The Pilot Proficiency Audit of Knowledge, Skills, and Abilities: Adding to the Air Carrier Safety Toolbox

The correlation between air carrier pilot performance and age, total flight time, total airline flight time, and time in current position has not been fully documented. This study observed 62 F/Os in line operations and graded 74 knowledge, skills, and abilities performance variables, utilizing a five-point Likert scale. Knowledge items scored slightly below the referent, with no improvement over time; skills improved with both flight time and years of service; and abilities decline markedly across all independent variables. Changes to pilot training syllabi and techniques, as well as hiring practices, may be indicated. Integrating Pilot Proficiency Audit data into existing LOSA, AQP, ASAP, and FOQA programs can provide a more robust air carrier safety program

Classification and reduction of pilot error

Human error is a primary or contributing factor in about two-thirds of commercial aviation accidents worldwide. With the ultimate goal of reducing pilot error accidents, this contract effort is aimed at understanding the factors underlying error events and reducing the probability of certain types of errors by modifying underlying factors such as flight deck design and procedures. A review of the literature relevant to error classification was conducted. Classification includes categorizing types of errors, the information processing mechanisms and factors underlying them, and identifying factor-mechanism-error relationships. The classification scheme developed by Jens Rasmussen was adopted because it provided a comprehensive yet basic error classification shell or structure that could easily accommodate addition of details on domain-specific factors. For these purposes, factors specific to the aviation environment were incorporated. Hypotheses concerning the relationship of a small number of underlying factors, information processing mechanisms, and error types types identified in the classification scheme were formulated. ASRS data were reviewed and a simulation experiment was performed to evaluate and quantify the hypotheses

USING IMAGERY PRACTICE TO IMPROVE AIRLINE PILOT SITUATIONAL AWARENESS

Pilot error remains the primary cause of airline airplane accidents (Federal Aviation Administration, n.d.). Airline pilots have relied on Crew Resource Management and Threat Error Management to reduce or eliminate errors (Helmreich & Foushee, 2019). Unfortunately, the worldwide accident rate continues to increase (International Air Transport Association, 2021), demonstrating the need for further research into improving aviation safety. Current regulations do not require imagery training for airline pilots to improve situational awareness (Federal Aviation Administration, 2017a). Athletes and other professionals, such as musicians and medical professionals, use imagery to improve performance (Munzert et al., 2009). Imagery practice may improve the situational awareness of airline pilots. This study examined the relationship between imagery practice and airline pilot situational awareness. The researcher used an experimental posttest design with a group of airline pilots that received imagery training and a practice period. The data analysis answered the research questions and objectives using data provided by the participants who completed an interactive video survey. The researcher compared the survey results with airline pilots without imagery practice, measuring Endsley\u27s (1995) three levels of situational awareness, including perception, comprehension, and projection. The study\u27s results produced three findings that emphasize the effects of the research. Pilots who practiced imagery more often had higher levels of situational awareness during the video survey than pilots who practiced less. Although there was an improvement in the group that practiced imaging a flight, further research may improve the effectiveness of imagery practice. More experienced pilots participated in the study compared to less experienced pilots. Further research regarding safety training experience and situational awareness could add to the findings of this study, along with Wang et al. (2021) findings regarding pilots using personal attributes such as emotional intelligence that replace inadequate training to maintain situational awareness

An Exploratory Study of General Aviation Visual to Instrument Meteorological Condition Contextual Factors

The purpose of this dissertation was to bridge the existing literature gap of outdated contextual factor (CF) research through examination and determination of current General Aviation (GA) Title 14 Code of Federal Regulations (CFR) Part 91 visual flight rules (VFR)-into-instrument meteorological condition (IMC) contextual factors. Contextual factors are a multifaceted arrangement of pertinent events or occurrences contributing to pilot accidents in weather-related decision-making errors. A total of 46 contextual factors were identified and examined from the reviewed research literature. The study examined and determined the presence of the 46 contextual factors, frequencies, and manifestations in the GA VFR-into-IMC Aviation Accident Reports (AARs) archived in the National Transportation Safety Board (NTSB) online safety database. Significant relationships were identified among the contextual factors and pilot age, flight experience, weather, flight conditions, time of day, and certification level using point biserial and phi correlations. Contextual factor significant effects on the crash distance from departure and crash distance from the planned destination were revealed using multiple regression. A qualitative methodology was used on secondary data. Three subject matter experts (SMEs) for the main study analyzed a sample of 85 accidents for the presence of the 46 contextual factors. Raters then reported the presence of the contextual factors and provided opinions on how the contextual factors were manifested. Qualitative analysis revealed the presence of 37 out of 46 contextual factors. Highest frequency factors included number of passengers on board (CF29), accident time of day (CF1), crash distance from the planned destination (CF15), not filing of a flight plan (CF21), and underestimating risk (CF43). Raters described numerous manifestations of the contextual factors including 62% of the accident flights had passengers on board the aircraft (CF29). Quantitative analysis discovered several significantly weak to moderate relationships among pilot age, flight experience, weather, flight conditions, time of day, certification level, and the contextual factors. Several contextual factors had significant effects on the crash distance from departure and crash distance from the planned destination. Findings indicated the contextual factors were extensive in GA accidents. Additional research should focus on all flight domains, including further study of GA Part 91 VFR-into-IMC accidents. It is recommended the GA Part 91 pilot community be trained on the contextual factors assessed

Generational Differences in Safety Attitudes Among Commercial Airline Pilots

abstract: The objective of this study was to investigate the generational differences among US commercial airline pilots regarding their attitudes toward safety. A survey was distributed to three different US airlines: one major commercial airline, one regional airline, and one charter airline. A total of 106 pilots participated in this study. The pilots were categorized into three groups of generations based on birth years: Baby Boomers: 1946-1964, Generation X: 1965-1980, and Generation Y: 1981-2000. Through the use of one-way Analysis of Variance (ANOVA), the results of the analyses found that there was no significant difference between the generations of pilots regarding safety attitudes. In the subcategory of self-confidence, the results indicated no significant differences between the different generations of pilots. However, in the subcategories of risk orientation and safety orientation, significant differences were detected among the three generations of pilots. Baby Boomers were found to have the lowest risk tolerance, while Generation Y had the highest. Conversely, Baby Boomers were found to have the highest safety orientation, with the lowest being that of Generation Y.Dissertation/ThesisM.S.Tech Technology 201

The Potential Impact of a Voluntary Non-punitive Self Report Program Under the Scope of the Brazilian Civil Aviation Authority

The key recommendation from this study is to purpose the Brazilian National Civil Aviation Authority evaluation over the implementation of a new voluntary and non-punitive safety reporting program, with a different scope from the current one. The voluntary self-reporting programs in place in the USA, Europe and Australia should be used as a regulatory reference and the program development and implementation should be executed in close coordination with the different industry stakeholders. To access if the current Brazilian State Safety reporting system meets ICAO requirements, the researchers accessed pertinent aviation safety regulatory legislation. Additionally, to access if the current Brazilian State Safety reporting system is effective, the researchers surveyed 488 airline pilots operating under RBAC 121 and interviewed the other two stakeholders involved, the safety managers of both ANAC and Brazilian Airlines. The data found conclude that airline pilots have a culture of self-reporting and the stakeholders interviewed understand that Brazil has a reporting system with the opportunity for further development of some extremely important features to make it more effective and raise its level of contribution to flight safety. Finally, the researchers recommend that there be an update to the current Brazilian Aviation Authorities voluntary reporting system, in a way that the National CAA be assured to access all the content of each report, but only after the dissemination of the concepts of Just Culture across ANAC and Brazilian Civil Aviation. This update must be created and maintained by system stakeholders focusing on improving the Brazilian Operational Safety Program (PSO- BR)

A review of hijack events by airline employees, with a particular reference to Pilot Suicide Using an Aircraft (PSUA): an analysis of the triggering factors and current mitigation

When Andreas Lubitz crashed German wings flight 9525 killing all on board, the event refocused public attention on Pilot Suicide Using Aircraft accidents or (PSUA), the term used throughout this thesis. The Lubitz event led to the introduction of procedures that called for an in-flight minimum of two crew members in the cockpit and pilots psychometric testing. However, the new measures were not flawless. A terrorist posing as a cabin crew could easily access the cockpit, and the still debated effectiveness of psychometric screening. To prevent another PSUA, the research reviewed relevant events that lead into a potential or actual PSUA and the triggering factors behind it. The research also examines existing measures and related literature covering suicide, psychology, terrorism, aviation security and international organisations views. The available information was widely scattered and heavily cluttered. Hence, it was decided to compile an academically accredited and professionally filtered reference that lists relevant events, establish PSUA triggering factors, identify an effective mitigation and immediately bridge the current measures identified gaps. The research findings, short and long term recommendations are backed up by the author's 30 years of aviation experience and are validated by recognised aviation experts. To address PSUA risk; the research suggests to temporarily maintain the "two in the flight deck" procedure, subject to reducing cabin crew risk by limiting in-flight cockpit access to the two senior cabin crews and immediately implementing the research gap bridging recommendations in term of crew specific procedures and training. PSUA long term solution is achieved by addressing the personal factor, that could reduce the risk by 50% through the combination of the following measures: enhanced crew security background checks, enhanced psychometric screening by an aviation experienced company psychiatrist, awareness campaigns and effective crew support programs, along with job security campaigns, real just culture implementation and suicidal behaviour recognition training

Assessing If Motivation Impacts General Aviation Pilots’ Persistence in Varying Weather Conditions

Continued flight under visual flight rules into instrument meteorological conditions is the predominant cause for fatal accidents by percentage, for general aviation aircraft operations. It is possible that a pilot’s motivation or reason for flying will override other safer, more logical courses of action when a hazard presents itself. The decision appears to stem from a willingness to persist in a course of action despite factors that indicate an alternate and safer course is warranted. This research addresses what is currently presumed about the decision to continue flying under visual flight rules into instrument conditions and marries those ideas with the extensive studies on how theoretically affects the decision-making process. The research used a quantitative factorial experimental design and explored what bearing, if any, does type of motivation, or meteorological condition, or the interaction of the two have on a pilot’s willingness to persist in visual flight rule into instrument meteorological conditions. The researcher applied fundamental motivation theory and aviation regulation in the development of scenarios that were used to assess a pilot’s willingness to persist in unsafe weather conditions, and to determine what role motivation and the weather conditions might have played in that decision. A 3x3 factorial design was followed, and the method of analysis was a two-way mixed analysis of variance. The independent variable meteorological condition indicated a significant effect on the dependent variable willingness to persist, and the independent variable motivation did not indicate a significant effect. The interaction between meteorological condition and motivation resulted in a significant effect on the dependent variable, particularly in the marginal weather condition, although with a low effect size. This result suggests that those who are motivated to fly for a specific reason or reasons might be more willing to persist over those who have no real reason to be flying. A recommendation for future research is that the experiment be replicated in a direct observation experimental design in either a full or partial motion simulator. Further defining how motivation and meteorological conditions influence aeronautical decision-making can change the way aviation safety advocates, academics, regulators, and industry approach the issue. The results of this research could help determine what part of aeronautical decision making is objective and what is more subject to a person’s base desires