercial air travel in Europe is known as “Flight Upset”. This term, also known as “Loss of Control in Flight”, entails the flight crew suddenly finding themselves in an unexpected, complex, and even confusing situation that if not resolved quickly can lead to a major accident. Accidents such as AF447 and the two B737 Max accidents fall into this category. An undesirable aspect of such events is known as the “startle response”, wherein one or both flight crew, finding themselves in dire and dangerous conditions, may experience ‘startle’, which temporarily affects their cognitive functioning. This may only last half a minute, but its effect can have a severe impact on the survivability of such events. A Horizon 2020 research project called SAFEMODE, which aims to integrate Human Factors techniques into a unified framework for designers in aviation and maritime domains, is exploring the use of state-of-the-art flight simulation facilities to measure pilot performance in severe wake turbulence events, which can induce the startle effect. This is part of a broader use case within SAFEMODE to validate the design of a new Wake Vortex Air Traffic Alert for the Cruise phase of flight. A tactical short-term alert to the Flight Crew, ahead of the wake encounter, is seen as beneficial to reduce the startle effect and support the appropriate management of these conflicts. The envisaged risk-alerting logic relies on a ground-based predictor, connected to the Air Traffic Control system, displaying an alert to the En-route Air Traffic Controllers, who can then provide a cautionary advisory to the Flight Crew so they can take appropriate actions.The cockpit flight simulations involve type-rated flight crews in realistic and representative cruise flight conditions, using a Type VI Boeing 737-800 full flight motion-based simulator (also used for Upset Prevention and Recovery training programs). During the simulation runs, pilots are exposed to simulated wake vortex encounters, corresponding to a strong wake-induced upset (between 30 and 40 degrees of bank), with or without prior ATC wake caution, and varying the initial direction of roll between left and right to limit the simulation training effect.Human Factors measurements include workload, situation awareness, trust, acceptability-based user feedback, as well as psychophysiological measures such as eye-tracking and Electro-Dermal Activity (EDA). In particular, eye-tracking is expected to support the refined determination of the sequence of actions before and after detection, and the reaction of flight crews to the en-route ATC Wake alert.A cockpit flight simulation, via combining the analyses of psychophysiological measures, flight parameters, expert observations and subjective pilot feedback, enables evaluation of Flight Crews performance in preparing for, managing or avoiding wake encounter upsets with the new ATC wake alerts, showing the net safety benefits. Early results indicate that the simulations can indeed induce startle effect, and that repeated exposure enables flight crew to overcome it and manage the situation in a more measured and controlled fashion.
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3

Banas, Jacquelyn, Tim Mehling, Tobias Paul, and Andreas Cords. "Manned-Unmanned Teaming Challenges in the Maritime Environment." In Vertical Flight Society 76th Annual Forum & Technology Display. The Vertical Flight Society, 2020. http://dx.doi.org/10.4050/f-0076-2020-16314.

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When properly implemented, Manned-Unmanned Teaming (MUM-T) allows for an optimized blending of high-value, manned airborne vehicles with expendable, relatively inexpensive unmanned resources within a coordinated mission. This enables human operators and crew to focus on the most sensitive and complex mission tasks, while limiting their usage and exposure to dangerous environments. The sensor and communication capabilities of even simple unmanned vehicles can enhance the situational awareness and reach of manned vehicle crews; however, controlling, monitoring, and avoiding collisions with these additional vehicles can also quickly increase crew workload in an already overtaxed environment. This paper discusses the challenges associated with bringing MUM-T operations into the maritime environment and offers suggestions for modifications to the teaming structure, operations, and equipment in this setting. The experimental setup and results from the German Army Aviation's MUM-T program1 are compared to maritime requirements and available assets, based on interviews with professional maritime test pilots and relevant operator publications. Expected roles for UAVs in maritime MUM-T operations would include intelligence-gathering, BLOS target designating, and relaying communications. Results of prior research and testing suggest that maritime crews will see little benefit today from MUM-T operations, given their current capabilities and technologies. More sophisticated displays for manned assets, advanced autonomy and robustness for unmanned assets, modified CONOPS, and improved long-range communication methods would be necessary for proper resource management in maritime missions. In particular, teams should require task-based UAV control, weather-proofed and reliable autonomous vehicles, and TLD datalink systems (such as Link 16).
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Tan, Xin, Jingshu Zhong, Yu Jin, Yan Liang, Yu Zheng, and Ying Liu. "Design and Research of Intelligent QA System for Flight Crew Operating Manual." In ASME 2022 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. American Society of Mechanical Engineers, 2022. http://dx.doi.org/10.1115/detc2022-90768.

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Abstract Aviation flight crews rely on a large number of complex standard documents and operation manuals when performing flight tasks. In order to relieve the pressure of manual retrieval of documents, intelligent question-answering technology based on reading comprehension is gradually applied. In this paper, the flight crew operation manual SQuAD dataset is studied and built, based on which the reader-retriever framework of text content-based reading question answering system (TCQA) is analyzed and established. Experiments are conducted to compare the relevant indexes of the QA system with different combinations of reader and retriever models under the open-source tool haystack. Based on the comparison of response speed and retrieval capability, the best model combination is obtained for the flight crew operation manual dataset, and suggestions are made for the model-related performance improvement.
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5

Cornell, Richard A., Robert S. Kennedy, and Martin G. Smith. "Repeated Measures of Mental Performances on Transoceanic Flight Crews." In Aerospace Technology Conference and Exposition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 1992. http://dx.doi.org/10.4271/921906.

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6

Mason-Leister, Andrew, Bryan Steiner, Ronald Brychta, and Nicholas Schroeder. "Maintenance Engineering Support of U.S. Army Aircraft in Southwest-Asia." In Vertical Flight Society 75th Annual Forum & Technology Display. The Vertical Flight Society, 2019. http://dx.doi.org/10.4050/f-0075-2019-14661.

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U.S. involvement in the conflict in Southwest Asia has required prolonged deployment and field-level maintenance of hundreds of mission-critical Army aircraft. Theater settings present unique challenges for the U.S. Army and its aircraft maintainers, crews, and pilots alike. The U.S. Army Combat Capabilities Development Command Aviation and Missile Center deploys Liaison Engineers (LEs) to Southwest Asia in order to maintain airworthiness by delivering hands-on technical and logistical support to theater air crews and maintenance entities. This paper, with input from several previously deployed LEs, offers a look into the duties, responsibilities, and challenges of the LE in Southwest Asia.
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7

"Aspects of airline crew rostering." In Práce a štúdie. University of Zilina, 2021. http://dx.doi.org/10.26552/pas.z.2021.2.22.

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Airline crew rostering is a complicated planning-type problem, and its objective is to assemble pairings into schedules that maximise the satisfaction levels of crews. The rostering process focuses on achieving a more balanced workload distribution among the crewmembers that allows designing rosters in the interest of the crew. The main purpose of the paper was to explain the fundamental aspects of airline crew rostering and its impact on crewmembers’ fatigue. Additionally, the research identified mitigation measures that airlines should make to combat or mitigate crewmembers’ fatigue when designing their rosters. The paper also allowed readers to understand the effects of fatigue on crew’s alertness and performance. The qualitative research methods (such as literature review) was used to understand the complexity of the airline crew rostering, the flight and duty time limitations, crew’s rest requirement and crewmembers’ fatigue. The survey was used as the quantitative research method to identify crewmembers’ satisfaction with their rosters that would help to optimise the rostering process. An online survey (using Google Forms) was distributed to potential respondents (experienced crewmembers) via email addresses and online platforms. Respondents were asked 18 close ended questions divided into two parts (demographic and operational experience). One hundred eleven responses were gathered, which showed that age plays a crucial role in crewmembers’ fatigue. In addition, cargo pilots are usually more dissatisfied with their rosters due to exhausting flight duty periods at nights.
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8

Shinohara, Kazuhiko. "Ergonomic Problems in Japan’s Medical Air Transportation Services." In Applied Human Factors and Ergonomics Conference. AHFE International, 2020. http://dx.doi.org/10.54941/ahfe100349.

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Special considerations must be given in medical air transportation to medical professionals, medical equipment, and flight crews due to the conditions of the critically ill patients transported, the intra-aircraft environment, and the need to make emergency flights. However, few studies have investigated the ergonomic problems faced by the medical air transportation services provided in Japan. Therefore, here we investigated ergonomic problems, including those related to medical device use, faced by medical personnel and the aviation community in Japan. Results indicated that basic education and training on aerospace physiology, intra-aircraft use of medical equipment, flight operation systems, and crew resource management are currently insufficient in standard medical education. In fact, most medical devices used during flights are conventional devices with no ergonomic considerations made for vibration or low cabin pressure. In particular, problems relating to human-machine interfaces, power supplies, electromagnetic compatibility, and the ergonomic and technical compatibilities of electronic medical equipment used during the flights must be improved. Improvements are also needed in relation to safety during emergency flights such as those made at night or in bad weather, crew training, and air traffic control systems during large-scale disasters. Interdisciplinary collaboration is required to further investigate and resolve these problems.
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9

Zinkin, Valerij N., Yurij A. Kukushkin, Aleksej V. Bogomolov, Sergej P. Dragan, and Sofja A. Zagrebina. "Acoustic Safety of Professional Activity of State Aviation Flight Crews." In 2018 Third International Conference on Human Factors in Complex Technical Systems and Environments (ERGO). IEEE, 2018. http://dx.doi.org/10.1109/ergo.2018.8443822.

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10

Pianpian, Zuo, Zhu Zhongbin, Hongyu Zhu, and Lingchen Zhou. "Civil aircraft crew alarm ranking method." In 14th International Conference on Applied Human Factors and Ergonomics (AHFE 2023). AHFE International, 2023. http://dx.doi.org/10.54941/ahfe1003603.

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Cockpit crew alerts are primarily used to draw the attention of flight crews to be aware of failures, malfunctions, abnormal states or unexpected state changes in aircraft and aircraft systems. After the 80s of the 20th century, the design of the cockpit crew alert system has made great progress, which can integrate vision, hearing and touch to more effectively provide alerts for the flight crew. New technology applications also bring new challenges and difficulties. As aircraft systems become more complex, so do the number and form of crew alerts. How to quickly locate the most urgent and prioritized faults when multiple faults exist at the same time has become an urgent problem to be solved.In this paper, the sequencing method of crew alerts in the cockpit of civil aircraft is studied, and a method for crew alert priority evaluation is proposed. In this method, a set of crew alert priority evaluation index system is first established and each index scoring standard is given, and then the weight of different indicators is determined by the Precedence Chart to form a multi-index comprehensive evaluation model, and then the crew alarm is evaluated one by one to form a crew alarm ranking list.When establishing the priority evaluation index system, first of all, from the aspects of crew alert awareness and urgency of crew operation, "Impact on aircraft status", "Impact on crew", "Impact on passengers" and "Eventual risk without crew reaction" are selected as the indices. Then, from the aspects of fault impact, crew operation content and fault isolation after crew operation, "Affected system", "Function loss" and "Consequence on aircraft after crew action" are selected as the supplementary indicators; Finally, a set of crew alert priority evaluation index system is formed by combining the two aspects.When formulating the scoring standards for each indicator, according to the content of each indicator, combined with subjective evaluation and objective data, the scoring standard is formed, such as loss of function, different scores can be given according to complete loss, loss of one-third, loss of half, etc.When determining the weights of different indicators, the importance of each index in the flight crew when performing flight tasks is comprehensively weighed by the scoring of flight crews and flight experts. After analyzing the crew alerts one by one, the index score and weight can be superimposed to obtain a comprehensive score, and the crew alert ranking list can be obtained through the comprehensive score.The crew alert sequencing method proposed in this paper can help the flight crew quickly locate the fault that needs to be solved first when multiple faults exist at the same time, so as to effectively reduce the cognitive load of the pilot, improve the operational efficiency, ensure flight safety, and provide a new thinking for the cockpit crew alert sequencing of civil aircraft.
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Звіти організацій з теми "Flight crews"

1

Grubb, Gary N., Robert A. Simon, Dennis K. Leedom, and Joseph L. Zeller. Effect of Crew Composition on AH-64 Attack Helicopter Mission Performance and Flight Safety. Fort Belvoir, VA: Defense Technical Information Center, April 1995. http://dx.doi.org/10.21236/ada294051.

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2

Anderton, Gary, Ernest Berney, John Newman, Travis Mann, Chad Gartrell, and Daniel Miller. Joint Rapid Airfield Construction (JRAC) Program 2004 Demonstration Project--Fort Bragg, North Carolina. Engineer Research and Development Center (U.S.), March 2021. http://dx.doi.org/10.21079/11681/40139.

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This report describes the demonstration of technologies and procedures developed during April 2002 and May 2004 under the Joint Rapid Airfield Construction (JRAC) Program. The demonstration took place at Sicily Landing Zone (LZ) at Fort Bragg, NC, in July of 2004. The objective of the exercise was to demonstrate the procedures and technologies developed under the JRAC Program by rapidly building two parking aprons capable of supporting C-130 transport aircraft taxiing and parking operations. The exercise was conducted under continuous 24-hr operations to simulate a real-world rapid construction environment. Apron 1 (north apron) was constructed using two technologies, one-half being ACE™ Matting and the other half being a cement-polymer stabilized soil surface. Apron 2 (south apron) was constructed solely of a fiber-cement-stabilized soil system. Both aprons were treated with a polymer emulsion surface application to form a sealed surface against abrasion and water infiltration. The entire construction of both aprons required 76 hr, with Apron 1 finished in 48 hr. The construction of Apron 1 was validated by operation of a C-130 aircraft approximately 31 hr after completion with success and high praises from the aircraft flight crew on the stability and surface of the apron, as well as its dust-abating characteristics.
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3

Swanson, David, and Celia Hampton-Miller. Drained lakes in Bering Land Bridge National Preserve: Vegetation succession and impacts on loon habitat. National Park Service, January 2023. http://dx.doi.org/10.36967/2296593.

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The northern coastal plain of Bering Land Bridge National Preserve (BELA) lost lakes at an alarming rate over the first two decades of this century, including four lakes over 100 ha in size in 2018-2019 alone. To understand the effects of these lake drainages, we sampled vegetation of these lakes in 2019 (a reconnaissance visit) and 2021 (for the installation of permanent vegetation monitoring plots). We used these data to summarize the changes that occurred in the first three years after drainage, and to create vegetation maps from 3-m resolution satellite images coinciding with the visit dates. We used time series of these satellite images to study the rate of drainage and vegetation colonization on the lakes. We analyzed our existing data from older drained lake basins (estimated to be more than 200 years since drainage) and reviewed the literature on vegetation change in drained lakes to understand the vegetation changes that are likely in the future. Finally, we used a model of lake occupancy by loons developed by Mizel et al. (2021) to predict the effect of the 2018-2019 lake drainages on available loon habitat, using both our detailed maps of the four sampled drained lakes, and also data on all drained lakes over most of northern BELA derived from Landsat satellite images. Our results show that the four study lakes drained early in the summer, before the end of June, in 2018 (3 lakes) and 2019 (one lake). A combination of record warm weather and heavy snowfall made 2018 and 2019 especially favorable for lake drainage: thaw subsidence probably enlarged existing drainage outlet channels from the lakes, and large amounts of spring snowmelt runoff deepened the outlet channels by thermal erosion (the combination of thaw and erosion). Drainage exposed moist loamy sediment on the lake bottoms that was rapidly colonized by plants. Substantial vegetation cover developed by late summer in the same year as lake drainage in one lake, in the first post-drainage summer in a second lake, and during the 2nd year after drainage in the remaining two lakes. The first vegetation communities to develop consisted of just one or two dominant species, notably Eleocharis acicularis (spike rush), Equisetum arvense (horsetail), and/or Tephroseris palustris (mastodon flower). Other important early species were Arctophila fulva (pendant grass) and Rorippa palustris (yellow cress). By year 3, the communities had become more diverse, with significant cover by taller wetland graminoid species, including A. fulva, Eriophorum scheuchzeri, and Carex aquatilis. Frozen soil was observed in most locations on the lakes in July of 2021, suggesting that permafrost was forming on the lake bottoms. Comparison of the three-year trends in vegetation change with data from older lake basins suggest that ultimately most lake basins will develop wet tundra communities dominated by Carex aquatilis and mosses, with various low shrub species on acid, peat-dominated soils and permafrost; however, this process should take several centuries. The loon habitat model suggests that drainage essentially eliminated the potential habitat for Yellow-billed Loons on the four study lakes, because the residuals ponds were too small for Yellow-billed Loons to take flight from. A total of 17 lakes drained in northern BELA in 2018-2019. As a result, the potential Yellow-billed Loon nesting habitat in northern BELA probably decreased by approximately 2%, while habitat for Pacific Loons decreased less, by about 0.6%. Habitat for the more abundant Red-throated Loons probably increased slightly as a result of lake drainage, because of their ability to use the small residual ponds created by lake drainage.
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