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Authorities in aviation
Published in Gert Meijer, Fundamentals of Aviation Operations, 2020
Communication between ATC and the pilots of flying aircraft is done by radio contact. This communication therefore is verbal, and under ICAO ruling this verbal communication needs to be done in the English language. As radio contact can be disturbed, aviation has adopted a variety of communication rules to ensure that pilots and ATC controllers understand each other. To prevent ambiguity and misunderstanding ICAO has established a standardized phraseology in English that includes proper spelling (the ICAO alphabet Alpha, Bravo, Charlie), proper pronunciation of numbers and digits and the use of narrowly defined ‘code words’ like ‘affirm’ for ‘yes’, ‘negative’ for ‘no’, ‘roger’ for ‘message received’. All aircraft and all ATC stations have a call sign, whereby the aircraft’s call sign is composed of airline coding and its flight number. Large aircraft, generating wake turbulence, have the addition “Heavy” in their call-sign, for the A-380 it is even “Super”. In order to ensure that the pilot and the ATC controller have understood each other, all information given by one is acknowledged by the other.
Pilotless Aircraft
Published in Robert Bor, Carina Eriksen, Todd P. Hubbard, Ray King, Pilot Selection, 2019
There are also cultural and social considerations. The pilot in command of a large commercial airliner is often a ‘captain’ and the co-pilot a ‘first officer’. Both these terms belong firmly in the category of officer ranks. To become part of this category, pilots undergo long and expensive training and qualification for particular aircraft types, with a good deal of study and tests and examinations. In order to succeed, pilots require a certain level of intellectual capability, in addition to the sophisticated skill set required to fly an aircraft. Once qualified, a pilot has to retain specified levels of health and fitness (with regular periodic reviews) and in the run-up to and during flight operations to refrain from drinking alcohol, both of which require self-discipline. Previously, it was common also to have a flight engineer on larger long-haul commercial airliners, and while these people may not have qualified to fly the aircraft, they shared many of the social and cultural qualities of pilots and were typically also regarded as being part of the officer category.
Principles of Airline Scheduling
Published in John G. Wensveen, Air Transportation, 2016
One of the most important and complex factors affecting flight operations is that of crew assignment to specific flights. The working limitations that govern flight crews are found in both the Federal Aviation Regulations (FAR) and employment agreements. The FAR limits are as follows:There is a daily limitation of 16 hours maximum flight duty time for pilots on a two-person crew, unless, prior to exceeding 16 hours, a rest period is provided of no less than 10 hours. Therefore, an increase of only a few minutes to a schedule, or the addition of one extra station, might force a crew break and layover not otherwise necessary. Duty time includes planned flight time, taxi time, known delays, and debrief time. After push back, the pilot must return to the gate if extended ground delays would cause duty to exceed 16 hours at the estimated release time.Flight crew members must have had at least 8 hours of rest in any 24-hour period that includes a flight time.Flight crews may not exceed a maximum of 40 flight hours during any seven consecutive days. Release from all duty for 24 hours must be granted to each flight crew member during any seven-consecutive-day period.
Pilots’ Willingness to Operate in Unmanned Aircraft System Integrated Airspace
Published in The International Journal of Aerospace Psychology, 2021
Lakshmi Vempati, Scott R. Winter, Stephen Rice, Valerie Gawron, John M. Robbins
Airspace was a key factor influencing willingness to pilot an aircraft, which is not entirely surprising. Pilots typically operate under well-established operational rules: visual flight rules (VFR) or instrument flight rules (IFR) in all classes of airspace. Current regulations clearly define operating rules by airspace classification, and pilots’ perspectives are guided by airspace. ATC provides services to all aircraft regardless of operating rules in higher airspace classes such as Class B and Class C. ATC services are provided to all IFR traffic and, time permitting, to VFR traffic in other airspace classes, such as Class D, Class E, and Class G. Pilots utilize a combination of communication, navigation, and surveillance (CNS) techniques for pilotage under all operating flight rules regardless of integration type. Thus, pilots were more favorable to UAS integrated operations in Class B and Class C and less favorable with decreasing airspace classifications. The type of integration and type of operation had no influence on pilots’ willingness to fly. Further research over a wider pilot population is necessary to confirm the theory.
Helicopter pilots’ views of air traffic controller responsibilities: a mismatch
Published in Ergonomics, 2019
Key tasks are examined such as maintaining appropriate physical separation from the ground, other aircraft and vertical obstructions such as telecommunication towers and tall buildings. The safety of the aircraft is also highly influenced by the flight being conducted in appropriate weather conditions, and the application of the correct set of flight rules by the pilot, for the weather encountered. For example, in conditions of good visibility, the pilot will apply Visual Flight Rules (VFR), and in conditions of poor visibility, the pilot will apply Instrument Flight Rules (IFR). In the latter case, the pilot will fly with sole reference to the cockpit instrumentation.
Evaluation of Playbook Delegation Approach in Human-Autonomy Teaming for Single Pilot Operations
Published in International Journal of Human–Computer Interaction, 2021
Güliz Tokadlı, Michael C. Dorneich, Michael Matessa
Pilots indicated the importance of the judgment skills of the autonomous teammate in the decision-making process. In dual-pilot operations, captains (generally the pilot-in-command) are the final decision-makers in the cockpit. However, they often ask for the first officer’s judgment on events before executing decisions. In HAT, pilots were hesitant to have an autonomous copilot make decisions. In general, unless the autonomous copilot can demonstrate human-like communication and judgment skills, the pilots do not foresee that it will function as a teammate.