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Aeronautical Decision Making: The next generation
Published in Neil Johnston, Nick McDonald, Ray Fuller, Aviation Psychology in Practice, 2017
As a result of Jensen and Bend’s findings, the FAA contracted Embry-Riddle Aeronautical University (ERAU) to develop and evaluate judgement training materials for general aviation. Berlin et al. (1982) reported the results of this work. They analysed pilot-error accidents to identify underlying concepts that might serve to focus judgement training. Berlin et al. developed training materials that familiarized student pilots with the risks inherent in specific flight activities and the consequences of poor judgement. The researchers assumed that exposure to such training would produce attitudinal changes causing students to avoid unnecessary risk as pilots. Berlin et al. evaluated the effectiveness of the training materials, and found that they improved the decision making of student pilots when compared to a control group.
Aviation Mental Health and the Psychological Examination
Published in Carrie H. Kennedy, Gary G. Kay, Aeromedical Psychology, 2013
The assessment of the mental health of pilots is deemed critical because of safety-related concerns. Seventy percent of flight accidents are caused by pilot error and it is believed that the biggest risk factors involved in general aviation accidents are the “psychology of pilots” and decision-making (McClellan 2010). For example, at-risk pilots may ignore warnings about deteriorating weather, stretch fuel reserves, make impulsive decisions, and try to do several things at one time. Under such conditions pilots may be unable to tune out passengers or controllers and become easily distracted. Such pilots take on added risk rather than minimizing or making conservative decisions to divert a flight.
Flight Simulator Research and Technologies
Published in Mark S. Young, Michael G. Lenné, Simulators for Transportation Human Factors, 2017
Barbara G. Kanki, Peter M. T. Zaal, Mary K. Kaiser
When an aircraft accident occurs, a concerted effort is made to determine both the underlying causes of the accident and what actions the aviation community should undertake to avoid similar accidents in the future. In almost every accident, pilot error is cited as a cause or a contributing factor. However, most accidents result not from a single error, but rather from a series of compounding events. The aim of the investigation is to understand the cascade of failures that led to the accident.
Is It All about the Mission? Comparing Non-technical Skills across Offshore Transport and Search and Rescue Helicopter Pilots
Published in The International Journal of Aerospace Psychology, 2020
Oliver Edwin Daniel Hamlet, Amy Irwin, Molly McGregor
Concerns about offshore transport helicopter accident rates (25 accidents in the North Sea between 1992 and 2013 CAA (2014b)) prompted the UK Civil Aviation Authority (CAA), the UK’s aviation regulator, to investigate and review safety procedures. The results identified three main categories of causal factors: operational (44%), technical (28%), and environmental (28%). Within the operational category the majority of incidents were linked to crew errors, such as faulty decision-making (CAA, 2014b). Further investigation with fixed-wing aircraft suggests that pilot error can encompass multiple behaviors including spatial disorientation, failure to prepare for flight, poor decision-making, and failures in attention (Shappell & Wiegmann, 2000). Another area of concern is rescue and emergency medical operations; these missions are high-risk, dynamic, and require the crew to balance rescue or medical responsibilities against the safety of the helicopter crew. A potential risk is the over-commitment of rescuers who may persist with a rescue even when conditions are hazardous to the rescue crew (Ash & Smallman, 2008). Emergency services also require a multi-disciplinary crew: for example, a mountain rescue team is composed of a pilot, mountain rescuer, paramedic, and emergency physician, each with a different focus and expertise. Issues with communication and co-ordination have led to calls for increased NTS training in helicopter rescue teams (Pietsch et al., 2016), though research identifying the most pertinent role-specific NTS for helicopter teams is still lacking.
A Method of Applying Flight Data to Evaluate Landing Operation Performance
Published in Ergonomics, 2019
Lei Wang, Jingyi Zhang, Chuanting Dong, Hui Sun, Yong Ren
Pilot error caused over 60% of flight accidents in worldwide (Shappell et al. 2007; IATA 2015). In China, the statistics on commercial aviation accidents from the year of 2007–2016 showed that flight crew contributed to 63.64% of accidents. Particularly, the occurrence rate of flight crew error in the final approach and landing stages is remarkably higher than in other phases because flight crew has to confront with more unexpected situational changes, complex decision-making processes and greater operational activities (Wickens and Hollands 2000; Stanton et al. 2009; Jarvis and Harris 2010). Accident reports have also indicated that landing was the most dangerous stage in flight (IATA 2015). Boeing statistical summary of commercial jet accidents also showed that landing process accounts for just 1% of whole flight time but it actually accounted for 24% of total fatal accidents occurring from 2006 to 2015 (see Figure 1, Boeing 2017).
Analyzing the role of multiagent technology in preventing airplane crash using AHP and DEMATEL approach
Published in International Journal of Crashworthiness, 2022
Akshay Sharma, Somesh Kumar Sharma
With respect to ‘Pilot Assistance’, the evaluators graded MAT variables in the order of producing the better results as shown in Figure 5. ‘Intelligent decision making’ earned the highest weight which tells that accurate decisions will helps in eradicating pilot error. The second-ranked variable was ‘Situation Awareness’ which implies agent-based situation awareness can assist the pilot by preventing the chances of distraction. The third-placed variable was 'Flight Simulation,' which entails simulating free flight operations in order to empirically analyse different preparation algorithms before physically implementing them in order to refine behaviour. The fourth-ranked variable was ‘Collision Avoidance’ which uses the agent technology for resolving collision problem by trajectory re-planning. The fifth-ranked variable was ‘Learning Mechanism,' implying that the system would learn from failure by working on both direct and indirect triggers of a failure occurrence in order to avoid such faults in the future. ‘Effective Pilot Training’ was ranked lowest and it is an efficient way of training operators for difficult situations. Advanced agent-based pilot assisting systems can be applied to reduce incidents caused by pilot error. So from the cause and effect group, it is clear that collision avoidance and effective pilot training are in effect group while intelligent decision making, situation awareness, flight simulation and learning mechanism are in causal group. So for proper pilot training and collision avoidance there should be effective decision-making mechanism, flight simulation, situation awareness and learning mechanism. The relationship among variables of pilot assistance for preventing the pilot error is mapped in Figure 6. It can be seen from the findings that for effective pilot assistance, there must be proper multiagent intelligent decision-making system along with situation awareness monitoring agents so that proactive behaviour of such solutions warns the pilot well in advance to take the right action at the right time. These highly graded solutions are influenced from other solutions as well like effective pilot training, collision avoidance algorithms, flight simulation, etc. If there is proper working of other solutions then only intelligent decision making can work effectively to provide best pilot assistance.