Pilot Certification Research Articles

Accident Rates, Phase of Operations, and Injury Severity for Solo Students in Pursuit of Private Pilot Certification (1994–2013)

Accident Rates, Phase of Operations, and Injury Severity for Solo Students in Pursuit of Private Pilot Certification (1994–2013)

PULSE Pilot Certification Results.

The pilot certification process is an ambitious, nationwide endeavor designed to motivate important changes in life sciences education that are in line with the recommendations of the 2011 Vision and Change Report: A Call to Action (American Association for the Advancement of Science [AAAS], 2011). It is the goal of the certification process to acknowledge departments that have progressed towards full implementation of the tenets of Vision and Change and to motivate departments that have not begun to adopt the recommendations to consider doing so. More than 70 life science departments applied to be part of the pilot certification process, funded by a National Science Foundation grant, and eight were selected based on initial evidence of transformed and innovative educational practices. The programs chosen represent a wide variety of schools, including two-year colleges, liberal-arts institutions, regional comprehensive colleges, research universities and minority serving institutions. Outcomes from this pilot were released June 1, 2015 (www.pulsecommunity.org), with all eight programs being recognized as having progressed along a continuum of change. Five levels of achievement were defined as PULSE Pilot Progression Levels. Of the eight departments in the pilot, one achieved “PULSE Progression Level III: Accomplished”. Six departments achieved “PULSE Progression Level II: Developing” and one pilot department achieved “PULSE Progression Level I: Beginning”. All of the schools have made significant movement towards the recommendations of Vision and Change relative to a traditional life sciences curriculum. Overall, the response from the eight pilot schools has been positive.

The Aeromedical Implications of Parkinson’s Disease

Parkinson's disease is a progressive neurodegenerative disorder which is encountered in the pilot population and has clinical features that can impact on the flying role. This retrospective study reviewed the United Kingdom Civil Aviation Authority (UK CAA) experience of Parkinson's disease. The aeromedical implications of the condition are discussed and the UK CAA policy for the certificatory assessment of pilots with Parkinson's disease is described. A search of the UK CAA medical records database from 1990 to 2015 identified 34 pilots with a diagnosis of Parkinson's disease. Data was extracted for the class of medical certificate, time from first symptoms to diagnosis, age at diagnosis, the time from diagnosis to loss of certification and the reasons for loss of certification. Of 15 professional (Class 1) and 19 private (Class 2) pilots, the mean time from onset of symptoms to diagnosis was 36 and 19 mo, respectively. The mean ages at diagnosis were 55 and 59 yr, respectively. The mean interval from diagnosis to loss of certification was 21 (0-93) and 37 (0-84) mo, respectively. The reasons for loss of certification are considered. In the UK, pilots diagnosed with Parkinson's disease may be granted medical certification depending on their functional ability and the side effect profile of medication. The aeromedical implications of Parkinson's disease and the UK CAA policy for the certification of pilots with Parkinson's disease are discussed.

Should Charity Air Medical Organizations Require Commercial Certification of Their Pilots?

ObjectiveFixed wing medical transportation crashes operating under 14 CFR Part 91 show higher fatal outcomes than nonmedical Part 91 flights. Advanced certification may translate into increased safety, yet we know of no charity air medical transportation requiring such certification. Herein, in a retrospective study, we determined whether commercial certification is associated with a reduced fatality rate compared with the less stringent private pilot certificate and accident causes. MethodsThe National Transportation Safety Board accident database was queried for fatal accidents in single-engine aircraft occurring between 2002 and 2012. Poisson and proportion tests were used in statistical analyses. ResultsFor the period spanning 2002-2012, commercial pilots showed a lower fatality rate. Under visual meteorologic conditions, aerodynamic stall was a frequent cause for fatal accidents affecting both airman cohorts equally. For operations in instrument meteorologic conditions, fatal accidents were most commonly attributed to instrument approach deficiency and spatial disorientation. At night, failure to maintain obstacle/terrain clearance was the most prevalent cause of fatal crashes. ConclusionOur data suggest that charity air medical transportation organizations should encourage their pilots to acquire commercial certification. Furthermore, our study indicates areas in which general aviation training/currency should be directed to reduce fatal accidents.

The Effects of Aircraft Certification Rules on General Aviation Accidents

The purpose of this study was to analyze the frequency of general aviation (GA) airplane accidents and accident rates on the basis of aircraft certification to determine whether or not differences in aircraft certification rules had an influence on accidents. In addition, the narrative cause descriptions contained within the accident reports were analyzed to determine whether there were differences in the qualitative data for the different certification categories. The certification categories examined were: Federal Aviation Regulations Part 23 (Part 23), Civil Air Regulations 3 (CAR 3), Light Sport Aircraft (LSA), and Experimental-Amateur Built (E-AB). The accident causes examined were those classified as: Loss of Control (LOC), Controlled Flight into Terrain (CFIT), Engine Failure, and Structural Failure. Airworthiness certification categories represent a wide diversity of government oversight. Part 23 rules have evolved from the initial set of simpler design standards and have progressed into a comprehensive and strict set of rules to address the safety issues of the more complex airplanes within the category. E-AB airplanes have the least amount of government oversight and are the fastest-growing segment. The LSA category is a more recent certification category that utilizes consensus standards in the approval process. CAR 3 airplanes were designed and manufactured under simpler rules, but modifying these airplanes has become lengthy and expensive. The study was conducted using a mixed-methods methodology. A Chi-Square test was used for a quantitative analysis of the accident frequency among aircraft certification categories. Accident rate analysis of the accidents among aircraft certification categories involved an This article is based on the Doctoral Dissertation of Carolina L. Anderson, submitted to the Department of Doctoral Studies in partial fulfillment of the requirements for the degree of Doctor of Philosophy at Embry-Riddle Aeronautical University. About the Author Carolina Anderson earned her PhD in aviation from Embry-Riddle Aeronautical University in December of 2013. The title of her dissertation was The Effects of Aircraft Certification Rules on General Aviation Accidents. Dr. Anderson holds an MBA from Embry-Riddle Aeronautical University (2002) and a BS in mechanical engineering from Los Andes University in Bogota, Colombia (1998). In addition, she holds the following professional certifications: Airline Transport Pilot Certificate; Certified Flight Instructor; Glider, Instrument and Multi-engine Ratings; Check Pilot and Training Center Evaluator (2004–2011) (Federal Aviation Administration). Dr. Anderson is an assistant professor of aeronautical science in the College of Aviation at Embry-Riddle Aeronautical University (ERAU; 2011 to present). Prior to joining the faculty at ERAU, she served as Training Manager for the Flight Department at ERAU, Standards Check-Pilot and Flight Instructor (2000–2011). Over the last five years, Dr. Anderson has been involved in numerous research projects, including the flight testing of biofuels for general aviation, the development and instruction of an Upset Recovery Training Course for FAA inspectors, the development and acquisition of flight test data for Level 6 Flight Training Devices (FTDs), as well as various projects for the FAA Center of Excellence for General Aviation Research (CGAR). Dr. Anderson participated in the Part 23 Aviation Rulemaking Committee and she is currently the vice chairman of the Industry Liaison Sub-Committee of the ASTM General Aviation Chapter (F44). Correspondence concerning this article should be sent to lenzc@erau.edu. Journal of Aviation Technology and Engineering 4:2 (2015) 32–48 http://dx.doi.org/10.7771/2159-6670.1104 analysis of covariance (ANCOVA) test. The qualitative component involved the use of text mining techniques for the analysis of the narrative cause descriptions contained within the accident reports. The Chi-Square test indicated that there was no significant difference in the number of accidents among the different certification categories when either CFIT or Structural Failure was listed as cause. However, there was a significant difference in the frequency of accidents with regard to LOC and Engine Failure accidents. The results of the ANCOVA test indicated that there was no significant difference in the accident rate with regard to LOC, CFIT, or Structural Failure accidents. There was, however, a significant difference in Engine Failure accidents between E-AB and the other categories. The text mining analysis of the narrative causes of LOC accidents indicated that only the CAR 3 category airplanes had clusters of words associated with visual flight into instrument meteorological conditions. CAR 3 airplanes were designed and manufactured prior to the 1960s, and in most cases have not been retrofitted to take advantage of newer technologies that could help prevent LOC accidents. The study indicated that GA aircraft certification rules do not have a statistically significant effect on aircraft accidents except for LOC and Engine Failure. According to the literature, government oversight could have become an obstacle in the implementation of safetyenhancing equipment that could reduce LOC accidents. Oversight should focus on ensuring that E-AB aircraft owners perform a functional test that could prevent some of the Engine Failure accidents.

A Comparison of Marine Pilots' Planning and Manoeuvring Skills: Uncovering Mental Models to Assess Shiphandling and Explore Expertise

This paper introduces an assessment methodology that can underpin the objective measurement of shiphandling skills and permit comparative analysis of manoeuvring plans against their execution in a full mission bridge simulator. It was hypothesised that expert shiphandlers would have shown a strong consistency between the initial plan provided and the following execution. Ten marine pilots participated in the study. Their performance was evaluated across several variables using data gathered during the planning and objective measurements completed during the execution on a simulator. A significant capability to match execution against the plan was evidenced by the group of pilots. The mathematical analysis proposed represents an objective approach that can assure a valid and reliable assessment when applied across different contexts and needs such as: selection, training and certification of pilots, port development, optimisation of bridge procedures and improvement of equipment design.

Comparative Analysis of Accident and Non-Accident Pilots

The purpose of this study was to investigate potential differences between two pilot groups; the first was a sample of individuals who have not been involved in an accident and the second was a sample of pilots from the National Transportation Safety Board (NTSB) accident database. Factors investigated included flight time, pilot flight review status, pilot certification, employment as a professional pilot, gender, and age. This study was guided by the exigent literature on aviation accidents with a primary focus on general aviation pilot accident attributes. Non-accident pilot participation was solicited through various aviation-related websites and a total of 1,829 usable cases were collected. From the NTSB database, 19,821 cases were deemed to have all of the necessary variables for analysis. Mann- Whitney U tests found significant differences in age (U = 9377426.5, p < 0.001, r = 0.233) and flight time (U = 5501468.5, p < 0.001, r = 0.356). Logistic regression was then calculated to provide improved understanding of how the variables may be used to categorize pilots in accident and non-accident groupings. The model showed a significant improvement over random assignment (x2 [8] = 4912.89, p < 0.001) and was able to successfully identify 98.9% of accident pilots and 34.9% of non-accident pilots. Significant factors that were identified included that if an individual that was employed as a professional pilot (correlation value = -.388) or as his or her age decreased (correlation value = -.522), he or she is more likely to be within the accident pilot classification. The investigated variables showed some indication of predictive value and shed some insight onto what factors may be associated with accident risk. Suggestions for future research are also included.

Establishment of the Certification System "Gynaecological Dysplasia" in Germany.

Gynaecological cancer centres have been established nationwide in Germany since 2008 according to the certification system of the German Cancer Society (Deutsche Krebsgesellschaft e. V. [DKG]) and the German Society for Gynaecology and Obstetrics (Deutsche Gesellschaft für Gynäkologie und Geburtshilfe e. V. [DGGG]). However, patient access to the certified gynaecological cancer centres is currently only possible through direct referrals. A longitudinal structure with the corresponding long-term documentation of both the high-grade precursors as well as the cancers does not exist as yet. According to the aims of the National Cancer Plan, a corresponding structure for the cancer entity "cervix carcinoma" should be established. The foundations for such a structure are appropriate diagnostic units that are responsible, after nationwide screening, for clarification according to guideline-conform principles. On the basis of the vote of the certification commission for gynaecological cancer centres under the chairmanship of the DKG, the Working Group for Gynaecological Oncology (Arbeitsgemeinschaft Gynäkologische Onkologie e. V. [AGO]), the Committee on Cervical Pathology and Colposcopy (Arbeitsgemeinschaft Zervixpathologie & Kolposkopie [AG-CPC]) and the DGGG the certification system for gynaecological dysplasia has been established. As a general principle, a distinction is made between the certification of a consulting practice for gynaecological dysplasia and a gynaecological dysplasia facility in order to integrate both outpatient and inpatient health-care facilities into the certification system. In analogy to the further catalogue of requirements from the DKG, quantitative and qualitative minimum numbers are demanded. Furthermore, the requirements of the certification process include a summary of patient information, the applied guidelines, continuing and further training, interdisciplinary cooperation in tumour boards, contents or, respectively, procedure descriptions for consulting practices and the trial participations. Central components of the questionnaire are quality indicators that can be used as specific and measurable elements to evaluate the quality of treatment. After successful pilot certification, finalisation of the updated version of the questionnaire and a completed specialist auditor training course for the certification of gynaecological dysplasia, it will be possible to establish a nationwide treatment system for dysplasia within certified structures.

Remotely Piloted Aircraft Systems

For over a decade the human factors of Remotely Piloted Aircraft Systems (RPAS, but also known as Unmanned Aerial Systems-UAS or Unmanned Aerial Vehicles –UAV) has been the continued focus of a community of scientists and engineers. Their efforts have been highlighted in various workshops, conferences and books and range from the design of effective ground control stations to crew coordination, spatial disorientation, supervisory control of multiple vehicles, soda straw views of camera feed, and training and selection. Much progress has been made. But new problems are surfacing of a different, more complex nature. Current pressing issues such as the integration of UAS in the national airspace, training and certification of civilian pilots, or exploitation of sensor data from these platforms and concomitant privacy concerns fall within the scope of the discipline of Human Systems Integration (HSI). This panel will highlight several human systems integrations issues surrounding RPAS and will engage the audience in discussion of those issues.

AltersTraumaZentrum DGU®

Orthopaedic surgeons are faced with a large number of geriatric patients. An ageing society will lead to a significant increase in the number of geriatric patients in orthopaedic trauma units in the future. Due to the significant number of comorbidities an orthogeriatric service seems to be effective during acute care to maintain patients' independency. During the last 2years the orthopaedic and geriatric medical societies in Germany have developed joint criteria for orthopaedic-geriatric trauma centres. These were evaluated and improved during a pilot certification procedure. The German trauma society (DGU) is now starting the certification procedure AltersTraumaZentrum DGU®. Simultaneously a geriatric trauma registery for hip fractures (AltersTraumaRegister DGU®) is being established in Germany. All certified hospitals will have to participate in the registery. This will allow the participants to benchmark their own results with the data from the registery. Because of the identical core data set comparisons with similar international registeries will also be possible.

Causes of fatal accidents for instrument-certified and non-certified private pilots

Instrument certification (IFR) enhances a pilot's skills in precisely controlling the aircraft and requires a higher level of standards in maintaining heading and altitude compared with the less stringent private pilot certificate. However, there have been no prior studies to compare fatal accident causes for airmen with, and without, this rating, The NTSB accident database was queried for general aviation fatal accidents for private pilots with, and without IFR certification. Exact Poisson tests were used to calculate whether two rate parameters were equal (ratio of 1), normalized to the number of IFR-rated pilots and flight hours in the given time period. Proportion tests were used to determine whether there were significant differences in fatal accident causes between IFR-certified and non-certified pilots. A logistic regression for log-odds success was used in determining the trend and effect of age on fatal accident rates.IFR certification was associated with a reduced risk of accidents due to failure to maintain obstacle/terrain clearance and spatial disorientation for day and night operations respectively. In contrast, the likelihood of fatal accident due to equipment malfunction during day operations was higher for IFR-certified pilots. The fatal accident rate decreased over the last decade for IFR-certified but not for non-IFR-certified private pilots. However, the overall accident rate for IFR-certified private pilots was more than double that of the cohort lacking this certification. Finally, we found a trend for an increased fatality rate with advancing age for both group of pilots.Our findings informs on where training and/or technology should be focused. Both training for aerodynamic stalls, which causes over a quarter of all fatal accidents, should be intensified for both IFR-certified and non-certified private pilots. Similarly, adherence to minimum safe altitudes for both groups of pilots should be encouraged toward reducing the fatal accidents rate due to failure to maintain obstacle/terrain clearance. For night operations, the high percentage of accidents due to spatial disorientation for non-IFR certified airmen suggests that additional training be required for such operations or such flights carry restrictions for this subset of pilots.

Considering Regulation of Small Unmanned Aerial Systems in the United States

The regulation of small unmanned aerial systems, in the United States, currently consists of a narrowly defined exemption for hobbyists and a general ban, without special authorization, for all commercial and most other activities. Recent challenges to the FAA's authority to regulate small UAS have raised interesting legal questions. This paper examines the basis for such regulation and proposes a way forward analogous to the use of free balloons and ultralight vehicles. It is proposed that small Unmanned Aerial Vehicles (UAVs) not require registration, pilot certification or licensing. Instead, a regime for limiting harm from their operations through design requirements (to qualify for the registration/certification/licensing exemption) and a code of conduct is proposed. This regime, which would apply to all prospective uses of this class of craft (hobbyist, educational, scientific, commercial, etc.), is presented and evaluated through the consideration of several case studies.

Specialized Aviation Flight Accreditation under Public Law 111-216: Aviation Program Administrators’ Perceptions

Under Public Law 111-216, program integrity and quality assurance of collegiate aviation programs were questioned (Airline Safety and Federal Aviation Administration Extension Act of 2010, 2012). The goal of this study was to update the field of specialized aviation accreditation in the new environment of the Airline Safety and Federal Aviation Administration Extension Act of 2010 and outcomes-based accreditation (Aviation Accreditation Board International, 2013). This is in response to the Sherman (2006) and Prather (2007) studies on why so few of the schools offering aviation-related curricula leading to an associate’s or bachelor’s degree seek specialized accreditation. The purpose of this study was to determine if aviation administrators perceive AABI outcomes as important and how effectively their programs prepared aviation graduates with competences in the accreditation outcomes. Additionally, this study addresses the level of academic studies that program administrators feel can substitute for flight time as outlined in the Notice of Proposed Rulemaking on Public Law 111-216. Administrators perceived AABI Core Outcomes—aircraft characteristics as well as meteorology and environmental issues—to be important and that their program was effectively teaching these competences. Administrators generally agreed that five hundred hours was an appropriate amount of time to credit a graduate of a four-year aviation program seeking a Reduced Airline Transport Pilot certificate, regardless of AABI accreditation status, which is the maximum time reduction for collegiate aviation students under the Reduced Airline Transport Pilot criteria published in 2013.

PULSE Vision &amp; Change Rubrics

PULSE Vision &amp; Change Rubrics

Integrating Unmanned Aircraft Systems into the National Airspace System

This article explores the steps that need to be taken in order to integrate unmanned aircraft systems (UAS) into the U.S. National Airspace System (NAS). The authors first consider the issue of whether or not the unmanned aircraft systems community is open and receptive to recommendations regarding safety. The authors report on an incident from 2006, when a Customs and Border Protection (CBP) MQ-9 Predator B crashed. The National Transportation and Safety Board (NTSB) investigated the accident; the board’s final report included a number of recommendations for improving operations of UASs in the NAS. The authors outline the actions taken by the CBP and General Atomics Aeronautical Systems Incorporated (GA-ASI) in response to the NTSB’s Safety Recommendations following the investigation of the crash. The authors contend that the extent to which the NTSB’s recommendations were incorporated will provide insight into the feasibility of incorporating unmanned aircraft systems into the NAS. The authors conducted a mixed method survey using an internet based distribution and return; of the estimated population of just under 100 possible participants, 39 surveys were used for the analysis (43 respondents but 4 were rejected for incompleteness). Some of the results showed an age range of 39 to 59 years; predominantly white male pilots and sensor operators; Federal Aviation Administration certificated pilots 41.0%, Commercial pilots 43.6%, Air Transport pilots 51.3%, flight instructors 30.8%; and 74.4% with instrument ratings. Nearly half (41%) of the respondents with a pilot certificate had acquired their certificate through military experience. A majority (88%) of the respondents agreed that the UAS community was receptive to NTSB safety recommendations. The authors also discussed factors such as the recording of conversations (to support accident investigations), human factors (notably in operator control interfaces and Ground Control System layouts), the cause and resolution of console lockups, pilot training programs, and the development of safety programs (not necessarily NTSB Safety Recommendations).

The 2012 Pilot Source Study (Phase III): Response to the Pilot Certification and Qualification Requirements for Air Carrier Operations

The 2012 Pilot Source Study (Phase III) was a continuation of the 2010 Pilot Source Study (Smith, Bjerke, NewMyer, Niemczyk & Hamilton, 2010), using the same research design with a new data set containing no duplicate records. University faculty and students assisted seven regional airlines to enter data on 4,024 pilots hired between 2005 and 2011. New-hire pilots’ college and piloting backgrounds defined their input (Source) variables. Training and first year operations data defined the output (Success) variables. Identifying information for pilots and participating airlines was removed from the data sets, and records were combined into a single data set for independent analysis by five researchers. Results were verified by two independent researchers from the University of Central Florida (a non-affiliated university). Results showed considerable consistency between the 2010 Pilot Source Study and the 2012 Pilot Source Study regarding initial pilot training at a regional air carrier. The study found that pilots entering the industry with an aviation-specific college degree, particularly a degree from an AABI-accredited flight program, performed better in initial training than those with no degree or a non-aviation degree. The results also indicated that a pilot’s background, such as having a CFI certificate and obtaining advanced training from a collegiate aviation program, is an indicator of success in training. One important result was that commercial pilots had more completions than pilots with an ATP certificate. On the other hand, total flight hours produced inconclusive results.

Ecolabels for Passenger Transportation: Understanding Motorcoach Company Receptiveness to a Pilot Green Certification Program

ABSTRACT In 2009, an internet survey was administered to members of two motorcoach associations to examine sustainability in the passenger transportation sector in the context of environmental certification. Higher levels of company leader familiarity with green practices, more positive company leader attitudes towards these practices, and more green practices within a company were found among groups of company leaders who indicated a greater willingness to participate in a pilot certification program. Additionally, significant positive correlations were found between company leader familiarity with environmental practices, company leader attitudes towards environmental practices, and the number of environmental practices at companies.

Public Law 111-216: Effects of New Legislation on Collegiate Aviation Flight Training Programs

In response to the Colgan Air Flight 3407 crash, new legislation has been enacted. Among this new legislation is Public Law 111-216 (PL 111-216) that will require newly hired airline pilots to have acquired an Airline Transport Pilot (ATP) Certificate. This new requirement will affect aspiring pilots and training institutions. Collegiate flight training institutions have been particularly concerned with the implementation of PL 111-216. To explore the potential effects of this new legislation and the perceptions of the survey respondents, this study surveyed collegiate flight training institutions. Results indicate collegiate aviation training institution respondents concerned that as a result of PL 111-216, programmatic and training costs will increase, recruitment and retention of student pilots will be adversely affected, and overall, the law will be detrimental to collegiate aviation flight training programs.

Predictive Power of English Testing: Training International Flight Students

Due to the impending pilot shortage in Asian countries many prospective students are being sent to the United States to receive their initial flight training. The purpose of this study was to determine if Chinese students entering an American flight program with higher English testing scores are more successful in completing their private pilot certification. A sample size of 141 Chinese students was used for this study. T-test analyses was conducted to determine if students who had higher English scores were more successful in completing private pilot training. Significant relationships were found between oral scores, Versant scores and private pilot completion. Multiple regression was used to determine if a relationship existed between a student's English score and his or her academic and flight performance. Significant relationships were found between the student's English screening scores, academic grades, and flight performance.

An Italian pilot project for zero energy buildings: Towards a quality-driven approach

In a building market oriented toward ever greater energy efficiency, the improvement of European Directive 31 at the national and regional levels accelerates Europe's transition to near zero and zero energy buildings. Because the directive's rules and definitions are still subject to discussion and debate at the international level, the implementation and the monitoring of pilot experiments can provide useful information to manage the complexity inherent in this new generation of buildings.This paper, by starting out with an examination of state of the art near zero- and zero energy buildings, describes a pilot certification scheme promoted by the Province of Milan (Italy) and implemented in Italy in collaboration with the local builders association. A case study of the application of this new procedure, which uses a quality-driven approach, is then described and discussed. The certification process proposed highlights the fundamental role of contribution of renewable energy sources in achieving high performance standard of zero energy buildings.