National plan to enhance aviation safety through human factors improvements

The purpose of this section of the plan is to establish a development and implementation strategy plan for improving safety and efficiency in the Air Traffic Control (ATC) system. These improvements will be achieved through the proper applications of human factors considerations to the present and future systems. The program will have four basic goals: (1) prepare for the future system through proper hiring and training; (2) develop a controller work station team concept (managing human errors); (3) understand and address the human factors implications of negative system results; and (4) define the proper division of responsibilities and interactions between the human and the machine in ATC systems. This plan addresses six program elements which together address the overall purpose. The six program elements are: (1) determine principles of human-centered automation that will enhance aviation safety and the efficiency of the air traffic controller; (2) provide new and/or enhanced methods and techniques to measure, assess, and improve human performance in the ATC environment; (3) determine system needs and methods for information transfer between and within controller teams and between controller teams and the cockpit; (4) determine how new controller work station technology can optimally be applied and integrated to enhance safety and efficiency; (5) assess training needs and develop improved techniques and strategies for selection, training, and evaluation of controllers; and (6) develop standards, methods, and procedures for the certification and validation of human engineering in the design, testing, and implementation of any hardware or software system element which affects information flow to or from the human

Florida's Halfbeak, Hemiramphus spp., Bait Fishery

Two species of halfbeaks, ballyhoo, Hemiramphus brasiliensis, and balao, H. balao, form the basis of a relatively small but valuable bait fishery in southeastern Florida. Halfbeak landings increased rapidly in the late 1960's but are now relatively stable (about 450,000 kg or 1 million lb annually), and their ex-vessel price is about $600,000. Fishing methods, which had changed in the late 1960's when landings increased, have changed little since the 1970's. Data from a fishery-dependent survey (1988-91) show that catch rates were highest from October to February, when catches were dominated by large ballyhoo (>200 mm or 8 inches fork length (FL)); rates were lowest from May to September, when catches contained both species in more equal numbers and the size range was greater (about 150-250 mm FL) than it was for winter landings. There was little bycatch, and only flyingfishes (Exocoetidae) and needlefishes (Belonidae) occurred consistently. Comparisons of the 1988-91 data with similar data reported from 1974 indicated that halfbeak populations have remained relatively stable

Guidelines for Line-Oriented Flight Training, Volume 1

Line-Oriented Flight Training (LOFT) is a developing training technology which synthesizes high-fidelity aircraft simulation and high-fidelity line-operations simulation to provide realistic, dynamic pilot training in a simulated line environment. LOFT is an augmentation of existing pilot training which concentrates upon command, leadership, and resource management skills. This report, based on an NASA/Industry workshop held in January, 1981, is designed to serve as a handbook for LOFT users. In addition to providing background information, guidelines are presented for designing LOFT scenarios, conducting real-time LOFT operations, pilot debriefing, and instructor qualification and training. The final chapter addressed other uses of LOFT and line-operations (or full-mission) simulation

Guidelines for line-oriented flight training, volume 2

Current approaches to line-oriented flight training used by six American airlines are described. This recurrent training methodology makes use of a full-crew and full-mission simulation to teach and assess resource management skills, but does not necessarily fulfill requirements for the training and manipulation of all skills

What causes the word gap? Financial concerns may systematically suppress child-directed speech

Parents with fewer educational and economic resources (low socioeconomic-status, SES) tend to speak less to their children, with consequences for children’s later life outcomes. Despite this well-established and highly popularized link, surprisingly little research addresses why the SES “word gap” exists. Moreover, existing research focuses on individual-level explanations with little attention to structural constraints with which parents must contend. In two pre-registered studies, we test whether experiencing financial scarcity itself can suppress caregivers’ speech to their children. Study 1 suggests that caregivers who are prompted to reflect on scarcity—particularly those who reflect on financial scarcity—speak to their 3-year-olds less than a control group in a subsequent play session. Study 2 finds that caregivers speak less to their children at the end of the month—when they are more likely to be experiencing financial hardship—than the rest of the month. Thus, above and beyond the individual characteristics of parents, structural constraints may affect how much parents speak to their children

Personality factors in flight operations. Volume 1: Leader characteristics and crew performance in a full-mission air transport simulation

Crew effectiveness is a joint product of the piloting skills, attitudes, and personality characteristics of team members. As obvious as this point might seem, both traditional approaches to optimizing crew performance and more recent training development highlighting crew coordination have emphasized only the skill and attitudinal dimensions. This volume is the first in a series of papers on this simulation. A subsequent volume will focus on patterns of communication within crews. The results of a full-mission simulation research study assessing the impact of individual personality on crew performance is reported. Using a selection algorithm described in previous research, captains were classified as fitting one of three profiles along a battery of personality assessment scales. The performances of 23 crews led by captains fitting each profile were contrasted over a one-and-one-half-day simulated trip. Crews led by captains fitting a positive Instrumental-Expressive profile (high achievement motivation and interpersonal skill) were consistently effective and made fewer errors. Crews led by captains fitting a Negative Expressive profile (below average achievement motivation, negative expressive style, such as complaining) were consistently less effective and made more errors. Crews led by captains fitting a Negative Instrumental profile (high levels of competitiveness, verbal aggressiveness, and impatience and irritability) were less effective on the first day but equal to the best on the second day. These results underscore the importance of stable personality variables as predictors of team coordination and performance

Crew factors in flight operations. Part 3: The operational significance of exposure to short-haul air transport operations

Excessive flightcrew fatigue has potentially serious safety consequences. Laboratory studies have implicated fatigue as a causal factor associated with varying levels of performance deterioration depending on the amount of fatigue and the type of measure utilized in assessing performance. These studies have been of limited utility because of the difficulty of relating laboratory task performance to the demands associated with the operation of a complex aircraft. The performance of 20 volunteer twin-jet transport crews is examined in a full-mission simulator scenario that included most aspects of an actual line operation. The scenario included both routine flight operations and an unexpected mechanical abnormality which resulted in a high level of crew workload. Half of the crews flew the simulation within two to three hours after completing a three-day, high-density, short-haul duty cycle (Post-Duty condition). The other half flew the scenario after a minimum of three days off duty (Pre-Duty) condition). The results revealed that, not surprisingly, Post-Duty crews were significantly more fatigued than Pre-Duty crews. However, a somewhat counter-intuitive pattern of results emerged on the crew performancemeasures. In general, the performance of Post-Duty crews was significantly better than that of Pre-Duty crews, as rated by an expert observer on a number of dimensions relevant to flight safety. Analyses of the flightcrew communication patterns revealed that Post-Duty crews communicated significantly more overall, suggesting, as has previous research, that communication is a good predictor of overall crew performance