The role of visual conditions and aircraft type on different aspects of pilot workload

OBJECTIVE

The objective of our work was to assess the impact of flight conditions by aircraft type on the workload estimated using NASA-Task Load Index (NASA-TLX).

BACKGROUND

Learning about subjective workload is important for assessing the impact of a pilot's work environment on their performance in the cockpit. This is an important element of flight safety and includes the prevention of aviation accidents.

METHODS

The study included 146 military pilots that fly the following aircrafts: flying fast-jet (21), fixed-wing (24), and rotary-wing (101). The NASA-TLX questionnaire was used to assess workload and pilots were asked to determine the level of workload resulting from flying under the following conditions: daytime flight (VFR), night-vision flight performed under Night Visual Flight Rules (NVFR), and night-vision flight using night-vision goggles (NVGs).

RESULTS

The highest level of workload was consistently attributed to flights performed under NVG conditions. NVFR conditions were rated as the most burdensome, while VFR conditions were rated as the least burdensome. Fast-jet pilots rated their mental performance and effort workload as significantly higher than pilots of other aircrafts.

CONCLUSION

Pilots' perceived workload is influenced by both flight conditions and the type of aircraft they fly. Workload knowledge is important for flight safety and should be taken into account during training and flight-task planning.

APPLICATION

The results of our study can be useful both in flight training and in work on the effectiveness of the human-machine interface. Awareness of one's own limitations due to the work environment can help improve flight safety.

The Impact of Various Cockpit Display Interfaces on Novice Pilots' Mental Workload and Situational Awareness: A Comparative Study

Future airspace is expected to become more congested with additional in-service cargo and commercial flights. Pilots will face additional burdens in such an environment, given the increasing number of factors that they must simultaneously consider while completing their work activities. Therefore, care and attention must be paid to the mental workload (MWL) experienced by operating pilots. If left unaddressed, a state of mental overload could affect the pilot's ability to complete his or her work activities in a safe and correct manner. This study examines the impact of two different cockpit display interfaces (CDIs), the Steam Gauge panel and the G1000 Glass panel, on novice pilots' MWL and situational awareness (SA) in a flight simulator-based setting. A combination of objective (EEG and HRV) and subjective (NASA-TLX) assessments is used to assess novice pilots' cognitive states during this study. Our results indicate that the gauge design of the CDI affects novice pilots' SA and MWL, with the G1000 Glass panel being more effective in reducing the MWL and improving SA compared with the Steam Gauge panel. The results of this study have implications for the design of future flight deck interfaces and the training of future pilots.

Relationships among barodontalgia prevalence, altitude, stress, dental care frequency, and barodontalgia awareness: a survey of Turkish pilots

Background

Gas expansion in body cavities due to pressure changes at high altitudes can cause barodontalgia. This condition may compromise flight safety.

Aim

To investigate relationships among barodontalgia awareness, dental visit frequency, and barodontalgia prevalence in civilian and military pilots operating at high altitudes.

Materials and Methods

Civilian pilots from Turkish Airlines and military pilots from the Turkish Air Force, flying between November 2022 and January 2023, participated in this study. A 20-question survey was administered to 750 pilots, covering topics such as barodontalgia awareness, dental visit frequency, breaks after dental treatments, in-flight pain, and pain type and severity. The voluntary surveys were distributed by email.

Results

Of the 750 pilots, 526 completed the survey; 61% were aware of barodontalgia, and 81% of pilots who had experienced it reported pain at altitudes <2000 feet. The study revealed higher barodontalgia awareness among pilots who had experienced it, with the highest prevalence among jet pilots. Pilots with barodontalgia also showed a higher frequency of dental visits (p < 0.001). Additionally, this group reported more frequent interruption of flight due to dental treatment (IFDT), more problems experienced in flights after treatment (PFAT), and higher instances of bruxism or teeth clenching during flight, suggesting stress and anxiety (p < 0.05).

Conclusions

Barodontalgia, a type of pain linked to stress, significantly impacts pilot performance, and can threaten flight safety, even at lower altitudes. Thus, there is a need to educate pilots about stress management, barodontalgia awareness, and the importance of regular dental check-ups.

Challenges and support needs in psychological and physical health among pilots: a qualitative study

Introduction

Physical and mental health problems among pilots affect their working state and impact flight safety. Although pilots' physical and mental health problems have become increasingly prominent, their health has not been taken seriously. This study aimed to clarify challenges and support needs related to psychological and physical health among pilots to inform development of a more scientific and comprehensive physical and mental health system for civil aviation pilots.

Methods

This qualitative study recruited pilots from nine civil aviation companies. Focus group interviews via an online conference platform were conducted in August 2022. Colaizzi analysis was used to derive themes from the data and explore pilots' experiences, challenges, and support needs.

Results

The main sub-themes capturing pilots' psychological and physical health challenges were: (1) imbalance between family life and work; (2) pressure from assessment and physical examination eligibility requirements; (3) pressure from worries about being infected with COVID-19; (4) nutrition deficiency during working hours; (5) changes in eating habits because of the COVID-19 pandemic; (6) sleep deprivation; (7) occupational diseases; (8) lack of support from the company in coping with stress; (9) pilots' yearly examination standards; (10) support with sports equipment; (11) respecting planned rest time; and (12) isolation periods.

Discussion

The interviewed pilots experienced major psychological pressure from various sources, and their physical health condition was concerning. We offer several suggestions that could be addressed to improve pilots' physical and mental health. However, more research is needed to compare standard health measures for pilots around the world in order to improve their physical and mental health and contribute to overall aviation safety.

Consensus on the pharmacological treatment of acute stress disorder in Chinese pilots: a Delphi study

BACKGROUND

Appropriate medication is very important for pilots with acute stress disorder. Improper medication can not only affect the physical and mental health of the pilots but can also endanger flight safety. Hence, we aimed to quickly and effectively relieve symptoms and restore cognitive function by forming a consensus of Chinese experts on the pharmacological treatment of acute stress disorder in pilots using the Delphi method.

METHODS

Relevant literature was searched to enumerate the current status of pharmacological treatment of acute stress disorder in pilots, followed by two rounds of expert consultation and discussion according to the listed status of the survey using the Delphi method. A descriptive statistical method was used to analyze the basic information, authority coefficients, concentration of opinions, and survey items of the experts to develop a consensus on the pharmacological treatment of acute stress disorder in pilots.

RESULTS

A total of 16 experts in psychiatry, pharmacology, and aerospace medicine from different provinces and cities across China were invited for consultation. The recovery rate of the two rounds of consultation was 100%, and the expert authority coefficients were 0.897 and 0.906, respectively. Kendall's coefficient of concordance of indicators at all levels was 0.564-0.594 (p < 0.01). Based on the number of votes received, alprazolam tablets (16), eszopiclone tablets (15), and lorazepam tablets (14) were recommended for the treatment of excitatory psychomotor symptoms of acute stress disorder; paroxetine tablets (15) and sertraline tablets (15) were available for psychomotor depressive symptoms; olanzapine tablets (15), olanzapine orally disintegrating tablets (14), and quetiapine fumarate tablets (14) were selected for psychotic symptoms.

CONCLUSIONS

This study formed a consensus on rapid and effective pharmacological treatment for different symptoms of acute stress disorder pilots, which provides a reference for clinical treatment.

Quick coherence technique facilitating commercial pilots' psychophysiological resilience to the impact of COVID-19

This study investigates the effect of quick coherence technique (QCT) on commercial pilots' resilience to the unprecedented impact of a pandemic. Eighteen commercial pilots voluntarily participated in a 2-day training course on QCT followed by 2 months of self-regulated QCT practicing during controlled rest in the flight deck and day-to day life. There are subjective and objective assessments to evaluate the effects of QCT on commercial pilots' psychophysiological resilience. Results demonstrated that QCT training can significantly increase pilots' psychophysiological resilience thereby improving their mental/physical health, cognitive functions, emotional stability and wellness on both subjective (PSS & AWSA) and objective measures (coherence scores). Moreover, pilots who continued practicing self-regulated QCT gained the maximum benefits. Current research has identified great potential to enhance pilots' mental/physical health via QCT training. Operators can develop peer support programs for pilots to increase resilience and maintain mental and physical health using the QCT technique. Practitioner summary: QCT breathing has been proven to increase commercial pilots' resilience by moderating psychophysiological coherence, strengthening mental/physical capacity and sustaining positive emotions to deal with the challenges both on the flight deck and in everyday life.HIGHLIGHTSPilots have suffered from the impact of the Covid-19 pandemic across many factors including social, economic, mental, physical, emotional, and operational issuesBiofeedback training can increase commercial pilots' resilience by moderating psychophysiological coherence, strengthening mental and physical capacitySelf-regulated practicing QCT to form a habitual behaviour is required to sustain the maximum benefits either in the flight or day-to-day lifeQCT is an effective intervention for aviation authorities and airline operators to develop peer support programs to increase pilots' fatigue resilience.

Using machine learning methods and EEG to discriminate aircraft pilot cognitive workload during flight

Pilots of aircraft face varying degrees of cognitive workload even during normal flight operations. Periods of low cognitive workload may be followed by periods of high cognitive workload and vice versa. During such changing demands, there exists potential for increased error on behalf of the pilots due to periods of boredom or excessive cognitive task demand. To further understand cognitive workload in aviation, the present study involved collection of electroencephalogram (EEG) data from ten (10) collegiate aviation students in a live-flight environment in a single-engine aircraft. Each pilot possessed a Federal Aviation Administration (FAA) commercial pilot certificate and either FAA class I or class II medical certificate. Each pilot flew a standardized flight profile representing an average instrument flight training sequence. For data analysis, we used four main sub-bands of the recorded EEG signals: delta, theta, alpha, and beta. Power spectral density (PSD) and log energy entropy of each sub-band across 20 electrodes were computed and subjected to two feature selection algorithms (recursive feature elimination (RFE) and lasso cross-validation (LassoCV), and a stacking ensemble machine learning algorithm composed of support vector machine, random forest, and logistic regression. Also, hyperparameter optimization and tenfold cross-validation were used to improve the model performance, reliability, and generalization. The feature selection step resulted in 15 features that can be considered an indicator of pilots' cognitive workload states. Then these features were applied to the stacking ensemble algorithm, and the highest results were achieved using the selected features by the RFE algorithm with an accuracy of 91.67% (± 0.11), a precision of 93.89% (± 0.09), recall of 91.67% (± 0.11), F-score of 91.22% (± 0.12), and the mean ROC-AUC of 0.93 (± 0.06). The achieved results indicated that the combination of PSD and log energy entropy, along with well-designed machine learning algorithms, suggest the potential for the use of EEG to discriminate periods of the low, medium, and high workload to augment aircraft system design, including flight automation features to improve aviation safety.

Fatigue Detection of Pilots' Brain Through Brains Cognitive Map and Multilayer Latent Incremental Learning Model

This work proposes a nonparametric prior induced deep sum-logarithmic-multinomial mixture (DSLMM) model to detect pilots' cognitive states through the developed brain power map. DSLMM uses multinormal distribution to infer the latent variable of each neuron in the first layer of the network. These latent variables obeyed a sum-logarithmic distribution that is backpropagated to its observation vector and the number of neurons in the next layer. Multinormal distribution is used to segment the extended observation vector to form a matrix associated with the width of the next layer. This work also proposes an adaptive topic-layer stochastic gradient Riemann (ATL-SGR) Markov chain Monte Carlo (MCMC) inference method to learn its global parameters without heuristic assumptions. The experimental results indicate that DSLMM can extract more probability distribution contained in the brain power map layer by layer, and achieve higher pilot cognition detection accuracy.

[Analysis of the stressors and mental status of civil aviation pilots under the background of the major infectious disease]

Objective: To study the stressors and mental status of civil aviation pilots under the background of major infectious disease. Methods: From January to March 2021, a cluster sampling method was used to select 143 airline pilots in service as the research objects. The self-made emotion and stress source questionnaire, Chinese version of stress perception scale (CPSS) , self rating Anxiety Scale (SAS) and self rating Depression Scale (SDS) were used to investigate the airline pilot population. 136 valid questionnaires were collected, with an effective recovery rate of 95.1%. The measurement data conform to the normal distribution and are expressed by (x±s) . T-test and analysis of variance are used for comparison between groups, and Pearson correlation is used for correlation analysis. The data that do not conform to the normal distribution are expressed by the median and quartile [M (Q(1), Q(3)) ], and the non parametric test is used for the comparison between groups. Multiple linear stepwise regression was used to analyze the influencing factors of pressure perception. In addition, Amos 23.0 software was used to construct structural equation models of stress perception and negative emotions. Results: Under the background of the epidemic, the main sources of stress for civil aviation pilots are: the risk of possible reduction in income, the risk of contracting COVID-19, the pressure at work, and the risk of possible slow progress of upgrading. Among them, the first co pilot was more worried about the possible reduction of income than the instructor (P=0.009) ; The first co pilot and the captain of the airline were more worried about the possible slowdown of the upgrade progress than the instructor (P<0.001, P=0.014) . The mean pressure perception of pilots was higher than that of Chinese norm (t=3.11, P=0.002) . The standard scores of anxiety and depression were slightly higher than the standard scores of the Chinese norm under the non epidemic situation (t=7.00, 4.07, all P<0.001) . The results of multiple linear stepwise regression analysis showed that stress perception was negatively correlated with good family relations (t=-8.50, P=0.000) , and positively correlated with worries about slow progress of upgrading, COVID-19 infection, lack of interpersonal communication and income reduction (t=3.31、3.86、2.88、2.06, P<0.05) . Pressure perception was positively correlated with negative emotion (all P<0.001) . The results of structural equation model show that stress perception affects pilots' negative emotions directly or indirectly, and its standardized total effects on anxiety, depression, hypochondriac, fear, compulsion and irritability are 0.719, 0.811, 0.403, 0.355, 0.295 and 0.244 respectively. Conclusion: Public health emergencies have an impact on the mental status of pilots. Should pay attention to the stressors and psychological conditions of pilots in time, and consider formulating measures to relieve the stress of pilots.

The Effects of Increased Visual Information on Cognitive Workload in a Helicopter Simulator

OBJECTIVE

To test the effects of enhanced display information ("symbology") on cognitive workload in a simulated helicopter environment, using the detection response task (DRT).

BACKGROUND

Workload in highly demanding environments can be influenced by the amount of information given to the operator and consequently it is important to limit potential overload.

METHODS

Participants (highly trained military pilots) completed simulated helicopter flights, which varied in visual conditions and the amount of information given. During these flights, participants also completed a DRT as a measure of cognitive workload.

RESULTS

With more visual information available, pilots' landing accuracy was improved across environmental conditions. The DRT is sensitive to changes in cognitive workload, with workload differences shown between environmental conditions. Increasing symbology appeared to have a minor effect on workload, with an interaction effect of symbology and environmental condition showing that symbology appeared to moderate workload.

CONCLUSION

The DRT is a useful workload measure in simulated helicopter settings. The level of symbology-moderated pilot workload. The increased level of symbology appeared to assist pilots' flight behavior and landing ability. Results indicate that increased symbology has benefits in more difficult scenarios.

APPLICATIONS

The DRT is an easily implemented and effective measure of cognitive workload in a variety of settings. In the current experiment, the DRT captures the increased workload induced by varying the environmental conditions, and provides evidence for the use of increased symbology to assist pilots.

Brain structural plasticity in visual and sensorimotor areas of airline pilots: A voxel-based morphometric study

BACKGROUND AND PURPOSE

Airline pilot is a highly specialized profession that requires to response quickly and accurately in the presence of a wide variety of visual information. Although functional imaging studies have employed virtual simulation to identify brain areas that underlie various flying-related tasks, little is known about the specific patterns of structural plasticity in the airline pilot's brain.

MATERIALS AND METHODS

In this study, we examined differences of gray matter and white matter volumes between 42 airline pilots and 39 non-pilots by using voxel-based morphometry, and further assessed the association between magnitude of structural alterations and flight time in the pilots.

RESULTS

We found significantly increased white matter volume in the cuneus area in the pilot group compared to the non-pilot group (p <  0.05, FWE corrected). Using a relaxed threshold, it was also observed that the pilots had increased gray matter volume in the lingual gyrus, inferior frontal gyrus, supramarginal gyrus, cuneus, and postcentral gyrus, and increased white matter volume in the postcentral area (p <  0.001, uncorrected). Moreover, the pilots' flight time was positively correlated with gray matter volume in the postcentral gyrus and white matter volume in the cuneus area (p <  0.001, uncorrected).

CONCLUSIONS

The morphological changes in specific visual and sensorimotor areas may provide airline pilots with neural efficiency in the visuo-motor processing related to flight.

The effectiveness of a 17-week lifestyle intervention on health behaviors among airline pilots during COVID-19

PURPOSE

The aim of this study was to evaluate the efficacy of a 17-week, 3-component lifestyle intervention for enhancing health behaviors during the coronavirus disease 2019 (COVID-19) pandemic.

METHODS

A parallel-group (intervention and control) study was conducted amongst 79 airline pilots over a 17-week period during the COVID-19 pandemic. The intervention group (n = 38) received a personalized sleep, dietary, and physical activity (PA) program. The control group (n = 41) received no intervention. Outcome measures for sleep, fruit and vegetable intake, PA, and subjective health were measured though an online survey before and after the 17-week period. The changes in outcome measures were used to determine the efficacy of the intervention.

RESULTS

Significant main effects for time × group were found for International Physical Activity Questionnaire-walk (p = 0.02) and for all other outcome measures (p < 0.01). The intervention group significantly improved in sleep duration (p < 0.01; d = 1.35), Pittsburgh Sleep Quality Index score (p < 0.01; d = 1.14), moderate-to-vigorous PA (p < 0.01; d = 1.44), fruit and vegetable intake (p < 0.01; d = 2.09), Short Form 12v2 physical score (p < 0.01; d = 1.52), and Short Form 12v2 mental score (p < 0.01; d = 2.09). The control group showed significant negative change for sleep duration, Pittsburgh Sleep Quality Index score, and Short Form 12v2 mental score (p < 0.01).

CONCLUSION

Results provide preliminary evidence that a 3-component healthy sleep, eating, and PA intervention elicit improvements in health behaviors and perceived subjective health in pilots and may improve quality of life during an unprecedented global pandemic.

Home-EEG assessment of possible compensatory mechanisms for sleep disruption in highly irregular shift workers - The ANCHOR study

Study objectives

While poor sleep quality has been related to increased risk of Alzheimer’s disease, long-time shift workers (maritime pilots) did not manifest evidence of early Alzheimer’s disease in a recent study. We explored two hypotheses of possible compensatory mechanisms for sleep disruption: Increased efficiency in generating deep sleep during workweeks (model 1) and rebound sleep during rest weeks (model 2).

Methods

We used data from ten male maritime pilots (mean age: 51.6±2.4 years) with a history of approximately 18 years of irregular shift work. Subjective sleep quality was assessed with the Pittsburgh Sleep Quality Index (PSQI). A single lead EEG-device was used to investigate sleep in the home/work environment, quantifying total sleep time (TST), deep sleep time (DST), and deep sleep time percentage (DST%). Using multilevel models, we studied the sleep architecture of maritime pilots over time, at the transition of a workweek to a rest week.

Results

Maritime pilots reported worse sleep quality in workweeks compared to rest weeks (PSQI = 8.2±2.2 vs. 3.9±2.0; p<0.001). Model 1 showed a trend towards an increase in DST% of 0.6% per day during the workweek (p = 0.08). Model 2 did not display an increase in DST% in the rest week (p = 0.87).

Conclusions

Our findings indicated that increased efficiency in generating deep sleep during workweeks is a more likely compensatory mechanism for sleep disruption in the maritime pilot cohort than rebound sleep during rest weeks. Compensatory mechanisms for poor sleep quality might mitigate sleep disruption-related risk of developing Alzheimer’s disease. These results should be used as a starting point for future studies including larger, more diverse populations of shift workers.

Responding to an Unexpected In-Flight Event: Physiological Arousal, Information Processing, and Performance

OBJECTIVE

The study was designed to investigate whether a simulated unexpected abnormal flight event can lead to startle and explore differences in behavioral responses between expected and unexpected abnormal flight events.

BACKGROUND

Recent research suggests startle (an autonomic response to an acute stimulus) following unexpected abnormal flight events can impact pilot performance and can increase the probability of a negative outcome following the event.

METHOD

Information processing, physiological measures, and performance differences between responses to expected and unexpected flight events were compared. General aviation (GA) pilots flew a series of flights in a fixed-base flight simulator including two experimental flights which included an unexpected and an expected, engine failure. During the flights, heart rate, eye tracking, and flight data were recorded.

RESULTS

During the unexpected engine failure, pilots showed greater increases in heart rate and pupil dilation. Significant differences in scanning were evident with fewer areas scanned following the unexpected event. During the unexpected engine failure, performance was impaired when compared to the expected events. However, poor performance was not associated with higher levels of arousal.

CONCLUSION

The study provides an empirical demonstration of impaired pilot response to unexpected events with associated symptoms consistent with the induction of startle. The present research builds on Landman et al.'s conceptual model of startle and surprise.

APPLICATION

Standardized training protocols may not adequately prepare pilots to deal with the unexpected effects of startle in real-world encounters. Introducing greater variety into training events may be useful. The effects of startle in disrupting well-trained responses may also occur in areas other than aviation where critical events may occur unexpectedly or present in an unfamiliar manner.

Flight safety assessment based on an integrated human reliability quantification approach

Human error is an important risk factor for flight safety. Although the human error assessment and reduction technique (HEART) is an available tool for human reliability derivation, it has not been applied in flight safety assessment. The traditional HEART suffers from imprecise calculation of the assessed proportion of affect (APOA) because it heavily depends on a single expert’s judgment. It also fails to provide remedial measures for flight safety problems. To overcome these defects of the HEART, this study proposes an integrated human error quantification approach that uses the improved analytic hierarchy process method to determine the APOA values. Then, these values are fused to the HEART method to derive the human error probability. A certain flight task is completed to assess human reliability. The results demonstrate that the proposed method is a reasonable and feasible tool for quantifying human error probability and assessing flight safety in the aircraft manipulation process. In addition, the critical error-producing conditions influencing flight safety are identified, and improvement measures for high-error-rate operations are provided. The proposed method is useful for reducing the possibility of human error and enhancing flight safety levels in aircraft operation processes.

Psychiatry and Fitness to Fly After Germanwings

In March 2015, a co-pilot flying Germanwings Flight 9525 deliberately pointed his airplane into a descent, killing himself, five other crew members, and 144 passengers. Subsequent investigation and review teams examined the incident and considered potential lessons to maximize air safety. In this article, aviation industry clinical leaders, including the U.S. Federal Air Surgeon and Chief Psychiatrist from the Federal Aviation Administration (FAA), along with a professional pilot and collaborating forensic psychiatrists, discuss suicide-by-plane, evolving themes related to public safety responsibilities for psychiatrists treating pilots, and forensic trends in pilot evaluation for medical certification from an aerospace psychiatric perspective. We explore how psychiatric aspects of pilot fitness and aviation safety are examined across perspectives, including unsafe acts, preconditions, organizational factors, and unsafe supervision. We explore practices for civilian pilots and offer information related to military pilot fitness. Lessons from Germanwings are presented, as is the need for increased support for pilots who might be concerned about revealing mental health challenges for fear of loss of medical certification and pilot employment. The Air Line Pilots Association Pilot Assistance Network is highlighted as one example of pilots supporting pilots to increase airway safety.

Social Acceptance of Increased Usage of the Ballistic Parachute System in a General Aviation Aircraft

BACKGROUND: An airframe parachute ("Chute") available in certain aircraft is designed to lower the airplane safely to the ground for emergency situations that occur 500 ft (152 m) above ground level (AGL): the "Chute altitude envelope." This study will explore the change in Chute use before and after 2012 to better understand factors that increased usage and improved accident outcomes.METHODS: Using the public National Transportation Safety Board (NTSB) accident database from January 1, 2001, through August 31, 2018, a regression model was developed to identify factors that may predict Chute use.RESULTS: In accidents occurring after January 1, 2013, pilots were 5 times more likely to use the Chute, while 2.9 times less likely to use the Chute when the accident involved pilot-related causes. The presence of passengers did not predict Chute use. Injuries were likely to be more severe when the Chute was used outside the Chute altitude envelope.DISCUSSION: In contrast to General Aviation (GA) overall, accidents outcomes in aircraft equipped with a Chute have seen great improvements between 2013 and 2018, with increased use of the Chute and improved injury outcomes. Results suggest that changes to pilot training in 2012 have increased the social acceptance of Chute use. Results highlight increased risk of injury outcomes for Chute use in accidents that occur outside the Chute altitude envelope.Kirby J. Social acceptance of increased usage of the ballistic parachute system in a general aviation aircraft. Aerosp Med Hum Perform. 2020; 91(2):86-90.

Detecting fatigue in car drivers and aircraft pilots by using non-invasive measures: The value of differentiation of sleepiness and mental fatigue

INTRODUCTION

Fatigue is one of the most crucial factors that contribute to a decrease of the operating performance of aircraft pilots and car drivers and, as such, plays a dangerous role in transport safety. To reduce fatigue-related tragedies and to increase the quality of a healthy life, many studies have focused on exploring effective methods and psychophysiological indicators for detecting and monitoring fatigue. However, those fatigue indicators rose many discrepancies among simulator and field studies, due to the vague conceptualism of fatigue, per se, which hinders the development of fatigue monitoring devices.

METHOD

This paper aims to give psychological insight of the existing non-invasive measures for driver and pilot fatigue by differentiating sleepiness and mental fatigue. Such a study helps to improve research results for a wide range of researchers whose interests lie in the development of in-vehicle fatigue detection devices. First, the nature of fatigue for drivers/pilots is elucidated regarding fatigue types and fatigue responses, which reshapes our understanding of the fatigue issue in the transport industry. Secondly, the widely used objective neurophysiological methods, including electroencephalography (EEG), electrooculography (EOG), and electrocardiography (ECG), physical movement-based methods, vehicle-based methods, fitness-for-duty test as well as subjective methods (self-rating scales) are introduced. On the one hand, considering the difference between mental fatigue and sleepiness effects, the links between the objective and subjective indicators and fatigue are thoroughly investigated and reviewed. On the other hand, to better determine fatigue occurrence, a new combination of measures is recommended, as a single measure is not sufficient to yield a convincing benchmark of fatigue. Finally, since video-based techniques of measuring eye metrics offer a promising and practical method for monitoring operator fatigue, the relationship between fatigue and these eye metrics, that include blink-based, pupil-based, and saccade-based features, are also discussed. To realize a pragmatic fatigue detector for operators in the future, this paper concludes with a discussion on the future directions in terms of methodology of conducting operator fatigue research and fatigue analysis by using eye-related parameters.

Modelling and supporting flight crew decision-making during aircraft engine malfunctions: developing design recommendations from cognitive work analysis

In this article, we analyse flight crew response to an in-flight powerplant system malfunction (PSM) using control task analysis. We demonstrate the application of the decision ladder template and the skills, rules, and knowledge (SRK) framework to this new area of inquiry. Despite the high reliability of turbofan engines, accidents and incidents involving PSM still occur. During these unusual events, flight crew have not always responded appropriately, leading to a reduction in safety margins or disruption of operations. This article proposes recommendations for technological and information system that can support flight crew in responding safely and appropriately to a PSM. These recommendations focus on new ways in which information from engine health monitoring system and other sources of data can be utilised and displayed. Firstly, we conducted knowledge elicitation using Critical Decision Method (CDM) interviews with airline pilots who have experienced real or simulated PSM events. We then developed generic decision ladders using the interview data, operations manual, training manual, and other guideline documents. The generic decision ladders characterise the different stages of responding to PSM identified as part of the research. These stages include: regaining and maintaining control of aircraft, identifying PSM and selecting appropriate checklists to secure the engine, and modifying the flight plan. Using the decision ladders and insights from the CDM interviews, we were able to identify cognitive processes and states that are more prone to errors and therefore more likely to generate an inappropriate response. Using the SRK framework, we propose design recommendations for technological and information systems to minimise the likelihood of such inappropriate response. We conclude that this combination of methods provides a structured and reliable approach to identifying system improvements in complex and dynamic work situations. Our specific contributions are the application of these techniques in the unrepresented area of flight operations, and the development of evidence-based design recommendations to improve flight crew response to in-flight powerplant system malfunctions.

Spatial Disorientation Survey Among Military Pilots

BACKGROUND: Spatial disorientation (SD) remains a significant cause of accidents and near accidents. A variety of training methods have been used to assist pilots to anticipate the SD problem. The value of such training in the prevention of disorientation has been difficult to assess.METHODS: To study transfer of SD awareness training, we related reported incidents to the content and frequency of SD awareness training received. The questionnaire was completed by 368 out of 495 pilots; 189 currently flying fixed-wing, and 150 flying rotary-wing aircraft. On average, their age was 38, and they had 2466 flight hours on-type.RESULTS: Respondents gave high ratings for the importance of SD training and their awareness of SD, the latter being one of the training objectives. The amount of SD training received by respondents was positively correlated with ratings for appreciation and importance. Self-rated awareness was positively correlated with the number of reported SD experiences. Although the correlations were below 0.50, the results provide an indication that SD training is effective. In total, respondents reported 5773 SD experiences, 195 of them resulting in a serious risk for flight safety. Narratives of these serious events show that, in many cases, pilots managed their SD by carefully checking the flight instruments, and also by good crew coordination.DISCUSSION: The results of the survey provide some evidence, although based on subjective reports, for transfer of SD training. The results of the SD experiences can be used to improve the SD training in terms of content and frequency.Pennings HJM, Oprins EAPB, Wittenberg H, Houben MMJ, Groen EL. Spatial disorientation survey among military pilots. Aerosp Med Hum Perform. 2020; 91(1):4-10.

Third-Culture Kid Pilots and Multi-Cultural Identity Effects on Pilots' Attitudes

BACKGROUND: Current attempts to culturally tailor human factors training in aviation segregates cultural identities based on geopolitical, passport nationality, and is therefore poorly suited for (adult) 'Third Culture Kids' (TCKs) whose cross-cultural upbringing has led to the development of multicultural individual identities that do not reflect their passport nationalities. In this study, respondents' self-categorization of personal cultural identity, as opposed to passport nationality, was used to determine whether there were cultural differences in airline pilots' behaviors.METHOD: A survey with items imported from established scales was distributed to pilots of an international airline to measure pilots' work values, flight management attitudes, and cultural dimensions, with respondents segregated into Western, TCK, or Asian cultural groups.RESULTS: TCKs shared similar work values with Westerners, were similarly individualistic, had comparable preference for shallow command gradients, were similarly pragmatic in self-evaluation of performance under stress, and both had lower dependency and preference for rules and procedures. TCKs scored in the middle between Westerners and Asians in automation preference attitudes, and on the cultural dimensions of power distance and uncertainty avoidance. TCKs did not share any similarities with Asians at all.DISCUSSION: The results show that TCKs were neither assimilated into a mainstream culture, nor culturally "middle of the pack" as may be expected from their "East meets West" backgrounds. Having identified TCK pilots' unique values, attitudes, and dimensions, practical implications include changing training design to better suit TCKs' cultural characteristics and the adaptation of airline management to cater for TCKs' work values.Chan WT-K, Harris D. Third-culture kid pilots and multi-cultural identity effects on pilots' attitudes. Aerosp Med Hum Perform. 2019; 90(12):1026-1033.

Impact of Smoking and Smoking Cessation Medications in Aviators

PURPOSE OF REVIEW

To (1) compare the effects of cigarette smoking, nicotine withdrawal, and smoking cessation medications in US civilian and military aviators and (2) review the regulations in place regarding the use of smoking cessation medications for US aviators.

RECENT FINDINGS

Cigarette smoking and associated cessation attempts are associated with multiple hazards in flight to aviators including effects from nicotine intoxication, nicotine withdrawal, carbon monoxide intoxication, and side effects related to smoking cessation medications. Current civilian and military regulations place significant restrictions on the use of smoking cessation medications to aviators; however, recent research suggests that the hazards associated with these medications might be lower than the risk-associated unassisted nicotine withdrawal. An evidence-based approach to smoking cessation may require changing restrictions against smoking cessation medication use in US civilian and military aviators. Use and cessation of smokeless tobacco and e-cigarettes require additional attention and research in this population.

Cognitive Function in Simulated Paragliding Flight

INTRODUCTION: Paragliding is an emerging discipline of aviation, with recreational pilots flying distances over 100 km. It remains risky. Accidents typically relate to pilot error rather than equipment failure. We measured cognition and physiological responses during simulated flight, to investigate whether errors might be due to pilot impairment, rather than misjudgment.METHODS: There were 10 male paraglider pilots (aged 19-58 yr) who undertook a simulated flight in an environmental chamber from sea level (0.209 F_Io₂) to 1524 m (0.174 F_Io₂), 2438 m (0.156 F_Io₂), and 3658 m (0.133 F_Io₂), over approximately 2 h. They experienced normobaric hypoxia, environmental cooling and headwind, completing logical reasoning, mannikin, mathematical processing, Stroop Color-Word and Tower Puzzle tasks; as well as measures of risk-taking (BART), mood (POMS), and subjective experience.RESULTS: Results were compared to ten controls, matched by age, sex, and flying experience. Physiological measures were oxygen consumption, carbon dioxide production, ventilation, heart rate, oxygen saturation, rectal and skin temperatures, blood glucose, blood lactate, and urine production. There were no significant differences between pilots and controls at any altitude. Results were heterogenous within and between individuals. As altitude increased, oxygen consumption and minute volume increased significantly, while oxygen saturations fell (98.3% [baseline] to 88.5% [peak]). Rectal temperatures fell by a statistically (but not clinically) significant amount (37.6°C to 37.3°C), while finger skin temperatures dropped steeply (32.2°C to 13.9°C).DISCUSSION: Results suggest cognitive impairment is unlikely to be a primary cause of pilot error during paragliding flights (of less than 2 h, below 3658 m), though hand protection requires improvement.Wilkes M, Long G, Massey H, Eglin C, Tipton MJ. Cognitive function in simulated paragliding flight. Aerosp Med Hum Perform. 2019; 90(10):851-859.

Integration of a Vestibular Model for the Disorientation Research Device Motion Algorithm Application

INTRODUCTION: Spatial disorientation (SD) remains a leading cause of Class A mishaps and fatalities in aviation. Motion-based flight simulators and other research devices provide the capacity to rigorously study SD in order to develop effective countermeasures. By applying mathematical models of human orientation perception, we propose an approach to improve control algorithms for motion-based flight simulators to study SD.METHODS: The Disorientation Research Device (DRD), or the Kraken™, is the Department of Defense's newest and most capable aerospace medicine motion-based research device. We implemented an "Observer" model for predicting aircrew spatial orientation perception within the DRD, and perceptions experienced in flight. Further, we propose a framework that uses the model output, in addition to pilot control inputs, to optimize multiaxis motion control including human-in-the-loop control capability.RESULTS: A case study was performed to demonstrate the functionality of the framework. Additionally, the case study highlights both how limitations of human perception are crucial to consider when designing motion algorithms, and the challenges of effective flight simulation with multiple motion axes.DISCUSSION: We implemented a mathematical model for spatial orientation perception to improve the design of control algorithms for motion-based flight simulators, using the DRD as an example application. We provide an example of predicting perceptions, producing quantitative information on the efficacy of motion control algorithms. This mathematical model based approach to validating motion control algorithms aims to improve the fidelity of ground-based SD research.Dixon JB, Etgan CA, Horning DS, Clark TK, Folga RV. Integration of a vestibular model for the Disorientation Research Device motion algorithm application. Aerosp Med Hum Perform. 2019; 90(10):901-907.

Anticipated Negative Emotions Effect on Incident Involvement Among Civil Pilots

INTRODUCTION: Human factors have contributed to a constant increase in the level and numbers of aviation incident involvement. The primary objective of this study is to investigate the relationships between anticipated negative emotions (ANEs) and incident involvement among Chinese civil pilots. Furthermore, this paper examines the role of risk perception and proactive coping within the relationships in order to understand the mechanisms underlying pilots' involvement in air transport incidents.METHODS: A cross-sectional regression design was used to measure ANEs (Anticipated Negative Emotions Scale), proactive coping (Proactive Coping Scale), risk perception (Pilot Risk Perception Scale), and incident involvement (Hazardous Events Scale) among 295 Chinese civil pilots from China Southern Airlines. Mediation and moderating effects were explored using regression analyses and were confirmed by the bootstrapping approach.RESULTS: The results show that ANEs are significantly correlated with risk perception (r = -0.55) and incident involvement (r = 0.28). ANEs have a direct effect on pilot involvement in incidents and have an indirect effect on pilot incident involvement through the influencing of risk perception. Proactive coping was also found to weaken the direct effect of anticipated negative emotions on incident involvement.DISCUSSION: The safety benefits of proactive coping are more pronounced among pilots with high levels of ANEs. The practical implications of the study include recommendations relating to injury prevention efforts in incident involvement. Future research directions are also discussed.Wang H, Xu Q, Yang C, You X, Ji M. Anticipated negative emotions effect on incident involvement among civil pilots. Aerosp Med Hum Perform. 2019; 90(9):774-781.

Preflight Risk Assessment for Improved Safety in Helicopter Emergency Medical Service Operations

INTRODUCTION: Adverse weather and poor visual cues are common elements in night-time Helicopter Emergency Medical Service (HEMS) operations contributing to spatial disorientation and fatal accidents. Pilots are required to make weather-related preflight risk assessments to accept or reject a flight. This study's aim was to develop predictive risk assessment tools based on historical accident data to assist the decision-making process.METHODS: We analyzed 32 single-pilot HEMS night-time visual flight rules fatal accidents to identify contributory risk factors. Logistic regression analysis was used to develop prediction nomograms for nonvisual meteorological conditions (non-VMC), cause and nonsurvivable accidents as dependent variables. Risk factors such as temperature dew point spread, elevation difference, and years of HEMS pilot experience, were entered as continuous variables. Flight crew composition, pilot DTE (domain task experience) and flight rule capability, primary missions, and temperature dew point spread were entered as categorical variables. A point scoring matrix transposed model probability to likelihood and consequence severity.RESULTS: The nomograms correctly predicted the likelihood of entering non-VMC, accident cause, and sustaining a nonsurvivable accident in 75%, 55%, and 94% of cases, respectively. Using data from a recent nonsurvivable HEMS accident, the nomogram estimated a 92% probability (Very Likely) of nonsurvivable accident if visual cues were lost.CONCLUSION: These nomograms can provide preflight information to predict the likelihood of adverse safety outcomes occurring during a planned HEMS mission. While further development work is needed, this approach has the potential to improve HEMS operational safety.Aherne BB, Zhang C, Chen WS, Newman DG. Preflight risk assessment for improved safety in Helicopter Emergency Medical Service operations. Aerosp Med Hum Perform. 2019; 90(9):792-799.

Predicting Workload Experienced in a Flight Test by Measuring Workload in a Flight Simulator

BACKGROUND: In order to determine the minimum flight crew number and show compliance with airworthiness regulations, the workload of flight crew should be measured in various flight scenarios both in a simulator and in flight tests demonstrating compliance. However, the complexity, environment, and safety considerations of flight tests require pilots to take more responsibility and be more careful with decisions and actions with higher stress, and it might be inappropriate to carry out flight tests in a high-risk abnormal situation. Therefore, it is necessary to assess workload measures in a simulator to predict workload experienced during a flight test.METHODS: Two subjective workload measurements and three psychophysiological measurements were compared both in a simulator and in a flight test among three flight scenarios. The scenarios were carried out in an ARJ21-700 full-flight simulator and a corresponding aircraft, and a total of 17 pilots participated.RESULTS: Both flight scenarios and flight environment had a significant influence on NASA-TLX, eye blink rate, and heart rate. Additionally, the NASA-TLX (R = 0.864) and heart rate differences (R = 0.840) presented strong correlations between the simulator and flight test.DISCUSSION: NASA-TLX and heart rate could be used in simulators and flight tests as consistent measures of workload. Furthermore, in order to reduce the quantity and risk of compliance during a flight test, the best strategy is to combine the results of the NASA-TLX scales and HR-D together in a flight simulator to predict workload experienced in a flight test.Zheng Y, Lu Y, Jie Y, Fu S. Predicting workload experienced in a flight test by measuring workload in a flight simulator. Aerosp Med Hum Perform. 2019; 90(7):618-623.

Effect of different combat jet manoeuvres in the psychophysiological response of professional pilots

Extreme limits of the human body could be reached in air combat. We analysed 29 fighter pilots before and after offensive and defensive manoeuvres on heart rate (HR), heart rate variability, leg and hand strength, spirometry, temperature, blood oxygen saturation (BOS), lactate, hydration (USG), cortical activation, memory and psychological variables. The defensive manoeuvre produced a significative decrease in forced vital capacity from spirometry and USG post flight, a moderate effect in the decrease in cognitive anxiety and an increase in leg strength. A significant increase in mean HR and an increase with a large effect size was reported for Stress Subjective Perception and Rating of Perceived Exertion in both manoeuvres. With this data we can conclude that high level of physical fitness and specific training programs should be applied to fighter pilots.

Pilots and athletes: Different concerns, similar concussion non-disclosure

Objectives

Concussion non-disclosure research has focused almost exclusively on athletes. The focus on athletic populations has been sensible considering athletes’ demonstrated susceptibility to sustaining and concealing concussions. Nevertheless, the habitual use of athletic populations has allowed researchers and practitioners to omit the development of generalized perceived costs and perceived rewards as critical determinants of concussion self-disclosure. We hypothesized that perceiving concussion disclosure as generally more costly than rewarding would predict negative attitudes towards disclosure and decreased intent to disclose. We also hypothesized that generalized perceived costs and rewards could explain concussion non-disclosure in different populations, athletes and future pilots specifically, even when those populations perceive concussion self-disclosure as costly for different specific reasons.

Methods

We examined concussion disclosure using 2,504 cadets at the United States Air Force Academy. Cadets completed anonymous surveys assessing their intention to self-disclose undiagnosed concussions (Anticipated Concussion Disclosure) as well as several variables potentially related to concussion self-disclosure: perceived cost, perceived reward, personal identity, attitudes, normative behavior, social support, and self-efficacy.

Results

The results demonstrate that concussion non-disclosure develops when a population perceives disclosure as more costly (i.e. directly or emotionally) and less rewarding. Perceived Cost and Perceived Reward variables alone accounted for 50% of the variance in Anticipated Conclusion Disclosure (Adjusted R²= 0.50, F(2,2312) = 1,145.31, p < 0.001). As expected, Anticipated Conclusion Disclosure developed for different reasons within different sub-populations. Consistent with existing research, cadet intercollegiate athletes reported being primarily concerned that concussion self-disclosure would cause them to miss practice or game time (t (736.7) = 14.20, p < .001, Cohen’s d = 0.96). In contrast, cadet future pilots reported being primarily concerned that concussion self-disclosure would have negative United States Air Force career repercussions (t (1828) = 10.25, p < .001, Cohen’s d = 0.50).

Conclusions

These results suggest that cultures of concussion non-disclosure can develop in any population where disclosure is perceived as having undesirable consequences, not just athletic populations. Concussion researchers and practitioners should devote more attention to the perceived cost-benefit structures that create concussion non-disclosure to address this crucial public health issue more effectively.

The effects of flight complexity on gaze entropy: An experimental study with fighter pilots

We studied the effects of task load variations as a function of flight complexity on combat pilots' gaze behavior (i.e., entropy) while solving in-flight emergencies. The second company of the Spanish Army Attack Helicopter Battalion (n = 15) performed three sets of standardized flight exercises with different levels of complexity (low [recognition flights], medium and high [emergency flights]). Throughout the flight exercises we recorded pilots' gaze entropy, as well as pilots' performance (assessed by an expert flight instructor) and subjective ratings of task load (assessed by the NASA-Task Load Index). Furthermore, we used pilots' electroencephalographic (EEG) activity as a reference physiological index for task load variations. We found that pilots' gaze entropy decreased ∼2% (i.e., visual scanning became less erratic) while solving the emergency flight exercises, showing a significant decreasing trend with increasing complexity (p < .05). This is in consonance with the ∼12% increase in the frontal theta band of their EEG spectra during said exercises. Pilots' errors and subjective ratings of task load increased as flight complexity increased (p-values < .05). Gaze data suggest that pilots used nondeterministic visual patterns when the aircraft was in an error-free state (low complexity), and changed their scanning behavior, becoming more deterministic, once emergencies occurred (medium/high complexity). Overall, our findings indicate that gaze entropy can serve as a sensitive index of task load in aviation settings.

Occupational Stress in Helicopter Emergency Service Pilots From 4 European Countries

OBJECTIVE

Working conditions are known to affect motivation, well-being, and ultimately work performance. Helicopter emergency medical services (HEMS) pilots' work is highly demanding and safety critical, but virtually no published data on occupational stress and strain symptoms in HEMS pilots are available. We investigated work stressors and resources and their association with work engagement, subjective well-being, and energy levels in European HEMS pilots.

METHODS

Cross-sectional questionnaire data were collected consecutively from 72 European HEMS pilots (24 Western European and 48 Eastern European, mean age = 51.9 years). We examined the stressor, resource, and strain symptom levels by age group and region of origin and the association of stressors and resources with work engagement, well-being, and energy.

RESULTS

Although the responses differed notably between the Eastern and Western European pilots, their overall profile was quite favorable. At the same time, those stressor/resource variables, which on average had the most favorable ratings, were the most strongly associated with (reduced) well-being and energy.

CONCLUSION

On the whole, the HEMS pilots' perception of their work situation appears to be positive, and they are highly engaged in their work. The pilots' strong identification with their work should be taken into account in pilot mental health support systems.

Helicopter pilots' views of air traffic controller responsibilities: a mismatch

Controllers and pilots must work together to ensure safe and efficient helicopter flight within the London control zone. Subjective ratings of pilot perception of controller responsibility for five key flight tasks were obtained from thirty helicopter pilots. Three types of airspace were investigated. Results indicate that there is variation in pilot understanding of controller responsibility compared to the formal regulations that define controller responsibility. Significant differences in the perception of controller responsibility were found for the task of aircraft separation in class D airspace and along helicopter routes. Analysis of the patterns of response suggests that task type rather than the airspace type may be the key factor. Results are framed using the concept of a shared mental model. This research demonstrates that pilots flying in complex London airspace have an expectation of controller responsibility for certain flight tasks, in certain airspace types that is not supported by aviation regulation. Practitioner Summary: The responsibility for tasks during flight varies according to the flight rules used and airspace type. Helicopter pilots may attribute responsibility to controllers for tasks when controllers have no responsibility as defined by regulation. This variation between pilot perceptions of controller responsibility could affect safety within the London control zone.

Psychophysiological response of different aircrew in normobaric hypoxia training

Hypoxia remains the most important hazard in high altitude flights, but there is still a need for deeper analysis of the effect of hypoxia exposition in the psychophysiological and cognitive functions. The aim of this study was to study the effect of hypoxia training in cortical arousal, autonomic modulation, muscle strength and cognitive function. We analysed 23 male aircrew personnel of the Spanish Army and Air Force (10 Helicopter Pilots, 7 Transport Aircrew, 3 Transport Pilots and 3 F-18 Fighter Pilots) before, during and after a normobaric hypoxia exposition. Hypoxia produced an increase in perceived stress and effort, a higher Heart Rate and a decreased function of breath muscles. Working memory and pattern recognition were impaired after hypoxia exposition. Significant differences were found in cognitive tests performance among aircrew groups, suggesting differences on their previous training. These results can improve specific training for better preparation of pilots and aircrews for hypoxic threats. Practitioner summary: Distinct aircrew preparation produces a different hypoxia exposition effect on psychophysiological response and cognitive functions. Hypoxia produced an increase in Heart Rate, a decreased function of breath muscles, being more negatively affected in Transport Pilots. Cognition abilities were impaired after hypoxia exposition, independently of the aircrew group.

Use of Highways in the Sky and a virtual pad for landing Head Up Display symbology to enable improved helicopter pilots situation awareness and workload in degraded visual conditions

Flight within degraded visual conditions is a great challenge to pilots of rotary-wing craft. Environmental cues typically used to guide interpretation of speed, location and approach can become obscured, forcing the pilots to rely on data available from in-cockpit instrumentation. To ease the task of flight during degraded visual conditions, pilots require easy access to flight critical information. The current study examined the effect of 'Highways in the Sky' symbology and a conformal virtual pad for landing presented using a Head Up Display (HUD) on pilots' workload and situation awareness for both clear and degraded conditions across a series of simulated rotary-wing approach and landings. Results suggest that access to the HUD lead to significant improvements to pilots' situation awareness, especially within degraded visual conditions. Importantly, access to the HUD facilitated pilot awareness in all conditions. Results are discussed in terms of future HUD development. Practitioner Summary: This paper explores the use of a novel Heads Up Display, to facilitate rotary-wing pilots' situation awareness and workload for simulated flights in both clear and degraded visual conditions. Results suggest that access to HUD facilitated pilots' situation awareness, especially when flying in degraded conditions.

Distributed cognition in aviation operations: a gate-to-gate study with implications for distributed crewing

The network analysis method, Event Analysis of Systemic Teamwork (EAST), was used to examine routine aviation operations from multiple perspectives from six key areas (i.e. Dispatch, ATC, ATM, Maintenance, Loading, and the Cockpit). Data was collected over a five-day observational field trial at an international air cargo operator. Researchers recorded the activities of agents operating within the six key areas over three outbound and two inbound flights. Three networks (i.e. social, information and task) were created for four key phases of flight: (i) pre-flight checks and engines start (ii) taxi, take-off and assent, (iii) descent, landing and taxi, and (iv) park and shut down. The networks represent a 'work audit' of short-haul cargo operations, which enabled a detailed understanding of the interactions and connections within the current system. Implications for the future of distributed crewing concepts are discussed. Practitioner Summary: An analysis of the aviation system was undertaken using the amalgamated data from three outbound and two inbound flights. These analyses show the social, information and task interactions for cargo operations. This has been used to specify requirements for future distributed crewing options.

Burnout among pilots: psychosocial factors related to happiness and performance at simulator training

In this study among airline pilots, we aim to uncover the work characteristics (job demands and resources) and the outcomes (job crafting, happiness and simulator training performance) that are related to burnout for this occupational group. Using a large sample of airline pilots, we showed that 40% of the participating pilots experience high burnout. In line with Job Demands-Resources theory, job demands were detrimental for simulator training performance because they made pilots more exhausted and less able to craft their job, whereas job resources had a favourable effect because they reduced feelings of disengagement and increased job crafting. Moreover, burnout was negatively related to pilots' happiness with life. These findings highlight the importance of psychosocial factors and health for valuable outcomes for both pilots and airlines. Practitioner Summary: Using an online survey among the members of a European pilots' professional association, we examined the relationship between psychosocial factors (work characteristics, burnout) and outcomes (simulator training performance, happiness). Forty per cent of the participating pilots experience high burnout. Job demands were detrimental, whereas job resources were favourable for simulator training performance/happiness. Twitter text: 40% of airline pilots experience burnout and psychosocial work factors and burnout relate to performance at pilots' simulator training.

Emotional Intelligence and Emotional State Effects on Simulated Flight Performance

BACKGROUND: Flight cadets' emotion is a factor of great importance to flight training. So it is of profound significance to address how emotional factors affect flight training performance. The present study aimed to investigate the relationship between emotional intelligence (EI) and simulated flight performance (SFP), and explore the mechanism of emotional state as a mediator in the effect of EI on SFP.METHODS: Ninety undergraduates took part in the study. EI (Wong and Law Emotional Intelligence Scale), neuroticism (Eysenck Personality Questionnaire Revised), anxiety (State Anxiety Inventory), and tension (Profile of Mood States) were collected. Conducted were 9 h of simulated flight training in a simulator of the Type 6 Primary Trainer. The Delphi Experts Grading Method was used to assess students' SFP. Mediation effect of emotional state was explored using regression analysis.RESULTS: EI was significantly correlated with neuroticism (r = -0.31), tension (r = -0.31), and anxiety (r = -0.31), respectively. Multiple mediation effects showed that emotional state mediated the association between EI and SFP. Tension especially mediated the associations between the Self Emotion Appraisals and Regulation of Emotion dimensions of EI and SFP. However, the Use of Emotion dimension of EI had a direct negative effect on SFP without the mediating role of emotional state.DISCUSSION: The findings indicated that EI was significantly correlated with emotional state (neuroticism, tension, and anxiety). EI may directly or indirectly affect SFP and tension played an important mediating role. Implications for the promotion of EI and emotional state to enhance performance in real flight training are discussed.Dai J, Wang H, Yang L, Wen Z. Emotional intelligence and emotional state effects on simulated flight performance. Aerosp Med Hum Perform. 2019; 90(2):101-108.

Aircraft-Assisted Pilot Suicides in the General Aviation Increased for One-Year Period after 11 September 2001 Attack in the United States

Pilot aircraft-assisted suicides (AAS) are rare, and there is limited understanding of copycat phenomenon among aviators. The aim of this study was to evaluate the possible effect the 11 September 2001, terrorist attacks had on pilot AASs in the U.S. Fatal aviation accidents in the National Transportation Safety Board (NTSB) database were searched using the following search words: “suicide”, “murder-suicide” and “homicide-suicide”. The timeline between 11 September 1996, and 11 September 2004, was analyzed. Only those accidents in which NTSB judged that the cause of the accident was suicide were included in the final analysis. The relative risk (RR) of the pilot AASs in all fatal accidents in the U.S. was calculated in order to compare the one, two, and three-year periods after the September 11 terrorist attacks with five years preceding the event. The RR of a fatal general aviation aircraft accident being due to pilot suicide was 3.68-fold (95% confidence interval 1.04–12.98) during the first year after 11 September 2001, but there was not a statistically significant increase in the later years. This study showed an association, albeit not determinate causal effect, of a very specific series of simultaneous terrorist murder-suicides with subsequent pilot AASs.

Selecting trainee pilots: Predictive validity of the WOMBAT situational awareness pilot selection test

The WOMBAT pilot selection test is widely used to select candidates for pilot training programs. Despite use in many countries, little information is available regarding the predictive validity of the test. This study was designed to test the ability of the WOMBAT test to predict performance outcomes in a sample of ab-initio pilots. Sixty students commenced the study in 3 cohorts, and completed the WOMBAT test before their performance in the training program was evaluated through flight time to solo, flight time to licence level achievement, and instructor ratings of performance. Higher WOMBAT total scores were significantly related to reduced time to solo, achieving flight licences, as well as some early ratings of performance by flight instructors. Further research now needs to examine the exact nature of the skills and abilities that the test indexes in order to further improve pilot selection and training procedures.

The influence of trait mindfulness on incident involvement among Chinese airline pilots: The role of risk perception and flight experience

Introduction The primary objective of this study is to investigate the relationships between trait mindfulness, risk perception, flight experience, and incident involvement among Chinese airline pilots. Method The study used a sample consisting of 295 commercial airline pilots from China Southern Airlines Ltd. Results The results show that trait mindfulness has a direct and negative effect on airline pilots' incident involvement, and an indirect effect on incident involvement through influencing risk perception. Flight experience was also found to strengthen the negative and direct effect of trait mindfulness on incident involvement. Practical applications The practical implications of the study include recommendations as to injury prevention efforts in incident involvement. Future research directions are also discussed.

The Giant Hand Illusion Experienced on a Simulator

BACKGROUND

This paper discusses a special kind of a sensory illusion-the Giant Hand illusion-that was experienced during an exercise on a flight simulator equipped with a VR headset. In the first part we describe spatial disorientation and the function of the vestibular apparatus during flight and its consequences. In this part, the sensory illusion simulator used for the experiment is mentioned. In the second part we describe the simulator and test flight. In the third part we discuss data retrieved during simulator flights that are important for explaining the Giant Hand illusion.

CASE REPORT

A well-trained pilot experienced the Giant Hand illusion while executing instrument flight rules flight on a simulator. The Giant Hand illusion was detected from the simulation data and confirmed by the pilot afterward.

DISCUSSION

The Giant Hand illusion is a rare type of sensory illusion. The pilot falsely evaluated the situation as a malfunction of the aircraft controls. If the pilot had not been informed by the operator that he might have been influenced by the illusion, he would probably have crashed the simulated aircraft. An unrecognized Giant Hand illusion during a flight can lead to fatal consequences. This case report shows the symptoms and data that can be used for early recognition of this type of illusion.Frantis P, Petru A. The Giant Hand illusion experienced on a simulator. Aerosp Med Hum Perform. 2018; 89(6):557-562.

Acute Mild Hypoxic Hypoxia Effects on Cognitive and Simulated Aircraft Pilot Performance

BACKGROUND

The effects of acute mild hypoxic hypoxia (HH) and physical activity on physiological measures, signs and symptoms, mood, fatigue, cognition, and performance on a simulated flight task were investigated between 8000 (8K; 2438 m) and 14,000 ft (14K; 4267 m).

METHOD

In a hypobaric chamber, 16 military helicopter pilots were randomly exposed to 4 altitudes and 3 physical exertion levels. After each exercise period, participants identified targets on a designated flight path on a desktop simulator and completed a cognitive test battery. Cerebral regional and finger pulse oxyhemoglobin saturation levels (rSO2 and Spo2), heart and respiration rates were continuously monitored. Participants indicated their symptoms, mood and fatigue.

RESULTS

rSO2 and Spo2 were affected by the increase of altitude and exercise level. Target identification accuracy and latency within the simulated flight task showed decrements at 8K, 10K (3048 m), 12K (3658 m), and 14K. Cognitive performance was degraded at 14K. More than 60% of the participants at 8K and 10K and more than 80% at 12K and 14K reported symptoms. Altitude increased symptoms, negative mood, general fatigue, and physical fatigue.

DISCUSSION

Our findings indicate a significant influence of mild HH on a number of outcome measures at altitudes above 10K, where operational restrictions are well established. In contrast, there was no clear influence of HH on performance at lower altitudes (i.e., 8K and 10K). The occurrence of HH symptoms and the decrements in target identification latency and accuracy at 8K and 10K may negatively impact flight performance and require further study.Bouak F, Vartanian O, Hofer K, Cheung B. Acute mild hypoxic hypoxia effects on cognitive and simulated aircraft pilot performance. Aerosp Med Hum Perform. 2018; 89(6):526-535.

The Differential Effect of Sustained Operations on Psychomotor Skills of Helicopter Pilots

INTRODUCTION

Flying a helicopter is a complex psychomotor skill requiring constant control inputs from pilots. A deterioration in psychomotor performance of a helicopter pilot may be detrimental to operational safety. The aim of this study was to test the hypothesis that psychomotor performance deteriorates over time during sustained operations and that the effect is more pronounced in the feet than the hands. The subjects were helicopter pilots conducting sustained multicrew offshore flight operations in a demanding environment. The remote flight operations involved constant workload in hot environmental conditions with complex operational tasking.

METHODS

Over a period of 6 d 10 helicopter pilots were tested. At the completion of daily flying duties, a helicopter-specific screen-based compensatory tracking task measuring tracking accuracy (over a 5-min period) tested both hands and feet. Data were compared over time and tested for statistical significance for both deterioration and differential effect.

RESULTS

A statistically significant deterioration of psychomotor performance was evident in the pilots over time for both hands and feet. There was also a statistically significant differential effect between the hands and the feet in terms of tracking accuracy. The hands recorded a 22.6% decrease in tracking accuracy, while the feet recorded a 39.9% decrease in tracking accuracy.

DISCUSSION

The differential effect may be due to prioritization of limb movement by the motor cortex due to factors such as workload-induced cognitive fatigue. This may result in a greater reduction in performance in the feet than the hands, posing a significant risk to operational safety.McMahon TW, Newman DG. The differential effect of sustained operations on psychomotor skills of helicopter pilots. Aerosp Med Hum Perform. 2018; 89(6):496-502.

Measuring mental workload and physiological reactions in marine pilots: Building bridges towards redlines of performance

This paper investigates the effects of shiphandling manoeuvres on mental workload and physiological reactions in ten marine pilots. Each pilot performed four berthings in a ship simulator. Those berthings were differentiated by two factors, level of difficulty and familiarity with the port. Each berthing could also be divided into five phases, three during the execution and two resting periods, one before and one after the execution (dedicated to baseline physiological data collection). Mental workload was measured through two self assessment scales: the NASA TLX and a Likert scale. Power spectral densities on Beta bands 1 and 2 were obtained from EEG. Heart rate and heart rate variability were obtained from ECG. Pupil dilation was obtained from eye tracking. Workload levels were higher as berthings increased in difficulty level and/or the pilots completed the berthings in unfamiliar ports. Responses differed across specific phases of the berthings. Physiological responses could indirectly monitor levels of mental workload, and could be adopted in future applications to evaluate training improvements and performance. This study provides an example of an applied methodology aiming to define an upper redline of task demands in the context of marine pilotage.

Optical Illusions and Spatial Disorientation in Aviation Pilots

Optical illusions are involved in the perception of false or erroneous images which might involve disorientation. They occur by a discordance by the peripheral systems about the information captured and generally, resulting in pilots failure to recognize key signals. The aim of this study is to review the state of the art of spatial disorientation and optical illusions in aviation pilots. This kind of disorientation has important practical consequences, because a remarkable percentage of plane accidents are related to pilot's optical illusions. An exhaustive review using pubmed and semantic scholar databases was conducted to find out the most frequent optical illusions in aviation pilots. A total of 45 full text articles published English or Spanish were reviewed. To our knowledge, this is the first study to review exhaustively and describe the main factors involved in spatial disorientation and optical illusions affecting aviation pilots. Mainly, contextual factors: width of landing track lights, nocturnal operations or low visibility, inclination of the landing track, decline of the ground, size of habitual references, low level approach on the water, black hole, sky/terrain confusion, distortion by climatic factors, autokinesis or autocinetics, optional investment illusion, illusions by vection, false horizon, rain on the windshield, misalignment in the approach, vibrations, somatogravic illusion, coriolis illusion and "G" forces. In a lesser extent, human factors and pathologies of the visual systems involved in spatial disorientation and associated optical illusions affecting aviation pilots are also described.

DISCUSSION

Practical implications are further discussed.

Copycats in Pilot Aircraft-Assisted Suicides after the Germanwings Incident

Aircraft-assisted pilot suicide is a rare but serious phenomenon. The aim of this study was to evaluate changes in pilot aircraft-assisted suicide risks, i.e., a copycat effect, in the U.S. and Germany after the Germanwings 2015 incident in the French Alps. Aircraft-assisted pilot suicides were searched in the U.S. National Transportation Safety Board (NTSB) accident investigation database and in the German Bundestelle für Flugunfalluntersuchung (BFU) Reports of Investigation database five years before and two years after the deliberate crash of the Germanwings flight into the French Alps in 2015. The relative risk (RR) of the aircraft-assisted pilot suicides was calculated. Two years after the incident, three out of 454 (0.66%) fatal incidents were aircraft-assisted suicides compared with six out of 1292 (0.46%) in the prior five years in the NTSB database. There were no aircraft-assisted pilot suicides in the German database during the two years after or five years prior to the Germanwings crash. The relative aircraft-assisted pilot suicide risk for the U.S. was 1.4 (95% CI 0.3–4.2) which was not statistically significant. Six of the pilots who died by suicide had told someone of their suicidal intentions. We consider changes in the rate to be within a normal variation. Responsible media coverage of aircraft incidents is important due to the large amount of publicity that these events attract.

Pilot Mental Health, Negative Life Events, and Improving Safety with Peer Support and a Just Culture

BACKGROUND

In the last 35 yr, 17 commercial aviation accidents and incidents, with 576 fatalities, could likely have been attributed to mental disease of a pilot. Screening tools for mental health risks in airline pilots are needed. There is growing interest in pilot peer-support programs and how to incorporate them in a just culture, meaning that pilots can report mental health complaints without a risk of job or income loss. We combined findings from aviation accidents and incidents with a search of scientific literature to provide data-based recommendations for screening, peer-support, and a just culture approach to mental health problems.

METHODS

Commercial aviation accidents and incidents in which a mental disorder of a pilot was thought to play a role were reviewed. Subsequently, PubMed and PsychInfo literature searches were performed on peer-support programs, just culture human resource management, and the risk of negative life events on developing suicidal ideation and behavior in comparable professional groups.

RESULTS

Lethal accidents were mostly related to impaired coping with negative life events. Negative life events are clearly related to suicidal thoughts, attempts, and completed suicide. A protective effect of peer-support programs on mental health problems has not been established, although peer-support programs are generally appreciated by those involved. We did not find relevant literature on just culture.

DISCUSSION

Negative life events are likely a useful screening tool for mental health risks. There is still a lack of evidence on how peer-support groups should be designed and how management of mental health risks can be implemented in a just culture.Mulder S, de Rooy D. Pilot mental health, negative life events, and improving safety with peer support and a just culture. Aerosp Med Hum Perform. 2018; 89(1):41-51.

Dealing With Unexpected Events on the Flight Deck: A Conceptual Model of Startle and Surprise

OBJECTIVE

A conceptual model is proposed in order to explain pilot performance in surprising and startling situations.

BACKGROUND

Today's debate around loss of control following in-flight events and the implementation of upset prevention and recovery training has highlighted the importance of pilots' ability to deal with unexpected events. Unexpected events, such as technical malfunctions or automation surprises, potentially induce a "startle factor" that may significantly impair performance.

METHOD

Literature on surprise, startle, resilience, and decision making is reviewed, and findings are combined into a conceptual model. A number of recent flight incident and accident cases are then used to illustrate elements of the model.

RESULTS

Pilot perception and actions are conceptualized as being guided by "frames," or mental knowledge structures that were previously learned. Performance issues in unexpected situations can often be traced back to insufficient adaptation of one's frame to the situation. It is argued that such sensemaking or reframing processes are especially vulnerable to issues caused by startle or acute stress.

CONCLUSION

Interventions should focus on (a) increasing the supply and quality of pilot frames (e.g., though practicing a variety of situations), (b) increasing pilot reframing skills (e.g., through the use of unpredictability in training scenarios), and (c) improving pilot metacognitive skills, so that inappropriate automatic responses to startle and surprise can be avoided.

APPLICATION

The model can be used to explain pilot behavior in accident cases, to design experiments and training simulations, to teach pilots metacognitive skills, and to identify intervention methods.