Aviation Pilots Research Articles

Predicting General Aviation Pilots’ Weather-Related Performance through a Scenario-Based Assessment

Weather-related accidents continue to challenge the general aviation (GA) community and with the development of advanced weather technology, GA pilots need additional education and training on how to effectively use these weather products to ensure flight safety. Currently, the literature on aviation weather suggests that there is a gap in both training and assessment strategy for GA pilots. Furthermore, several studies advocate assessing GA pilots at a deeper level of learning by including weather-based, scenario/application questions on the Federal Aviation Administration’s (FAA) written exam for private pilots. After first developing a scenario-based, aviation weather assessment, we used a multiple regression analysis to predict aviation weather performance from 90 GA pilots. In addition, we used Baron and Kenny’s (1986) test for mediation to predict aviation weather performance from four predictor variables (i.e., a scenario-based aviation weather assessment, a traditional, non-scenario-based weather assessment, weather salience, and aviation weather experience). The results of the study indicated that scores on the scenario-based assessment were the strongest predictor of aviation weather performance followed by aviation weather experience. These results support the need for scenario-based weather questions on the FAA written exam for private pilots. The results of this study could help aviation officials and educators better assess and train general aviation pilots on weather-related topics.

Assessing General Aviation Pilots’ Interpretation of Weather Products: Traditional and New Automated Generation Products

The General Aviation (GA) community accounts for the majority of weather related aviation accidents and incidents. Interpreting and understanding weather products is crucial to hazardous weather avoidance, and previous studies have indicated that improving usability of weather products can improve pilot decision making. The Aviation Weather Center offers two broad types of graphical weather products for assessing icing, turbulence and flight category. These are traditional human-in-the-loop products (G-AIRMETs Ice, Tango, and Sierra) and fully-automated products (CIP/FIP, GTG, and CVA). This study assessed and compared pilots’ understanding of the fully-automated products in comparison to the human-in-loop products. Participants (n=131) completed a set of weather product interpretation questions. A series of mixed ANOVAs were conducted to analyze the effects of pilot certificate and/or rating (Student, Private, Private with Instrument, Commercial with Instrument) and product generation (traditional vs. automated) on product interpretation score. Results indicated that, despite product generation, pilots performed similarly on the icing and ceiling/visibility products, but performed significantly better on the new fully automated turbulence product (GTG) than when using the traditional turbulence product (AIRMET Tango). Usability and training implications are discussed.

General Aviation Pilots Over 70 Years Old.

Currently it is not unusual for general aviation pilots in the United States to continue to fly beyond the age of 70, even into their 80s and 90s. Pilots have regular examinations according to protocols which do not specify special or additional requirements for pilots over 70 yr of age. Additionally, the third class medical reforms passed by the U.S. Senate on 15 July 2016 could potentially result in even less stringent medical certification requirements for general aviation pilots. Accident rates, medical parameters, autopsy findings, and toxicological findings from the U.S. National Transportation Safety Board (NTSB) general aviation (GA) accident database were analyzed to assess potential risk factors with accident outcomes. During 2003-2012, there were 114 (113 men, 1 woman) general aviation fatal accidents involving pilots ages 70 to 92 yr. A combination of 3 or more drugs were found in 13 (13%) of deceased pilots. The most frequent drugs were first generation antihistamines and antidepressants represented the next highest proportion of possible performance-affecting medications. This study indicates that there are critical medical factors that may contribute to fatal accidents among elderly pilots. Polypharmacy use should be taken into consideration, especially during periodic health examinations and fatal aviation investigations involving elderly pilots.Vuorio A, Asmayawati S, Budowle B, Griffiths R, Strandberg T, Kuoppala J, Sajantila A. General aviation pilots over 70 years old. Aerosp Med Hum Perform. 2017; 88(2):142-145.

Easier Access for General Aviation Pilots to Instrument Flight Rules Flying

To allow better acces for VFR pilots to hold IFR privileges, EASA introduced new pilot Qualification – Basic IR. This new qualification is porposed by EASA document NPA 2016-14, which introduces priviliges and repsonsibilities for this qualification. Basic IR is based mainly on existing license En-route IR but with signifcatn differences. Main difference is possibility to use basic IR even for 2D and 3D approaches. Even thought Basic IR is based on competency principles, it shall not be confused with competency based IR qualification, which holds differeNt privileges. With introduciton of Basic IR are connected several issues and problems which covered in this article. Every information in this article is referenced on NPA 2016-14.

The Safety Issues of Onboard Wi-Fi: Possible Interactions of Oxidative Stress-Causing High Altitude, Cosmic Radiation, and Wi-Fi Radiation

At flight altitudes, cabin crew are occupationally exposed to higher levels of cosmic radiation compared to “on Earth” levels. This difference comes from decreased protective role of the Earth’s atmosphere (thinner atmosphere) and the Earth’s magnetic field at flight altitudes. Oxidative stress in aviation pilots was more pronounced in intercontinental routes pilots which can be caused by exposure to higher levels of cosmic radiation. Furthermore, exposure to high altitude also leads to oxidative stress. Recently, airlines provide in-flight Wi-Fi to make their passengers able to remain connected in the sky. While this high-tech service which needs special engineering and maintenance considerations, is gaining popularity, at the same time it raises concerns about its potential adverse health effects. Radiofrequency radiation generated by Wi-Fi hotspots or mobile phones also causes oxidative stress. It’s worth noting that as radiofrequency is a non-ionizing radiation which cannot remove an electron from an atom or molecule, formation of free radicals has been proposed as a possible mechanism for its carcinogenesis. The effect of Wi-Fi radiofrequency radiation on circadian rhythm is another major concern. The adverse effects of exposure to radiofrequency radiation on antioxidant function, in terms of both the daily antioxidative levels and the circadian rhythmicity are well studied. This paper addresses the safety issues of onboard Wi-Fi from the point of view of possible interactions of oxidative stress caused by high altitude, cosmic radiation, and Wi-Fi radiation.

An exploratory study on the post-implementation of threat and error management training in Australian general aviation

Threat and Error Management (TEM) training, endorsed and recommended by the International Civil Aviation Organisation (ICAO), was mandated in Australia with the aim of improving aviation safety. However, to date, there has been very limited, if any, formal post-implementation review, assessment or evaluation to examine the ‘after-state’ in terms of the effectiveness of the introduction of TEM. This exploratory study, is a first step in examining how TEM is regarded among Australian general aviation pilots in terms of its use and effectiveness. Fifty-nine general aviation pilots participated in a survey. The survey results indicated a large decline in positive support for TEM compared with the findings of an earlier study. Other results from the current survey indicated a variable uptake of TEM principles and differing opinions as to its effectiveness, suggesting further study should be conducted in respect of TEM as an important safety initiative within Australian general aviation.

Excess weight in regular aviation pilots associated with work and sleep characteristics

ObjectiveTo identify the prevalence and associated factors of overweight and obesity in Brazilian commercial airline pilots.MethodsAn observational, cross-sectional study involving 1198 Brazilian commercial airline pilots with a sampling power >80% (ß=20%) and confidence level of 95% (α=5%) was carried out. The pilots completed an on-line questionnaire collecting data on sociodemographics, work, health, lifestyle and sleep. Poisson regression, with robust variance (stepwise forward technique), was employed to analyze the factors associated with excess weight (overweight and obesity). The models were adjusted for the variables age, marital status and education. The data were analyzed using the STATA 12.0 program. ResultsThe prevalence of overweight among the pilots was 53.7% and of obesity was 14.6%. The probability of being overweight was highest among pilots working night shifts for 6–10 years and that had difficulty relaxing after work, where perceived morningness was a protective factor. Risk factors for obesity included working night-shifts for 6–10 years, having difficulty relaxing after work, sleeping <6h on days off, having other diagnosed diseases, and practicing <150min/week of physical exercise. ConclusionIt was concluded that the prevalence of overweight and obesity among the commercial airline pilots was high and represents a public health problem in this population. Excess weight was associated with time working night-shifts, difficulty relaxing after work, inadequate sleep on days off, having other chronic diseases, and physical inactivity. In this context, nutritional status can be regarded as the result of dynamic and complex interactions promoted by occupational, sleep and health factors.

Aviation Human Factors Related Industry News

Aviation Human Factors Related Industry News

An Exploratory Evaluation of General Aviation Pilot Performance and Preferences Using Synthetic Vision Displays for Approaches and Missed Approaches in Flat and Challenging Terrain

Eight instrument-rated General Aviation pilots completed CAT I SA approaches to Oklahoma City (KOKC) and localizer approaches to Aspen (KASE), the latter with missed approaches. Approaches to KOKC were conducted in two levels of runway visual range (RVR) with two decision heights (DH) using a head-up or head-down display with Synthetic Vision (SV) imagery. The lower DH led to significantly more completed approaches while the higher DH regularly caused pilots to execute missed approaches. RVR was not a significant factor for those values examined. Although SV was expected to be more beneficial for missed approaches in mountainous terrain (KASE) than for initial approaches, terrain clearance achieved was not influenced by display format. Cross-track and glide-slope root-mean-square error for the approaches to KOKC did not differ reliably between display conditions. Pilots uniformly believed they could successfully and comfortably complete approaches in lower visibilities if SV equipped as compared with other displays.

Eustachian tube evaluation in aviators.

The aim of the study is to evaluate the Eustachian tube functionality in a group of aviators to underline a subclinical dysfunction and the related risk of ear fullness or barotitis. Hypobaric chamber allows to simulate the pressure variation of the flight. This prospective study enrolled 42 aviation pilots, members of the Italian Air Force, to whom were evaluated Eustachian tube functionality by Tubomanometry, patients subjective assessments concerning feasibility of Valsalva's and Toynbee's clinical symptoms, tympanometry, and objective Valsalva before and after exposure to hypobaric chamber. The new Eustachian tube score (ETS-7) was also calculated for each pilot before and after exposure to hypobaric chamber. Results of our examination showed that: before chamber exposition, in 92.8% of pilots, an ETS-7 of eight or more was found bilaterally. In three (7.2%) cases, a unilateral ETS-7≤7 was found and two of those had a positive history. After undergoing the hypobaric chamber session, the evaluation of ETS-7 showed only 19% of pilots with an ETD score ≤7, in particular three bilateral and five unilateral cases. Three of those pilots were clinically positive: two airmen reported persistent fullness, while the other one had a barotitis. Therefore, the combined use of TMM and ETS-7 before and after hypobaric chamber exposure appears to be a reliable method for assessing the functional capacity of the Eustachian tube in aviators, the stressful effect of flight on it, to exclude subjects at increased risk of ear pain, fullness, or barotrauma.

Portable Weather Applications for General Aviation Pilots.

The objective of this study was to examine the potential benefits and impact on pilot behavior from the use of portable weather applications. Seventy general aviation (GA) pilots participated in the study. Each pilot was randomly assigned to an experimental or a control group and flew a simulated single-engine GA aircraft, initially under visual meteorological conditions (VMC). The experimental group was equipped with a portable weather application during flight. We recorded measures for weather situation awareness (WSA), decision making, cognitive engagement, and distance from the aircraft to hazardous weather. We found positive effects from the use of the portable weather application, with an increased WSA for the experimental group, which resulted in credibly larger route deviations and credibly greater distances to hazardous weather (≥30 dBZ cells) compared with the control group. Nevertheless, both groups flew less than 20 statute miles from hazardous weather cells, thus failing to follow current weather-avoidance guidelines. We also found a credibly higher cognitive engagement (prefrontal oxygenation levels) for the experimental group, possibly reflecting increased flight planning and decision making on the part of the pilots. Overall, the study outcome supports our hypothesis that portable weather displays can be used without degrading pilot performance on safety-related flight tasks, actions, and decisions as measured within the constraints of the present study. However, it also shows that an increased WSA does not automatically translate to enhanced flight behavior. The study outcome contributes to our knowledge of the effect of portable weather applications on pilot behavior and decision making.

Is there a role for the use of aviation assessment instruments in surgical training preparation? A feasibility study

BackgroundSelection for surgical residency programmes could potentially be improved through pretraining preparation, after assessment of surgical candidates' sensorimotor skills and personality traits. Existing aviation pilot selection instruments are available to...

Aeronautical Information Service–General Aviation Pilots interface in digital era

Modern technologies and portable devices are part of our everyday lives almost two decades. This article describes how Aeronautical Information Service providers in Central Europe utilize modern technologies in the communication interface with general aviation pilots.

Current NEXRAD Cannot Reliably Enable Safe Flight Around Heavy Weather

ABSTRACTObjective: We wished to assess whether current-generation in-cockpit looping Next-Generation Radar (NEXRAD) can reliably enable safe flight around severe (“heavy”) convective weather.Background: Numerous studies suggest that estimating the closest point of approach (CPA) to heavy weather is difficult, and that current in-cockpit NEXRAD may be intrinsically inadequate for the task.Method: To investigate theoretically, we first examined the visual information present in looping NEXRAD. This predicted inherent task difficulty. Next, to investigate empirically, we developed a mathematical model of an “ideal storm,” generated a looping NEXRAD-type part-task simulation, and tested 21 general aviation (GA) pilots to measure effects of weather system depth (19 vs. 40 nm), and the opening and closing of gaps at various closure rates between cells (14, 7, 0, 7, 14 kt).Results: For the values tested, weather system depth had no significant effect on clearance from heavy weather (>40 dBZ reflectivity). However, weather movement greatly degraded safety. Moreover, it did not seem to matter if movement was as slow as 7 kt, nor whether gaps were opening or closing. Any weather movement made an already difficult task more so.Conclusion: Analysis suggests the necessity of adding future-predicted weather plus a range ring. Without these two key elements, judgment of CPA will clearly remain difficult. Training is also necessary to improve performance, but is unlikely to be sufficient.

Manual Control Adaptation to Changing Vehicle Dynamics in Roll–Pitch Control Tasks

This paper investigates how pilot control behavior adapts to time-varying vehicle dynamics in a roll–pitch control task. Nine general aviation pilots performed eight experimental conditions in which the axis containing the time-varying controlled dynamics and the rate of change of the dynamics varied. To characterize time-varying human control behavior, a maximum likelihood estimation procedure was used to estimate the parameters of a pilot model with time-dependent sigmoid functions. Pilot control behavior in both axes was significantly affected by the time-varying controlled dynamics in roll and pitch and by the rate of change of the dynamics. Control behavior was mainly affected in the axis containing the time-varying controlled dynamics. However, control behavior in the axis not containing the time-varying dynamics was also affected, indicating cross coupling in human perception and control processes between roll and pitch. The maximum likelihood estimation method provided accurate parameter estimations when applied to a pilot model with time-dependent sigmoid functions. The parameters defining pilots’ equalization dynamics after the transition in controlled dynamics and the maximum rate of change of the equalization dynamics had the lowest estimation accuracy.

Situation Awareness Training for General Aviation Pilots using Eye Tracking

Abstract: Numerous studies in high-risk work settings reveal the great amount of human related causes in accident and incidents occurrences (e.g., Flin, 2008; Helmreich, 2000; Reason, 1990). Moreover, Endsley (1999) points out that about 88% of all accident causes can be traced back to situation awareness (L1 perception [76.3%], L2 comprehension [20.3%], and L3 anticipation [3.4%]). As there is no common and standardized training content on scanning behavior and situation awareness in today’s flight school education in Switzerland, an effective training concept is necessary a) to support pilots in achieving and maintaining appropriate scanning skills; b) to develop personal mechanisms in handling situation awareness and c) to regain situation awareness after an unexpected event (e.g., LOC-I). The following paper aims at demonstrating a new training design for general aviation pilots. The training involves theoretical information about scanning techniques and situation awareness and is combined with practical exercises - either in a flight simulator or in real flight sessions. During the practical training session, the pilot wears an eye tracking device, which provides the flight instructor (trainer) with immediate information on the pilot’s scanning patterns and state of situation awareness.

虚拟现实技术应用于民航飞行员EAP项目的前瞻研究

问题：本文在应用心理学工作团队在为民航飞行员群体的员工帮助计划(EAP)实施过程中，面临工作团队专业水准的质疑、服务项目内在品质和服务工作时间方式等方面的挑战。方法：文献法，结合心理访谈技术。结论：本文深度关注和借鉴虚拟现实技术(VR技术)的应用研究进展，提出了将VR技术应用于民航EAP领域的应用构想——以VR技术全面打造、提升和优化民航飞行员群体的员工帮助计划(EAP)，并提供了可行性论证。 Problem: The applied psychology work team is confronted with skepticism of professional standard and the challenge from internal quality of service projects, as well as the arrangement of the service, during the Implementation of Employee Assistance Program (EAP) for civil aviation pilots. Methods: Literature review, combined with psychological interview technique. Conclusion: Through close attention and borrowing the research progress in the application of Virtual Reality (VR) technology, the authors put forward the idea of applying VR technology to the civil aviation EAP field, that is, to comprehensively make and improve the EAP for civil aviation pilots based on VR technology. The feasibility is also provided.

Hemodynamic indicators varying in different flight phases in hypertensive pilots of the Arctic transport aviation

The goal of the study was to investigate the dynamics of in-flight blood pressure (BP) and heart rate (HR) among pilots of the Arctic transport aviation suffering from essential hypertension (EH). A cohort of 30 pilots fulfilling flights over the Far North regions participated in these investigations. The subjects were divided into two groups: patients with EH and subjects with cardiovascular risk (CVR) factors but without manifestations of cardiovascular diseases (CVDs). Our examination included the diagnosis of CVR factors, electrocardiography, cycle ergometry, echocardiography, 24-h BP and HR monitoring, and in-flight BP and HR monitoring. As a result, maximum BP and HR values were higher in hypertensive pilots than in the control subjects. The maximum systolic BP (SBP) at takeoff was 202 mmHg in the first group versus 179 mmHg in the control group. The highest HR at takeoff was also recorded in the first group (164 beats/min versus 127 beats/min in the control). The maximum SBP and HR recorded at the landing in pilots of the first group were 253 mmHg and 150 beats/min, while the respective values in the second group were 163 mmHg and 141 beats/min. Thus, pilots with EH withstand the highest hemodynamic loads during flights in harsh weather conditions of Far North and can be permitted to operate airships in the presence of adequately controlled arterial hypertension.

Training General Aviation Pilots for Convective Weather Situations.

Over the past 10-15 yr, considerable research has occurred for the development, testing, and fielding of real-time Datalink weather products for general aviation (GA) pilots to use before and during flight. As is the case with the implementation of most new technologies, work is needed to ensure that the users (in this case, the pilots) understand both the capabilities and limitations of the new technologies as well as how to use the new systems to improve their task performance. The purpose of this study was to replicate and extend a previous study on training pilots how and when to use these new weather technologies. This field study used a quasi-experimental design (pre- vs. post-test with a control group). There were 91 GA pilots from the Midwest, Northeastern, and Southeastern United States who participated in a 2-h short course or a control activity. The lecture-based short course covered radar basics, Next Generation Weather Radar (NEXRAD), NEXRAD specifics/limitations, thunderstorm basics, radar products, and decision making. The pilots who participated in the course earned higher knowledge test scores, improved at applying the concepts in paper-based flight scenarios, had higher self-efficacy in post-training assessments as compared to pre-training assessments, and also performed better than did control subjects on post-test knowledge and skills assessments. GA pilots lack knowledge about real-time Datalink weather technology. This study indicates that a relatively short training program was effective for fostering Datalink weather-related knowledge and skills in GA pilots.

Weather display symbology affects pilot behavior and decision-making

ObjectiveTo examine the basic discriminability of weather display symbols and to assess the effects of weather display symbology on pilot behavior and decision-making. MethodDuring a cockpit simulation, 24 instrument-rated general aviation (GA) pilots were randomly allocated to one of three simulation groups. Pilots flew a Cessna 172 single-engine GA aircraft under Visual Meteorological Conditions (VMC) and Instrument Meteorological Conditions (IMC) while avoiding hazardous weather. We manipulated the weather display so that each pilot group used a different weather symbology (i.e., symbols and colors). We measured dependent variables for weather avoidance, communication, weather display usage, and cognitive engagement (i.e., oxygenation from Functional Near-Infrared [fNIR] measures). During a change-detection experiment, 20 naïve participants performed a detection task of changes in Aviation Routine Weather Reports (METARs), precipitation, Significant Meteorological Information (SIGMET), lightning, and time-stamp images. ResultsThe simulation outcome showed credible pilot group differences in weather deviations, cognitive engagement, and weather display usage. The change-detection experiment revealed credible differences in discriminability of METAR, SIGMET, and lightning symbols. ConclusionSymbol and color variations in weather displays contribute to perceptual asymmetries which affect pilot behavior and decision-making. We recommend the development of cockpit applications that use weather data to automatically track hazardous conditions and alert the pilot of potential weather conflicts or weather changes.