The evaluation of product and process for in-flight decision-making training

Forty-One male pilots from ROC Air Force Tactical Training Wings participated in the study. The flying experience of participants was between 354 and 220 hours with an average of 292 hours. Participants were randomly divided into two groups, 21 pilots in the experimental group, and 20 pilots in control group. Two ADM mnemonic methods, SHOR and DESIDE, that had been previously been assessed by instructor pilots as being the most applicable and having the potential to significantly improve the quality of military pilots’ decision-making formed the basis of the ADM training programs. Overall, results from both the simulator-based trials (which assessed the product of the ADM training programme) and the pencil-and-paper tests (which assessed the process that the trainees applied) showed gains being made in both Situation Assessment and Risk Management skills attributable to the decision making training course. The results strongly suggest that such a short training course can be effective in terms of improving pilots’ skill in situation assessment and risk management. However, these gains were at the cost of a decreased speed of responding. Nevertheless, it is suggested that a simple, short, cost-effective training program in the appropriate use of ADM mnemonic methods may ultimately produce significant gains in flight safety. Such a course may easily be integrated into current CRM or simulator-based training programs

The evaluation of pilots performance and mental workload by eye movement

Pilots make important decisions often using ambiguous information, while under stresses and with very little time. During flight operations detecting the warning light of system failure is a task with real-world application relates to measurement of pilot's performance and eye movement. The demand for a pilot’s visual and situational awareness in multiple tasks can be detrimental during pilots’ mental overload conditions. The purpose of this research is to evaluate the relationship between pilot’s mental workload and operational performance by eye tracking. Collecting eye movement data during flight operations in a virtual reality of flight simulator provided useful information to analysis participants’ cognitive processes. There were 36 pilots participated in this research, the experience of flight hours between 320 and 2,920, the range of age between 26 and 51 years old. The apparatus included Applied Science Laboratories (ASL) eye tracking, IDF flight simulator and NASA_TLX for data collection. The results show that pilots with high SA detecting hydraulic malfunction have shorter total fixation duration on Air Speed Indicator and longer total fixation duration on Altitude Indicator, Vertical Speed Indicator, Right multi-display and Left multi-display compared with pilots without detecting the signal of hydraulic malfunction. Pilots’ total fixation time on Integration Control Panel, Altitude Indicator, Attitude Indicator and Right Multi-display, and pilots’ subjective rating on NASA-TLX effort dimension for the mission of close pattern have significant relationship with pilots’ performance on the operational time for completing the tactic mission. Experienced pilots operate aircraft familiar with monitoring Airspeed Indicator and kinetic maneuvering result in less fuel consumption. This study could provide guidelines for future training design to reduce pilots mental workload and improve situational awareness for enhancing flight safety

Multipotent vascular stem cells contribute to neurovascular regeneration of peripheral nerve.

BackgroundNeurovascular unit restoration is crucial for nerve regeneration, especially in critical gaps of injured peripheral nerve. Multipotent vascular stem cells (MVSCs) harvested from an adult blood vessel are involved in vascular remodeling; however, the therapeutic benefit for nerve regeneration is not clear.MethodsMVSCs were isolated from rats expressing green fluorescence protein (GFP), expanded, mixed with Matrigel matrix, and loaded into the nerve conduits. A nerve autograft or a nerve conduit (with acellular matrigel or MVSCs in matrigel) was used to bridge a transected sciatic nerve (10-mm critical gap) in rats. The functional motor recovery and cell fate in the regenerated nerve were investigated to understand the therapeutic benefit.ResultsMVSCs expressed markers such as Sox 17 and Sox10 and could differentiate into neural cells in vitro. One month following MVSC transplantation, the compound muscle action potential (CMAP) significantly increased as compared to the acellular group. MVSCs facilitated the recruitment of Schwann cell to regenerated axons. The transplanted cells, traced by GFP, differentiated into perineurial cells around the bundles of regenerated myelinated axons. In addition, MVSCs enhanced tight junction formation as a part of the blood-nerve barrier (BNB). Furthermore, MVSCs differentiated into perivascular cells and enhanced microvessel formation within regenerated neurovascular bundles.ConclusionsIn rats with peripheral nerve injuries, the transplantation of MVSCs into the nerve conduits improved the recovery of neuromuscular function; MVSCs differentiated into perineural cells and perivascular cells and enhanced the formation of tight junctions in perineural BNB. This study demonstrates the in vivo therapeutic benefit of adult MVSCs for peripheral nerve regeneration and provides insight into the role of MVSCs in BNB regeneration

Pilots’ visual scan pattern and attention distribution during the pursuit of a dynamic target

Introduction: The current research is investigating pilots’ visual scan patterns in order to assess attention distribution during air-to-air manoeuvers. Method: A total of thirty qualified mission-ready fighter pilots participated in this research. Eye movement data were collected by a portable head-mounted eye-tracking device, combined with a jet fighter simulator. To complete the task, pilots have to search for, pursue, and lock-on a moving target whilst performing air-to-air tasks. Results: There were significant differences in pilots’ saccade duration (msec) in three operating phases including searching (M=241, SD=332), pursuing (M=311, SD=392), and lock-on (M=191, SD=226). Also, there were significant differences in pilots’ pupil sizes (pixel2) of which lock-on phase was the largest (M=27237, SD=6457), followed by pursuing (M=26232, SD=6070), then searching (M=25858, SD=6137). Furthermore, there were significant differences between expert and novice pilots on the percentage of fixation on the HUD, time spent looking outside the cockpit, and the performance of situational awareness (SA). Discussion: Experienced pilots have better SA performance and paid more attention to the HUD but focused less outside the cockpit when compared with novice pilots. Furthermore, pilots with better SA performance exhibited a smaller pupil size during the operational phase of lock-on whilst pursuing a dynamic target. Understanding pilots’ visual scan patterns and attention distribution are beneficial to the design of interface displays in the cockpit and in developing human factors training syllabi to improve safety of flight operations

Using Neural Networks to predict HFACS unsafe acts from the pre-conditions of unsafe acts

Human Factors Analysis and Classification System (HFACS) is based upon Reason’s organizational model of human error which suggests that there is a ‘one to many’ mapping of condition tokens (HFACS level 2 psychological precursors) to unsafe act tokens (HFACS level 1 error and violations). Using accident data derived from 523 military aircraft accidents, the relationship between HFACS level 2 preconditions and level 1 unsafe acts was modelled using an artificial neural network (NN). This allowed an empirical model to be developed congruent with the underlying theory of HFACS. The NN solution produced an average overall classification rate of ca. 74% for all unsafe acts from information derived from their level 2 preconditions. However, the correct classification rate was superior for decision- and skill-based errors, than for perceptual errors and violations

The design principles of flight deck automation and the occurrence of active failures in aviation

The evolution of advanced technology systems in aviation has seen radically increased capabilities of aircraft, and equally radical changes in how aircraft are flown. Relieving flight crews of much of the manual workloads associated with flying, automation has brought about a shift in the dynamic on the flight deck as the role of crews - who are gradually being removed from direct control of the aircraft - moves towards that of supervisors and managers of the vast array of systems on-board. There is little doubt that automation has provided significant benefits in terms of increased performance, endurance and safety. Yet the sleekness and simplicity of the modern flight deck has proven deceptive. The complexities of aircraft systems, their dependencies and interdependencies, may mask interactions and inhibit the pilot's understanding of systems functionalities. Perhaps just as importantly, as automated systems assumed greater levels of autonomy and authority, the position of automation - and its relationship with those other key players in the cockpit - has not always been explicitly stated. Now managing and overseeing the aircraft’s systems, crews, whose exposure to manual flying has been reduced largely to the take-off and landing phases of flight, may be exposed to error causing conditions where they may not understand what the automation is doing. The aim of this study was to examine the effects of latent conditions (pre-cursor faults) on the occurrence of decision errors, skill-based errors, perceptual errors and violations (active failures / unsafe acts). Based on the ASRS data analysis it was determined that while there was a significant number of automation pre-cursor faults associated with Airbus, Boeing aircraft were more likely to have mechanical related pre-cursor events

Multiple remote tower for Single European Sky: The evolution from initial operational concept to regulatory approved implementation

The European Union project of Single European Sky initiated a reorganization of European airspace and proposed additional measures for air traffic management to achieve the key objectives of improving efficiency and capacity while at the same time enhancing safety. The concept of multiple remote tower operation is that air traffic controllers (ATCOs) can control several airfields from a distant virtual control centre. The control of multiple airfields can be centralised to a virtual centre permitting the more efficient use of ATCO resources. This research was sponsored by the Single European Sky ATM Research Program and the ATM Operations Division of the Irish Aviation Authority. A safety case was developed for migration of multiple remote tower services to live operations. This research conducted 50 large scale demonstration trials of remote tower operations from single tower operations to multiple tower operations for safety assessment by air navigation safety regulators in 2016. A dedicated team of air traffic controllers and technology experts successfully completed the safety assessment of multiple remote tower operations in real time. The implementation of this innovative technology requires a careful balance between cost-efficiency and the safety of the air traffic control in terms of capacity and human performance. The live trial exercises demonstrated that the air traffic services provided by the remote tower for a single airport and two medium airports by a single ATCO with ‘in sequence’ and ‘simultaneous’ aircraft operation was at least as safe as provided by the local towers at Cork and Shannon aerodromes. No safety occurrence was reported nor did any operational safety issue arise during the conduct of the fifty live trial exercises

Pilots’ visual scan pattern and situation awareness in flight operations

Introduction: Situation awareness (SA) is considered an essential prerequisite for safe flying. If the impact of visual scanning patterns on a pilot’s situation awareness could be identified in flight operations, then eye-tracking tools could be integrated with flight simulators to improve training efficiency. Method: Participating in this research were 18 qualified, mission-ready fighter pilots. The equipment included high-fidelity and fixed-base type flight simulators and mobile head-mounted eye-tracking devices to record a subject’s eye movements and SA while performing air-to-surface tasks. Results: There were significant differences in pilots’ percentage of fixation in three operating phases: preparation (M = 46.09, SD = 14.79), aiming (M = 24.24, SD = 11.03), and release and break-away (M = 33.98, SD = 14.46). Also, there were significant differences in pilots’ pupil sizes, which were largest in the aiming phase (M = 27,621, SD = 6390.8), followed by release and break-away (M = 27,173, SD = 5830.46), then preparation (M = 25,710, SD = 6078.79), which was the smallest. Furthermore, pilots with better SA performance showed lower perceived workload (M = 30.60, SD = 17.86), and pilots with poor SA performance showed higher perceived workload (M = 60.77, SD = 12.72). Pilots’ percentage of fixation and average fixation duration among five different areas of interest showed significant differences as well. Discussion: Eye-tracking devices can aid in capturing pilots’ visual scan patterns and SA performance, unlike traditional flight simulators. Therefore, integrating eye-tracking devices into the simulator may be a useful method for promoting SA training in flight operations, and can provide in-depth understanding of the mechanism of visual scan patterns and information processing to improve training effectiveness in aviation