The vulnerability of rules in complex work environments: dynamism and uncertainty pose problems for cognition

Many complex work environments rely heavily on cognitive operators using rules. Operators sometimes fail to implement rules, with catastrophic human, social and economic costs. Rule-based error is widely reported, yet the mechanisms of rule vulnerability have received less attention. This paper examines rule vulnerability in the complex setting of airline transport operations. We examined ‘the stable approach criteria rule’, which acts as a system defence during the approach to land. The study experimentally tested whether system state complexity influenced rule failure. The results showed increased uncertainty and dynamism led to increased likelihood of rule failure. There was also an interaction effect, indicating complexity from different sources can combine to further constrain rule-based response. We discuss the results in relation to recent aircraft accidents and suggest that ‘rule-based error’ could be progressed to embrace rule vulnerability, fragility and failure. This better reflects the influence that system behaviour and cognitive variety have on rule-based response. Practitioner Summary: In this study, we examined mechanisms of rule vulnerability in the complex setting of airline transport operations. The results suggest work scenarios featuring high uncertainty and dynamism constrain rule-based response, leading to rules becoming vulnerable, fragile or failing completely. This has significant implications for rule-intensive, safety critical work environments

UAV Operator mental workload:A neurophysiological comparison of mental workload and vigilance

Human Factors can offer insights into the nature of human performance across many different domains. The steady increase of unmanned systems presents not only a unique challenge in terms of defining the nature of human-system interaction, but also the demand for providing decision support systems to assist the human operate multiple of these systems, or indeed operate beyond line of visual sight. The nature of cognitive performance can involve a high degree of complexity and in many instances result in disagreement over what it is that is actually being measured. The main cognitive processes that tend to be discussed in terms of operating UAVs tends to focus on mental workload and situation awareness. However, other constructs, such as vigilance, may be considered as important when we examine the task of commanding a UAV – more so when a single operator is supervising multiple UAVs. This paper presents the findings of a study whereby participants were asked to perform tasks involving the control of a UAV. Neurophysiological assessment was carried out by application of functional near infra-red spectroscopy, and results are discussed in relation to how this technique can provide insight into higher cognitive functions related to UAV operator state

Session 5: Pilot’s Mental Health – The Need for Better Attention in Aviation Industry

Aviation industry is evolving at an unprecedented rate and the demand for air travel is predicted to double over the next 20 years. With the accompanied advancement in technology, air travel has always proven to be a safe and reliable mode of transportation. Fortunately, past years of statistics of accidents attributed to pilots’ mental health was extremely low. Many incidents and accidents were averted by the competent and professionalism displayed by the pilots. However, this does not guarantee future and indefinite accident-free operations resulting from pilot’s deficient mental health. Most pilots in the world are extremely proud of their job. However, surveys on pilots have found that the exhausting flying hours, diminishing benefits, huge training debts, and continuously demanding performance have vastly changed the realities of a pilot’s job. Recently, the unprecedented Covid-19 pandemic that almost upended the aviation industry has threatened their job security. As a result, many were retrenched, furloughed or suffered severe pay-cuts. The bleak recovery without any certainty insight has exacerbated the situation and escalated their stress level to become a preamble to deficient mental health. Pilots are encouraged to have healthy lifestyle and worklife balance that will likely improve their mental health and professional performance. However, a proper infrastructure to recognise and avail treatment to pilots suffering from deficient mental conditions is imperative. It is prudent for trained aviation medical practitioners to pay closer attention to the well-being of pilots and addresses any mental issues that may arise. Maintaining and sustaining the highest level of aviation safety are important, but the need for better attention and care for the mental health of the pilots are equally critical

Analysis of the Emerging Pilot Workforce

The pilot workforce grew by approximately 20,000 pilots between 2011 – 2019 before shedding almost 6,500 jobs in 2020 due to COVID-19. Long-term forecasts predict industry recovery and growth and the need for robust pilot hiring since approximately 50% of today’s pilot workforce will meet the mandatory retirement age within 15 years. The current workforce consists of four generations, with the youngest (Generation Z) just beginning to join the airline ranks. The oldest generation (Baby Boomers) will be exiting the workforce within ten years, leaving three generations (Generations X, Y, and Z), two of which have spent their entire lives using digital technologies. During the last decade, clearly defined civilian pathways to the pilot profession have developed through partnerships between numerous airlines and their select university and civilian flight academy partners. Civilian pathway programs provide a highly structured training experience and help offset the steadily declining percentage of military pilots who make up the pilot workforce. A review of the emerging pilot workforce and trend markers for successful new hires will show the opportunities for transformational change in diversity, sustainability, and workforce development

The development of eye tracking in aviation (ETA) technique to investigate pilot's cognitive processes of attention and decision-making

Eye tracking device had provided researchers a promising way to investigate what pilot‘s cognitive processes when they see information present on the flight deck. There are 35 participants consisted by pilots and avionics engineers participated in current research. The research apparatus include an eye tracker and a flight simulator divided by five AOIs for data collection. The research aims are to develop cost-efficiency of eye tracking technique in order to facilitate scientific research of cognition and decision-making in aviation. The results indicated that participants’ eye movement patterns did have significant differences on the following variables including fixation count, F(4, 136) = 601.01, p < .001; average fixation duration, F(4, 136) = 100.87, p < .001; percentage of total fixations, F(4, 136) = 779.92, p < .001, and average pupil area, F(4, 136)=2.51, p < .05. The findings demonstrated that eye tracker is a suitable tool to investigate pilots’ cognitive process of attention and decision-making on flight deck. Furthermore, it can be applied to improve pilots’ SA and decision-making during flight operations

The command team experimental test-bed stage 1: design and build of a submarine command room simulator

The command room system has developed across a century of submarine operations and so reflects a high state of evolution, but that does not mean that the system cannot be improved upon. Technological advances have resulted in the retrospective fitting of upgrades which may not have maximized the potential improvements offered. Future challenges for command teams in almost every domain include increasing amounts of data coupled with more automated systems and reduced manning. To optimise functionality new physical layouts, team structures, allocation of system functions, communication media, interfaces, and work design will be required. The aim of the ComTET (Command Team Experimental Test-Bed) project is to examine how a submarine command team currently functions, with specific regard to how information flows around the socio technical system. This information shall be used to evaluate limitations in the current system, promote ideas concerning where reduced crewing might be possible and highlight how extra data might best be integrated into the system. Phase 1 of ComTET involved the creation of a submarine command room with high physical and task fidelity. The ComTET team has designed and built a submarine command room simulator that is a representation of the currently operational ASTUTE submarine. The simulator is comprised of 10 workstations each with two stacked monitors, various input devices and a headset linked to a multi-channel communications network. The simulation engine is a custom build of Dangerous Waters software, a naval warfare simulation game. The software features many operator-controllable units from on board a submarine, allowing the completion of individual submariner command team tasks simultaneously to fulfil global (team) mission objectives. The ComTET laboratory has a range of devices for recording the personal communications of each operator, in addition to video recordings of each operator and ambient voice/video recordings. This will facilitate the construction of social, task and information networks to examine the command room from a socio-technical perspective. The laboratory is also equipped with physiological recording devices so that the workload of operatives can be examined using psycho-physiological approaches alongside commonly used standardised measures of workload, situation awareness and cognitive function. The data collected shall be based around three scenarios which capture the primary operations routinely completed by submariners in high and low work load condition

An Input-Process-Output Model of Pilot Core Competencies.

Abstract. The aim of this study was to investigate the relationship between the flight-related core competencies for professional airline pilots and to structuralize them as components in a team performance framework. To achieve this, the core competency scores from a total of 2,560 OPC (Operator Proficiency Check) missions were analyzed. A principal component analysis (PCA) of pilots’ performance scores across the different competencies was conducted. Four principal components were extracted and a path analysis model was constructed on the basis of these factors. The path analysis utilizing the core competencies extracted adopted an input–process–output’ (IPO) model of team performance related directly to the activities on the flight deck. The results of the PCA and the path analysis strongly supported the proposed IPO model. </jats:p

Impact of Electronic Flight Bag on Pilot Workload

The increase of automation in the aviation industry pose challenges to human performance. To attest this point, studies about aircraft accidents reveal that pilots’ response to automated systems are always not coherent. Research findings suggests that pilots’ interaction with automated systems in highly demanding tasks situations results in the increase in workload and if they are unable to resolve it in time, it will compromise flight safety. Therefore, in the interest to further explore the impact of automation on human factor constructs, the study aimed to investigate the impact of Electronic Flight Bag (EFB) on pilot workload. The study measured the workload experienced by pilots in a visual flight rule approach in expected and unexpected situations with the use of EFB and paper chart displays. The National Aeronautics and Space Administration -Task Load Index was used to measure pilot workload. The results showed a significant difference in pilot workload between expected and unexpected approach indicating the influence of pilot workload during highly demanding tasks. However, there was no significant difference in pilot workload between the use EFB and paper at approach. There was also no significant interaction between approach and display. It is suggested that future studies to increase the sample size and explore more demanding flight situations that allows further use of EFB functionalities

Comparison of in-flight and post-flight use of NASA-TLX

The objective of this study was to evaluate the feasibility of airborne assignment of NASA-TLX scores. A total of 21 participants flew two simulated flying missions. In both missions, the participants’ task was to fly an instrument landing system (ILS) approach, followed by a stabilized climbing turn maneuver. In one mission, the participants evaluated their mental workload on the ILS approach and assigned the NASA-TLX scores during the climbing turn maneuver. In the other mission, the same tasks were conducted after the simulated flying task. The participants’ NASA-TLX scores and flying performance between missions were compared. There was no significant difference in the participants’ flying performance between missions. There were no significant differences in either NASA-TLX scores or overall indices between two missions