Air Crew Research Articles

Pretos que voam – An Afrocentric Collective Project to Promote the Access of Peripheral Black People to Airline Crew Jobs in Brazil

Summary This case analyses the “Pretos que Voam” (Blacks who Fly) project, which aids the training of socially vulnerable black people to become flight attendants in Brazil. Since 2020, this project has been carried out by the collective Quilombo Aéreo, which brings together black crew members to aid the elimination of racism in aviation. One of the goals of this collective is to increase the representation of black people in the airline industry. Quilombo Aéreo ( 2022 ) conducted a survey of air crew members, using online forms based on self-identification, and found that black people do not reach 5% of active airline crews. The project is supported by crowdfunding and social partnerships like Fundação Tide Setúbal, Fundo Baobá for racial equity Rede de Mulheres Negras, Odabá Associação de Afroempreendedorismo, Movimento Negro Unificado and others. This made it possible to provide a complete course to become a flight attendant, a basic English course, air crew licences and a passport, and mentorship. In 2021, in Porto Alegre (RS), ten black people graduated in the first class – four women among them have already been hired by airlines. In 2022, the project raised funds to provide the first Afro-focused flight school in a distance learning model in Brazil. In 2023, they are working to start the operation of the school and crowdfunded a campaign for the second class of Pretos que Voam. Facing several forms of racism in Brazilian society and its airline industry, the project also dialogues with other forms of violence common in the sector, such as sexism and machismo . The case study examines concrete actions to transform the pain of its pioneers into fuel for structural changes, having as a framework the Afro culture and, as a scenario, a relevant mode of tourism transportation such as air travel. Information This case study originated from research into empowerment and intersectionalities between racism and sexism through the Quilombo Aéreo (see Further Reading). Here we focus specifically on the Pretos que Voam project, one of the actions developed by the collective. All authors are members of the research group Gritus – Gender, Race and Intersectionalities in Tourism , where this study was developed. Information © The Authors 2024

ASSESSING ANNUAL EXPOSURES DOSE AND OTHER RADIOLOGICAL PARAMETERS FROM COSMIC RADIATION AMONG FLIGHT CREWS IN NIGERIA LOCAL AIRLINE

Cosmic radiation is high-energy radiation generated in outer space that increases with altitudes. This study uses aircrew cosmic radiation exposure to measure radiation dose received by monitoring individual crew members (a total of 179 members for all the crews in the three routes for 2011 to 2022) using computer model calculator (CARI – 6M) on Nigeria’s local airlines crews and evaluated other radiological parameters. The finding shows that annual effective dose (AED) received by the air crew members between 2011 and 2022 across the three routes (Lagos – Kano, Lagos – Abuja and Lagos – Port Harcourt) ranges between 0.230 and 1.90 µSv y-1 and there is a direct relationship between the time of flight and the effective dose received by the crew members. This result is lower than the recommended value of 20 µSv y-1 by International bodies. The result also revealed that Annual Gonadal Dose Equivalent (AGDE) across the three routes ranges from 7.20 – 380 µSv y-1 with only Lagos – Kano route in year 2017 (380 µSv y-1) were above the maximum permissible value of 300 µSv y-1. The findings indicated low AED however; the significant excess lifetime cancer risk that increases with cumulative doses and dependent of the flight route constitute a risk. This implies that, there are possibilities of the crew members developing cancer during their lifetime. It’s therefore recommended that Nigerian Civil Aviation Authority should introduce regulations and training program to reduce potential sources of radiation exposure of Nigerian flight crews.

Subjective Dry Eye Symptoms and Objective Ocular Surface Signs in a Civil Air Crew Population: A Cross-Sectional Study.

Background Aviation professionals are often exposed to conditions such as low cabin air pressure, reduced humidity, and prolonged artificial lighting, which may predispose them to dry eye disease (DED). We therefore designed a cross-sectional study with three primary objectives.Our first aim was to determine the prevalence of subjective dry eye symptoms among civilflight personnel. To achieve this, we administered theStandard Patient Evaluation ofEyeDryness (SPEED) questionnaire.Second, we performed ocular examinations to assess objective DED indicators, such as the Schirmer's-1 (SCH-1) test and tear film break-up time (TBUT). We then correlated the results of these objective tests with the subjective symptoms reported by the participants.Last, we aimed to identify the independent risk factors for positive SCH-1 and TBUT results among aircrew personnel who did not report subjective dry eye symptoms. Methods The study sample consisted of 189 aircrew personnel (94 men and 95 women; mean age: 35.8 ± 10.4 years). They completed the SPEED questionnaire, a tool for assessing ocular surface symptoms. Participants' symptoms were classified as normal (SPEED scores 0-6), moderate (SPEED scores 7-15), or severe (SPEED scores 16-28). The objective assessment included the SCH-1 test for tear production and the TBUT test for tear film quality. Results A significant majority of participants (n = 165; 87.3%)did not report any subjective symptoms of DED. However, 12.2% (n = 23) and 0.5% (n = 1) of the study subjects experienced moderate and severe symptoms, respectively. The SCH-1 test and TBUT test were positive in 25.4% (n = 48) and 24.9% (n = 47) of the participants, respectively. Interestingly, among the aircrew personnel who did not report any subjective dry eye symptoms (SPEED scores 0-6), 18.8% (n = 31) and 17.6% (n = 29) showed abnormal results on the SCH-1 test and TBUT, respectively. Age was identified as the only independent predictor of a positive TBUT (odds ratio = 1.05, 95% confidence interval (CI) = 1.01-1.08, p = 0.01), with a borderline significant association with a positive SCH-1 test (odds ratio = 1.03, 95% CI = 0.99-1.07, p = 0.06). Conclusions The disparity between subjective symptoms and objective tests emphasizes the significance of incorporating objective measures for screening and diagnosing DED in civil flight personnel. If independently confirmed by future research, our findings could potentially lead to the routine implementation of surveillance protocols that incorporate objective DED indicators. Moreover, as age emerged as an independent predictor of positive results on objective tests, it is crucial to consider age-specific screening strategies.

Helicopter Aerial Work: Technology to Meet Growing Needs in Critical Missions

Helicopters provide aerial services such as firefighting, medical transport, agriculture, and construction for critical industries that form the backbone of modern society. These "aerial work" applications comprise the majority of the current market for civilian helicopters and include a diverse set of mission types and flight profiles; in many cases, aerial work applications are meeting growing needs driven by the climate crisis and energy transition. Through a series of more than 180 interviews with operators, pilots, and users across helicopter aerial work, this paper — the largest contemporary study of its kind — surveys the challenges that the industry sees for itself. Part I analyzes and summarizes our original primary source data to provide both qualitative and quantitative assessments of the needs of this community. Part II presents a case study for aerial firefighting, where a growing demand driven by record-breaking climatic changes is straining the existing air crews, aircraft fleet, and firefighting technology. Many issues identified in firefighting are endemic problems that beset other neighboring applications within aerial work such as public services, energy infrastructure, construction, and agriculture; technologies that have the potential to have a significant impact on re ghting are discussed. Part III is an analysis of technology and how it might better meet the needs of helicopter aerial work. We identify characteristics such as compatibility, reliability, and application specialization that are valued by helicopter aerial work customers and operators. In the backdrop of unprecedented venture capital investment and technology development in new types of vertical takeoff and landing aircraft for AAM, this paper's core nding is that the needs of helicopter aerial work are not being met: a venture capital culture prioritizes innovation that can create new markets over solving challenges in existing ones. Innovation for commercial air transport missions that operate under different market, environmental, and operational conditions does not "trickle down" to aerial work. We identify a need for increased collaboration between technologists and the aerial work community and for a more thoughtful approach towards investment and development to meet the growing challenges of the industry.

WHICH IS THE MOST RELIABLE MARKER TO ASSESS THE EFFECTS OF COSMIC RADIATION EXPOSURE IN POLISH MILITARY PILOTS: A MINI REVIEW OF LITERATURE

Abstract: Military pilots, similar to civilian pilots and crew members, receive larger doses of ionizing radiation than the general population. Exposition to small doses of ionizing radiation at prolonged durations has been related to slightly higher incidence of certain cancers. However, fighter jet pilots from time to time flight their airplanes at even higher altitudes, thus exposing themselves to higher doses of more energetic radiation than their civilian counterparts. In this mini review we discuss the procedures involved in controlling the radiation exposure to military and civilian pilots, as well as air crews. Markers of radiation exposure are discussed. Based on available literature, it appears that the biological markers of radiation, i.e., markers related to the actual changes in tissues, account also for individual differences in anatomy and physiology, as well as individual differences in sensitivity and lifestyle, as jet engine emissions, electromagnetic fields from cockpit instruments, ultraviolet radiation, carcadian rhythm disruption, etc. This mini review concludes that biological dosimetry methods, i.e., counting frequencies of chromosomal aberrations, appears to be most suitable to evaluate exposure to ionizing radiation in military pilots.

Sir Terence Ward CBE MBE (Mil) (1906-1991) and maxillofacial surgery at Queen Victoria Hospital.

Terence Ward was a major maxillofacial surgeon in World War II, working with Sir Archibold McIndoe to treat badly injured forces personnel, especially air crew. He was important when the time came to establish his speciality in the post-war NHS. Sir Terence played an important role in the Royal College of Surgeons of England, where he was dean of its Faculty of Dental Surgery and raised a great deal of money for the Department of Dental Science.

Fatigue among Air crews on (Ultra)-Long-Range flights – A comparison of subjective fatigue with objective concentration ability

IntroductionLong duty times are common in the aviation industry, especially with the introduction of ultra long range flights (ULR). This article aims to compare the subjective fatigue assessment and concentration ability of flight crews with objective concentration and alertness tests during (U)LR-flights. MethodThe study examined different (U)LR-flights. Before, during and after the flights subjective fatigue and concentration ability of the flight crew was examined with visual analog scale and objective attention and concentration ability with the FAIR-2 test respectively the 3-min Psychomotor Vigilance Test. For statistical analysis we used a repeated ANOVA with a post-hoc-analysis and a Wilcoxon signed-rank test for connected samples. ResultsIn total 28 crew members were examined. Subjective concentration ability declined and fatigue increased significantly over the course of flights. However, no significant changes were observed in the objective concentration tests performed before and after the flights. ConclusionsThe study found that fatigue significantly increased with flight time, particularly during night hours at the window of circadian low of the crews. However, objective concentration performance showed no significant deterioration over time. The study's results were consistent with previous research, except for the finding that objective concentration was still stable. The study also compared the findings to another profession and found similar results regarding the performance of complex tasks after long working hours while experiencing fatigue. Pratical applicationsThis study helps to understand the effects of ultra long-range flight on fatigue and concentration of the air crew and can help to improve safety issues on such flights.

Integrating Air Assets for Augmenting Surveillance Capabilities of the Sri Lanka Coast Guard

Law enforcement at sea is of prime importance for an Island nation. At present Sri Lanka Coast Guard (SLCG) satisfies its aerial demands through Sri Lanka Air Force (SLAF) under various limitations causing a gap between the demand and supply of aerial surveillance requirements. Hence this exploratory qualitative study has followed a deductive approach, interpretivism philosophy, and grounded theory strategy to realize the objectives of determining the present status of the SLCG surveillance mechanism, determining how the air assets could be effectively integrated into the SLCG surveillance mechanism, and to study the impact of integrating air assets into the SLCG surveillance mechanism. A Strengths, Weaknesses, Opportunities, and Threats (SWOT) analysis resulted in strengths as already enacted act, experienced crew, and intention of authorities to integrate air assets into SLCG. Weaknesses were found to be a lack of naval assets, manpower, and the absence of air assets. Opportunities are the possible training opportunities, collaboration with the Sri Lanka Navy and SLAF, obtaining air assets through mutual cooperation, and leeway of integrating into a common maritime policy. Changing dynamics of non-traditional security threats, and geo-political implications due to inadequate presence and inadequate budget were identified as threats in SWOT analysis. Based on the outcome of the SWOT analysis, researchers came up with five recommendations such as formulating a framework for integrating air assets into SLCG, formulating a doctrine and Standard Operating Procedure for maritime-air operations of SLCG, developing a dialogue with SLAF for mutual cooperation and secondment of air and ground crew required for SLCG air operations, pursue diplomatic means for obtaining air assets and related training and finally conducting joint and multinational training and operations with local and international stakeholders. Therefore, strengthening SLCG capabilities and capacities by integrating air assets through a feasible framework in meeting its future operational demand is essential.

Meetings and Congresses

Meetings and Congresses

Qualitative Analysis of Air Crew Mental Health during the COVID-19 Pandemic

The COVID-19 pandemic has taken a heavy toll on airlines globally, with some airlines having to declare bankruptcy or cut operations due to travel restrictions. A significant number of flights have been canceled to prevent the spread of this virus. The COVID-19 storm causes difficulties for all sectors participating in the economy, from large corporations to businesses, directly affecting the workers involved in production and business activities. Workers face a more difficult life, reduced income, and even unemployment. Mental health, with its cognitive, behavioral, and emotional dimensions, is essential to the livelihoods and careers of employees, especially of airlines. Using a case study approach, with in-depth interviews with three crew members, the study profiled their mental health while on duty during the pandemic. Research results indicate that, during the pandemic outbreak, the crew had to face stress, anxiety, and fear. When the pandemic was brought under control, along with many loosening government policies (such as lifting regulations on movement restrictions, isolation for air passengers, medical declaration, and COVID testing before and after departure, etc.), they were optimistic and eager to get on with the task.

An operational concept flying GLS approaches using satellite-based augmentation systems

A new converter technology allows suitably equipped aircraft to use data provided by the satellite-based augmentation system in receivers originally designed for the ground-based augmentation landing system. For these aircraft, that system enables a lower decision altitude and, hence, improved access to airports. To make this technology usable, air crews require an operational concept and the flight crew has to be presented with the appropriate information in the form of approach charts. Two different possibilities for an operational concept were developed and the corresponding approach charts created. One option is a modified area navigation approach chart, to which the specific information is added. The other chart is an entirely separate procedure for the approach. These two options were tested with airline pilots in an Airbus A320 full-flight training simulator. During the simulator flights, aircraft performance data was recorded and the participants filled in questionnaires regarding workload and quality of the operational concept. The results show different behavior during the intercept of the final course, but all approaches remained within the required limits. The questionnaires revealed that the workload is higher during the area navigation variant and that all participants prefer the separate ground-based augmentation landing system variant.

Project Wingman – A short survey of staff perception and lounge benefit in a large UK NHS Trust

Project Wingman is a novel initiative conceived early in the COVID-19 pandemic by two airline captains and a psychologist, which brings airline style lounges, staffed by volunteer air crew to NHS Trusts. The aim was to boost morale by providing airline style customer service for staff while on breaks. Over 50 lounges were opened across the NHS, staffed by up to 5000 volunteers. In this pilot study of one large Trust, we surveyed staff who visited the Wingman lounge. 100 completed questionnaires were used as an end point. All staff felt that the lounge was beneficial during COVID. 62% reported that they would visit the lounge even it was not attended by aircrew. 57% felt their wellbeing had suffered during the pandemic. A national study would be useful to assess the impact of the Wingman Lounges, but our pilot study highlights the importance of staff wellbeing and the value of taking breaks while at work. Many of the lessons learned in supporting colleagues during the pandemic could be used and adapted to help future wellbeing initiatives and aid retention of staff across the NHS.

Risk of High Systolic Blood Pressure among the Air Crew in Bangladesh Air Force

Introduction: Military flight circumstances have been shown to affect Blood Pressure levels. Hypertension is the most severe threat that relates to myocardial infarction, stroke and kidney failure. Exposure to regular flight environment has been shown to Individuals Blood Pressure levels. Objective: To find out the factors associate to presentation of hypertension in air crew in Bangladesh Air force. Materials and Methods: It was a cross-sectional observational study was conducted among 100 Air Force’ pilots of Bangladesh. Data were sort out from medical record files. Participants filled in a survey about demographics, lifestyle factors and dietary habits. Arterial Blood Pressure (BP) was also measured. Multivariate linear regression was implemented. Results: Two patients had history of hypertension among them 2(100.0%) in high systolic blood pressure. Which was statistically significant (p<0.05) between normal and high BP. Patients having age (≥40 years) 2.6 (95% CI 1.1% to 6.1%) times the risk for systolic blood pressure. patients having age (≥30 years) 2.5 (95% CI 0.3% to 22.4%) times the risk for systolic blood pressure. Patients having history of hypertension 1.7 (95% CI 0.01% to 46.3%) times the risk for systolic blood pressure. Patients having Pulse (>80 beats per minute) 3.5 (95% CI 0.2% to 52.8%) times the risk for systolic blood pressure. In multivariate analysis, age, history of hypertension and pulse were not statistically significant. Conclusion: BP value of most of the air crew in Bangladesh Air Force’ were within normal range. Few of BP standards have been reported in the study history of hypertension they have moreover family history of HTN. Contrastingly, there were some overweight and fast food eating while few reported not exercising. JAFMC Bangladesh. Vol 17, No 1 (June) 2021: 35-38

Policies and Toxicological Screenings for No Drug Addiction: An Example from the Civil Aviation Workforce.

Introduction: Since 2008, Italian legislators, with the aim of ensuring public safety, have made it mandatory for an occupational doctor (OD) to assess specific categories of workers to exclude those who may have consumed drugs of abuse. Due to the relevance of work activities relating to the civil aviation and airport sector, a policy based on the use of training and information tools, as well as a health surveillance protocol, has been undertaken since 2009. Materials and methods: A total of 61,008 workers at a commercial airline underwent health surveillance between 2009 and 2019. Following ≤24 h notification, their urine was screened for opiates, cocaine, cannabinoids, amphetamines, methamphetamines, and methylenedioxymethamphetamine (MDMA) using an immunochemical test. Positive results were confirmed using Gas Chromatography-Mass Spectrometry (GC/MS) or Liquid Chromatography -Mass Spectrometry (LC/MS). In confirmed cases, the workers were declared unfit and sent to a specialized laboratory for a second level analysis. Results: Positive results, initially >1%, have halved in the last four years (<0.5%). The percentage of positive results was consistently very low among pilots and, moreover, the rare positive cases detected were due to a cross-reactivity phenomena. The highest and most discontinuous percentages seen occurred in the population undergoing a pre-employment examination. Regarding the types of substance used, a prevalence of cannabis (58.52%) and cocaine (35.2%) use was observed. Conclusions: The data presented indicate that the air transport sector, in all its components (ground workers and air crews), has a very limited number of substance abusers, and this number tends to decrease over time and with work seniority. Another aspect of particular interest, and which is more specific to toxicology, concerns the detection of cross-reactivity in urinary immunochemical screening between the antibodies to drugs of abuse and certain other drugs, such as anti-inflammatories or antibiotics; as well as foods, and other commonly used substances.

Air crews’ mindfulness experiences: destination memories

PurposeAirlines play a significant role in the international tourism system, yet research on airlines, notably air crew, is scant. Given the frequency with which air crew travel to destinations, understanding of their memories and experiences can have significant insights for destination marketing and management. Destination marketers could look at using air crew as marketing mediums or as potential customers. This study aims to understand the memories and experiences of air crew in destinations and the factors that influence them.Design/methodology/approachA mixed methods survey was designed and distributed to 236 air crew of a Middle Eastern airline to explore what they remembered of destinations they visited what helped and hindered their ability to remember. The survey also assessed participants self-reported degree of mindfulness.FindingsResults suggested that air crew determined themselves as mindful and had strong memories of the destination. Several notable hindrances were reported relating to their job; fatigue, short layovers and number of flights.Research limitations/implicationsThe main limitation of the study is the relatively limited depth with which participants described their experiences. The results from the study add insight to tourism businesses and governments for considering air crew or leveraging air crew as marketing mediums. The generalisability and applicability of mindfulness in other contexts have been offered.Originality/valueLittle research has explored the experiences or memories of air crew nor the relation of mindfulness to service providers. This research is among the first to address this gap to add theoretical and practical insight to this area.

Experience of the Polish Medical Air Rescue Service During the First Year of the COVID-19 Pandemic and Measures Taken to Protect Patients, Medical Staff, and Air Crew from SARS-CoV-2 Infection.

BackgroundThe emergence of SARS-CoV-2 (severe acute respiratory syndrome coronavirus 2) and the sudden inflow of patients with severe COVID-19 (coronavirus disease 2019) symptoms increased demand for hospital and pre-hospital care, the latter being provided by emergency medical teams. The Polish Medical Air Rescue Services include the Helicopter Emergency Medical Service (HEMS) and the airplane-based Emergency Medical Service (EMS). This study aimed to present the experience of the Polish Medical Air Rescue Service during the first year of the COVID-19 pandemic and measures taken to protect patients, medical staff, and air crew from SARS-CoV-2 infection.Material/MethodsWe conducted a retrospective analysis of missions completed by the Polish Medical Air Rescue crews with respect to confirmed SARS-CoV-2 cases. We analyzed data from the medical records of the Polish Medical Air Rescue Service, which included flights to accidents and emergencies, and air patient transport missions, where medical assistance was provided to patients with confirmed SARS-CoV-2 infection in the first year of the pandemic in Poland.ResultsAmong the COVID-19 patients, the most common comorbidity was acute respiratory failure (41.58%). Emergency missions more often concerned older patients with sudden cardiac arrest, dyspnea, upper respiratory tract infection, stroke, and acute coronary syndromes.ConclusionsDuring the first year of the COVID-19 pandemic in Poland, the Polish Medical Air Rescue Service implemented procedures to protect patients, medical staff, and air crew from SARS-CoV-2 infection. This study highlights the importance of using single-patient isolation units for patient transport between hospitals and for emergency hospital admissions when the SARS-CoV-2 status of the patients were unknown.

Research on Training Mode of Air Crew Professionals Based on Job Requirements

As we all know, the aviation industry is an important part of transportation and a leading industry supporting the national economy. It will have a significant impact on the healthy development of the local economy and society, and the demand for air crew professionals will surge. As a new major with rapid development in recent years, its talent training mode and orientation has always been a hot research topic. At present, in order to better promote the employment rate of flight attendants, and promote flight attendants to better realize their career ideals and life values. When training air crew professionals, schools and teachers should pay attention to job requirements, and learn whether students majoring in air crew can get a stable job. It is necessary for teachers of this major to take job requirements as the training core in education and teaching, so that students of this major can achieve various abilities in the learning process to meet the current job requirements. With the continuous development of education, all institutions of higher learning have comprehensively improved their teaching requirements for students and strengthened their career planning. To strengthen students' ability after going to society.

Karel Bergman – jeden ze dvou a půl tisíce; z Trhové Kamenice mezi příslušníky Royal air force

This article addresses the destiny of an ordinary man, Karel Bergman – a civilian who fought for the freedom of his nation. It seeks to describe the life of a man for whom entry into the Czechoslovak foreign armed forces was not easy, but who did his very best for his country. The article also commemorates the sad destiny of his family – as Karel Bergman was a Czechoslovak Jew. Karel Bergman was one of the 2 500 Czechoslovak airmen in the RAF. He was not a pilot or an air crew member; his duties were different; but men in his line of duty ought also to be remembered. Karel Bergman was born into a Jewish family in the small town of Trhová Kamenice in East Bohemia. After his studies he entered the family business and supported his local community, as did other Jewish families there. When the situation in Czechoslovakia became harder for Jewish people, he left his country for the United Kingdom. There he started his own business and employed refugee women. He was called up to the Czechoslovak army in exile, but his recruitment was postponed several times due to his work for refugees. When he entered the Czechoslovak army in exile, he took up his duties as interpreter and translator. He served as translator in the 312th Czechoslovak Fighter Squadron, for Fighter Command and other units. When World War II ended, he was demobilised and tried to engage in a normal life as the sole survivor from his family, his mother and sister and other members of his family having been murdered in Nazi concentration camps. Upon returning to his homeland, he met a friend of his cousin’s and married her. Later, because of the communist party takeover in Czechoslovakia, he left his homeland with his wife and stepdaughter for Canada. A job was offered to him in the United Kingdom, enabling him and his family to stay there. He later bought the company in which he worked. Karel Bergman died on 14 September 1983 at a UK airport, and his ashes were scattered at the Dřevíkov Jewish cemetery in Czechoslovakia.

Toward Human–Autonomy Teaming in Single-Pilot Operations: Domain Analysis and Requirements

This paper aims to systematically analyze the needs for single-pilot and reduced crew operations in commercial air transportation, and to develop human–autonomy teaming requirements to support future operations. In reduced crew operations, the pilot-flying operates the flight alone in the cockpit while the pilot-not-flying rests outside of the cockpit unless needed in high-workload situations. In single-pilot operations, there is only one pilot onboard to manage the flight. Many of the functions performed by the second pilot in dual-pilot operations would be replaced with an autonomous teammate. These increasingly autonomous systems will have capabilities that require it to be treated more like a member of the crew. Enhanced ground support will also support these flights. The transition from dual-pilot to single-pilot operations will require the redesign of the roles and responsibilities of the air and ground crew, crew resource management, function allocation, human–autonomy teaming, and procedures for normal and off-nominal situations. Document analysis, subject-matter-expert interviews, and pilot evaluations were conducted to analyze and compare concepts of operation, develop domain knowledge models, and develop human–autonomy teaming requirements to support pilot decision making and operations.

Descriptive analysis of air rage incidents aboard international commercial flights, 2000–2020

Air rage has the potential to threaten the safety of flight crew and passengers. We aimed to describe the occurrence of serious air rage incidents based on a recognised scale of severity, their associated factors and outcomes. A web-based content analysis of written media reports relating to air rage incidents occurring between 2000 and 2020 was conducted. Multiple variables were extracted, including year, flight details, age and nationality of passengers, involvement of flight crew, stage of air journey, flight diversions, presence of intoxication, psychiatric history or fear of flying. A total of 270 passengers were involved in this series of air rage incidents, with 76.2% (n = 204) male. The most frequent age group for unruly passengers was 30–39 years (n = 61). Precipitating factors included alcohol consumption (55.7%, n = 127) and nicotine withdrawal (9.2%, n = 21). Flight diversions were necessitated in 35.5% (n = 81) of cases. The majority (52.6%, n = 120) of air rage incidents were categorised as level 2 on a 4-point scale of severity. The findings of this study will be of interest to the aviation industry and to air passengers and crew. Further research is needed to elucidate the precipitants of air rage. Flight crew training should incorporate early recognition and de-escalation of air rage.