Controlled Flight Into Research Articles

Human Mirror Neuron System Based Alarms in the Cockpit: A Neuroergonomic Evaluation.

Controlled Flight Into Terrain (CFIT) events still remain among the deadliest accidents in aviation. When facing the possible occurrence of such an event, pilots have to immediately react to the ground proximity alarm ("Pull Up" alarm) in order to avoid the impending collision. However, the pilots' reaction to this alarm is not always optimal. This may be at least partly due to the low visual saliency of the current alarm and the deleterious effects of stress that alleviate the pilot's reactions. In the present study, two experiments (in a laboratory and in a flight simulator) were conducted to (1)investigate whether hand gesture videos (a hand pulling back the sidestick) can trigger brainwave frequencies related to the mirror neuron system; (2)determine whether enhancing the visual characteristics of the "Pull Up" alarm could improve pilots' response times. Electrophysiological results suggest that hand gesture videos attracted more participants' attention (greater alpha desynchronization in the parieto-occipital area) and possibly triggered greater activity of the mirror neuron system (greater mu and beta desynchronizations at central electrodes). Results obtained in theflight simulator revealed that enhancing the visual characteristics of the original "Pull Up" alarm improved the pilots' reaction times. However, no significant difference in reaction times between an enlarged "Pull Up" inscription and the hand gesture video was found. Further work is needed to determine whether mirror neuron system based alarms could bring benefits for flight safety, in particular, these alarms should be assessed during a high stress context.

A fuzzy inference approach to analysis of LPV-200 procedures influence on air traffic safety

Introducing new technical and organizational solutions in air transport requires demonstrating that the level of safety will not be reduced. The LPV-200 (Localizer Performance with Vertical Guidance) approach for landing procedures represent a great opportunity for development of small, poorly equipped airports, as they permit precise landing without costly investment in the ILS (Instrument Landing System). The aim of this paper is to assess the effects of the introduction of LPV-200 procedures for air traffic safety which was determined by the probability of a CFIT (Controlled Flight Into Terrain) accident – PoC. Factors affecting PoC are of a diverse nature, some of which are subjective and cannot be expressed precisely. Therefore, PoC assessment uses fuzzy logic methods, and more specifically hierarchical fuzzy inference systems, with a knowledge base obtained from experts. As a result of simulation experiments, PoC was determined for airports with various levels of navigational equipment. It was also found that the introduction of LPV-200 procedures allows the reduction of PoC, with the highest effect being achieved for the least equipped airports. Also, in the event of failure of the main approach assistance system ILS, the use of LPV-200 procedures allows maintaining PoC at the same or close to the basic value level. The results of our research indicate that the introduction of LPV-200 procedures is clearly positive for the commercial use of small, less equipped aerodromes. We have shown that thanks to employing LPV-200 procedures it is possible to keep the PoC at a level similar to typical commercial airports.

An analysis of human factors in fifty controlled flight into terrain aviation accidents from 2007 to 2017

Introduction: Controlled Flight Into Terrain (CFIT) account for a considerable amount of fatalities when compared to other accident categories. Human factors are deemed significant contributory causes in these accidents. This paper aims to identify the human factors involved with aviation accidents that resulted in CFIT. Method: The study used the Human Factors Analysis and Classification System (HFACS) framework to determine the factors involved in 50 CFIT accidents from 24 counties over a 10 year period, i.e. 2007–2017. Interviews with five senior aviation safety experts were used to provide a better comprehension of the human factors affecting the flight safety. Results: The study identified 1289 individual causal and contributory human factors with unsafe actions and preconditions for unsafe actions being the main subcategories of the accidents. The study found that CFIT occur across a range of pilot experience and 44% of accidents occurred in cruise flight. Distraction, complacency and fatigue are all elements that flight crews may experience as contributors to CFIT during cruising. Conclusions: Human factors represent a major component of CFIT accidents. The analysis revealed a similar pattern of contributory and causal human factors across the various flight categories, with some noteworthy isolated variations. The prevalent factors were decision and skill-based errors along with communication, coordination and planning issues. Practical applications: Provision of specific CFIT awareness, pilot training focusing on improved decision-making and revision of basic flight skills, development of specific Global Positioning System routes for transiting high terrain areas are necessary to prevent CFIT accidents. Installation of Terrain Avoidance and Warning System and Ground Proximity Warning System and appropriate equipment training, specific CFIT Crew Resource Management training and improvement of organizational knowledge on the elements involved in CFIT are also recommended.

Aviation Human Factors Related Industry News

Aviation Human Factors Related Industry News

Giving A Hand To Pilots With Animated Alarms Based On Mirror System Functioning

Controlled Flight Into Terrain (CFIT) accidents are among the most frequent and deadly accidents in aviation (IATA, 2016). Pilots have sometimes only a few seconds to react to the ‘Pull-Up’ alarm that indicates an imminent collision with the ground. The auditory modality of the alarm can generate stress, which can disrupt cognitive processes (Porcelli et al., 2008) and negatively impact the ability to take timely and appropriate actions (Scholz et al., 2009). While in general humans are less sensitive to auditory stimuli than to visual stimuli (Mrugalska et al. 2016), the auditory component of the ‘Pull-Up’ alarm is loud and prominent whereas its visual component is more discreet (i.e., small text). Consequently, a first step to enhance the efficiency of this alarm would be to increase the conspicuity of its visual component by enlarging the ‘Pull-Up’ text size and to increase its salience by displacing it from the artificial horizon to the bottom of the Primary Flight Display (PFD). However, enlarging the inscription may not be sufficient to cope with the loss of cognitive performance due to stress (BEA, 2009). Previous researched found that watching an action activates premotor cortex and pre-initiates the gesture imitation through the mirror neuron system (Ocampo & Kritikos, 2011). Therefore, presenting a video of the gesture to perform (i.e., a hand pulling the sidestick), in case of imminent impact with the ground, should pre-activate the motor reaction to the alarm and then improve the pilots’ performance in terms of reaction time. The present experiment aimed at assessing whether these ‘Pull-Up’ video better performance than more conventional ‘Pull-Up’ alarms. Both behavioral and electroencephalographic (EEG) results were used to assess the best alarm design.

Research on Controlled Flight Into Terrain Risk Analysis Based on Bow-tie Model and WQAR Data

Controlled flight into the terrain (CFIT) is the main types of civil aircraft accidents. In this paper, we bulid the risk model for CFIT event, which is based on Bow-tie analysis model. At the same time, we calculated and verified this model by using China civil aviation flight quality monitoring station’s A320 fleets of flight data, and analyzed the results based on the time dimension and China's domestic airport dimension, finally achieved the warning function of CFIT event risk.

복행실패로 발생한 CFIT사고의 공통요인 및 외항사 복행게이트 운영 실태에 대한 연구 (한국 대표적 CFIT사고의 TEM 분석을 중심으로)

There have been CFIT(Controlled Flight Into Terrain) accidents that can be prevented if the crew executed go-around. This study is to analyse the common factors of three typical CFIT accidents of Korea in TEM(threat and error management) frame, and the examples of go-around gate and the countermeasures of eight airlines through the survey facilitating go-around to prevent CFIT. The common factors found in three typical CFIT accidents occurred in Korea or by Korean carriers turned out to be in mountainous terrain, in bad weather while in non-precision approach or circling approach by captain as PF(Pilot Flying) when crew make monitoring errors and communication errors. It also turned out that the crew in all three typical tragic CFIT accidents did not execute go-around in unstabilized approaches. The captains did not respond immediately when first officers advised them to go-around until it is too late. Seven out of eight Airlines answered that they use stabilized approach height as 1,000 feet to be stabilized earlier to have more safety margin by enhancing go-around gate regardless of the weather to prevent CFIT in the survey.

항공기 충돌 회피 경고 알고리듬 연구

항공기 사고 중에서 주요 원인 중 하나인 조종상태 지상충돌(Controlled Flight Into Terrain, CFIT)을 해결하기 위하여 대지 접근 경고 장치(Ground Proximity Warning System, GPWS)를 사용하여 항공기 아랫부분의 지형에 대해서 지형충돌 경고를 출력한다. 이러한 대지 접근 경고 장치도 적시에 경고가 발생하지 않아 많은 문제가 있었다. 본 논문에서는 비행 상태와 지형정보를 이용하여 속도가 빠르고, 고기동을 하는 전투기에 대해서 보다 효율적인 지형/장애물 충돌 회피 경고 알고리듬을 개발하였다. 이 알고리듬에는 조종사의 반응시간을 포함하여 항공기의 지연시간을 고려하였고, 일련의 검증을 통해 실제 탑재 가능한 알고리듬을 제시하였다. CFIT(Controlled Flight Into Terrain) is one of the major causes of aircraft accidents. In order to solve this problem, GPWS(Ground Proximity Warning System) is used to generate terrain collision warning using the distance between the aircraft and the underneath ground. Since the GPWS uses the vertical clearance only, it frequently generates false warnings. In this study, a terrain/obstacle collision avoidance warning algorithm was developed for fast flying and highly maneuvering fighters using the flight status and the geographic information. This algorithm condsiders the overall delay in the aircraft reactive motion including the pilot's reaction time. The paper presents a detailed logic and test methods.

Controlled Flight Into Terrain에 의한 항공기 사고예방 대책에 관한 연구

이 논문의 목적은 항공기 상태가 정상상태에서 공항에 접근 착륙 중 발생한 사고로서 상업용 항공사에서 발생하는 사고를 예방하기위한 지침이 될 수 있는 사고예방 차원에서 중요한 이정표가 될 수 있다. 이 논문의 CFIT 사고의 주요한 분석은 1993년도부터 2002년까지 발생한 사고 중에서 괌사고, 목포사고 및 김해사고를 중점으로 사고원인분석을 실시하였다.CFIT 사고는 운항승무원에 의해서 사고 전에 충분히 인지하지 못하고 있다가 지상 장애물 또는 해면에 충돌하는 사고로 매우 치명적이다. 일반적으로 CFIT 사고는 대부분의 비행 중에 발생할 수 있지만, 보다 많이 발생하는 경우는 착륙중에 발생함으로 더욱 위험하다고 볼 수 있다.이 논문을 통하여 CFIT 사고를 예방하기위하여 운항승무원 교육 및 훈련을 할 필요가 있다고 사료되며 특별히 EGPWS(향상된 지상충돌경고장비)와 같은 장비를 항공기에 장착하기를 추천하며 항공사의 조직문화에 대한 연구가 더욱 요구된다고 판단한다. The purpose of this study was is leading landmark efforts to prevent the major causes of commercial-aviation fatalities about controlled flight into terrain(CFIT) in approach-and-landing accidents. The paper of major analysis for controlled flight into terrain(CFIT) was Guam accident, Mokpo accident and Gimhae accident in commercial transport-aircraft accidents from 1993 through 2002.CFIT occurs when an airworthy aircraft under the control of the flight crew is flown unintentionally into terrain, obstacles or water, usually with no prior awareness by the crew. This type of accident can occur during most phases of flight, but CFIT is more common during the approach-and-landing phase.The paper believed that prevention for CFIT accident was education and training for flying crew and upgrade for equipment such as EGPWS, and need more research for professional organizations of airlines.

Pilots' Situation Awareness in the Glass Cockpit

During some 30 years of experience in the aviation field, the author has flown with variety types of aircraft ranging from primitive one with a single engine to advanced-technology aircraft with a glass-cockpit. Through these experiences in the airlines, the author has investigated safety-related issues of automated glass-cockpit aircraft. In this paper, the author will try to clarify the problems and issues of highly automated aircraft from the viewpoint of pilot's situation awareness during flight operations. Some CFIT (Controlled Flight Into Terrain) accidents of glass-cockpit aircraft would be reviewed to analyze how the pilots lost situation awareness. The countermeasures for preventing situation unawareness would be finally discussed.

Examination of Part 135 Controlled Flight into Terrain Accidents as a Basis for Enhanced Ground Proximity Warning Systems

In 1998 the Federal Aviation Administration (FAA) proposed the installation of Enhanced Ground Proximity Warning devices (EGPWS) in all turbine powered aircraft with six or more passenger seats, operating under Federal Aviation Regulation Part 135, to reduce “Controlled Flight Into Terrain” (CFIT). CFIT accident experience of Part 135 operations has not been evaluated by the FAA. We analyzed all commuter and charter aircraft crashes of this type using NTSB aviation accident data from 1983 to 1998. There were 15 crashes with CFIT criteria. We asked 15 experienced pilots to examine the narratives of the crashes and to estimate the probability that EGPWS would have allowed the crew to avoid these crashes. Based on the ratings, the median probability that Part 135 crashes would be avoided using EGPWS is 58%. Human factors issues associated with EGPWS are discussed.

The Role of Situational Factors and Display Cues on Collision Detection and Avoidance Using a Terrain Enhanced Primary Flight Display

The present research examines situation factors and display cues that contribute to the effectiveness of using a terrain enhanced primary flight display (TE-PFD) for detecting and avoiding potential Controlled Flight Into Terrain (CFIT) accidents. Specifically, the relative importance of the terrain distance, altitude, and presence of an artificial horizon line were investigated. One of the crucial features of the TE-PFD is the inclusion of an artificial horizon line in addition to the natural horizon line provided by the terrain. The present research compared collision detection and avoidance decisions using a TE-PFD both with and without an artificial horizon line. Performance was assessed using the signal detection theory (SDT) parameters of sensitivity and response bias as well as the more traditional analysis of RT. Results indicated that removal of the artificial horizon line not only reduced the perceptual ease in detecting collisions but also altered the decision criterion used to make a collision avoidance response.

Controlled Flight Into Terrain and the enhanced Ground Proximity Warning system

The leading cause of worldwide aviation fatalities comes from inadvertently flying a perfectly operating aircraft into the ground or water. This type of accident is referred to as Controlled Flight Into Terrain (CFIT). Statistics show that introduction of the Ground Proximity Warning System (GPWS) into the scheduled air carrier turbojet fleet has been accompanied by a dramatic drop in the frequency of CFIT accidents. Training aids, videos, checklists, and procedural recommendations have also been produced to aid in CFIT risk reduction. Despite these actions, CFIT worldwide losses continue. Common characteristics of these continued accidents are a lack of installed GPWS or shortcomings of the current GPWS detection algorithms. The Enhanced Ground Proximity Warning Systems have been developed to address these shortcomings, and to provide enhanced situational awareness to the pilots such that CFIT accidents can become a thing of the past.

Ground Proximity Warning System- GPWS

In this article the technical description of the Ground ProximityWaming System (GPWS) is presented in order to considersome of the flying safety factors in commercial aviation,as well as the aspects of interaction between the pilot and thesystem itself during the flight. Since it has been confirmed inpractice that the installation and utilisation of GPWS in aircraftsignificantly reduces the hazards caused by the ControlledFlight Into Ten·ain (CFIT) further development of GPWSequipment presents one of the most important steps in preventingthe ultimate consequences of such aircraft disasters.

Terrain Awareness Using a Terrain Enhanced Primary Flight Display

The present research investigated factors contributing to the effectiveness of using a terrain enhanced primary flight display for detecting and avoiding potential Controlled Flight Into Terrain (CFIT) accidents. Situational factors involve the position of the aircraft with respect to the terrain in vertical separation and two forms of horizontal separation (line-of-sight distance and lateral position). Three levels of pilot experience were also investigated (high-time pilots, low-time pilots, and non-pilots). Participants viewed static scenes on a Primary Flight Display containing conformal perspective terrain information and made decisions regarding the necessary course of action. The selected actions were analyzed using accuracy, accident rate, signal detection theory (SDT) parameters, and response latency. Results indicated that the interaction of simple perceptual factors combine to have a complex effect on performance in terms of perceptual sensitivity and decision making strategy. The application of signal detection theory analysis greatly improved the understanding of performance across the various conditions.

Analysis, Design and Evaluation of a 3D Flight Guidance Display

The analysis of today's accidents focused the work on the avoidance of 'Controlled Flight Into Terrain'. Analysis of safety concepts led to the design of the proposed Synthetic Vision System that will be described in detail. Since most infonnation in the 3D-Displays is contained in a graphical way, it can intuitively be seized by the pilots. Especially in phases of high workload, the highly pre-processed information and its redundant presentation will significantly contribute to flight safety. For evaluation this system was integrated into the DLR test aircraft ATTAS and flown at Frankfurt airport in August 1997.