Academia.edu no longer supports Internet Explorer.
To browse Academia.edu and the wider internet faster and more securely, please take a few seconds to upgrade your browser.
If our goal is to improve safety through machine, interface, and training design, then we must define a metric of flightdeck safety that is usable in the design process. Current measures associated with our notions of "good" pilot performance and ultimate safety of flightdeck performance fail to provide an adequate index of safe flightdeck performance for design evaluation purposes. The goal of this research effort is to devise a safety index and method that allows us to evaluate flightdeck performance holistically and in a naturalistic experiment. This paper uses Reason's model of accident causation (1990) as a basis for measuring safety, and proposes a relational database system and method for 1) defining a safety index of flightdeck performance, and 2) evaluating the "safety" afforded by flightdeck performance for the purpose of design iteration. Methodological considerations, limitations, and benefits are discussed as well as extensions to this work. INTR...
AHFE International
Safety management in Aviation training is shaped by identification, evaluation, and measurement of the safety risks. The International Air Transportation Authority (IATA) Technology Roadmap (IATA 2022) offers a synopsis and evaluation of ongoing technology opportunities, which change the aviation environment with the implementation of Artificial Intelligence (AI) and introduction of enhanced Minimum Crew Operations (eMCO) and Single Pilot Operations (SiPO). Change management (airplane design philosophy /ergonomics) affects aviation training design philosophy. A hybrid competency-based education approach in aviation needs interaction with the aviation industry and changes in flight operations (ICAO, 2022). The performance gap of these changes concerning the aviation industry, flight operations, and training is assessed and measured through Evidence-Based Training (EBT) pilot competencies (ICAO, 2016). Safety management systems (SMSs) in aviation training present a lag in identifying ...
2006
Human factors certification criteria are being developed for large civil aircraft with the objective of reducing the incidence of design-induced error on the flight deck.
2017
Safety remains driven by a simple principle: complete elimination of technical breakdowns and human errors. This article tries to put this common sense approach back into perspective in the case of ultra-safe systems, where the safety record reaches the mythical barrier of one disastrous accident per 10 million events (10−7). Three messages are delivered: (1) the solutions aimed at improving safety depend on the global safety level of the system. When safety improves, the solutions used to improve the safety record should not be further optimised; they must continue to be implemented at present level (to maintain the safety health obtained), and supplemented further by new solutions (addition rather than optimisation rationale); (2) the maintenance and linear optimisation of solutions having dwindling effectiveness can result in a series of paradoxes eventually replacing the system at risk and jeopardising the safety record obtained in the first place; and (3) after quickly reviewin...
ONERA and IMASSA are currently involved in a research program which aims at defining a methodology for the analysis of military aircrews' activity during everyday operations. The proposed methodology is different from the flight analysis processes currently used by airlines, for instance, as it is clearly focused on the human activity : it is based on a model of generic activity, built from aircrews' interviews and flight simulations. This model is used as a reference to identify the possible differences between the generic activity and the actions actually performed during the flight. Those differences are then interpreted using a typology of typical safety relevant events, established through an extensive review of incidents cases, together with the advanced functionalities of constrained logic programming. This paper presents the rationale and the objectives for this research program. It describes the various models of aircrew activity and the methodology used to build th...
2018
The use of an assessment model has shown large variation (disagreement) in the scoring of airline professionals who judged the performance of a captain and first officer in multiple video scenarios. A better understanding was thus required of the source of assessors' disagreement in terms of both the scoring and reasoning of safety-critical crew performance and collaboration. In the first study, the present thesis quantitatively compared the scoring and assessment time of airline professionals (first officers, captains, and flight examiners) from two different airlines who were given versus not given an assessment model to judge performance. The demographics of the participants were compared in terms of their age, total flight hours, and years flown as commercial pilot. In contrast, the second and third studies qualitatively investigated and analysed assessors' reasoning further. The second study closely examined the reasoning of captain assessor pairs who assessed the perfo...
Safety and Security Engineering III, 2009
The expected number of airplanes flying is increasing every year. By 2025, U.S. commercial air carriers are projected to fly 2.1 trillion available seats per mile and transport 1.3 billion passengers for a total of 1.7 trillion passenger miles. Furthermore regional carriers are growing faster than mainline carriers (3.8 vs. 2.8 percent a year). This means that if aviation safety does not keep improving, the accident rate will probably increase. Furthermore, studies show that at least 20% of the root causes of accidents arise in the design stages and when safety problems are discovered later on, they are often difficult and expensive to resolve. For these reasons, a methodology has been developed that enables the evaluation of conceptual aircraft design from a safety point of view. It is an approach for conducting a structured analysis that can assess and quantify safety and risks of design features for conceptual aircraft design. In this paper it will be shown that the most important advantage of this methodology is to allow designers to evaluate and compare the total effect of different design options on safety during the conceptual design of aircraft.
The International Journal of Aviation Psychology, 2016
Objective. Human performance risks and benefits of adaptive systems were identified through a systematic analysis and pilot evaluation of adaptive system component types and characteristics. Background. As flight-deck automation is able to process ever more types of information in sophisticated ways to identify situations, it is becoming more realistic for adaptive systems to adapt behavior based on their own authority. Method. A framework was developed to describe the types and characteristics of adaptive system components and was used to perform a risk/benefit analysis to identify potential issues. Subsequently, eight representative adaptive system storyboards were developed for an evaluation with pilots to augment the analysis results and to explore more detailed issues and potential risk mitigations. Results. Analysis identified the principal drivers of adaptive "triggering conditions" risk as complexity and transparency. It also identified the drivers of adaptations risks/benefits as the task level and the level of control vs. information adaptation. Conclusions. Pilots did not seem to distinguish between adaptive automation and normal automation if the rules were simple and obvious; however, their perception of risk increased when the level of complexity and opacity of triggering conditions reached a point where its behavior was perceived as non-deterministic.
2009
Flight crews make positive contributions to the safety of aviation operations. Pilots have to assess continuously changing situations, evaluate potential risks and make quick decisions. However, even well trained and experienced pilots make errors. Accident investigations have identified that pilots’ performance is influenced significantly by the design of the flight deck interface. This research applies Hierarchical Task Analysis (HTA) and utilizes the – Human Error Template (HET) taxonomy - to collect error data from pilots during flight operations when performing a go-around in a large commercial transport aircraft. HET was originally developed in response to a requirement for formal methods to assess compliance with the new human factors certification rule for large civil aircraft introduced to reduce the incidence of design induced error on the flight deck (EASA Certification Specification 25.1302). The HET taxonomy was applied to each bottom level task step in an HTA of the fl...
Within the airline industry, expected safety behaviours are being increasingly used to assess or observe flight crew non-technical skills (CRM) performance. While safety and human factors programs are well established components of cabin crew training, airlines are yet to identify the non-technical skills required of cabin crew to successfully manage safety critical tasks and situations. In addition, there is a lack of data on how cabin crew deal with threats and avoid, recover and manage error. This paper describes a two-part research project being undertaken within Qantas Airways. Phase 1 involved the application of the Critical Decision Method protocol to identify successful decision making skills amongst experienced cabin crew. From a qualitative analysis of interviews with eighty Customer Service Managers (CSMs), expected safety behaviours were identified, and grouped under the following seven elements: situational awareness, information & resource management, operational under...
A paramount objective of all human-rated launch and reentry vehicle developers is to ensure that the risks to both the crew onboard and the public are minimized within reasonable cost, schedule, and technical constraints. Past experience has shown that proper attention to range safety requirements necessary to ensure public safety must be given early in the design phase to avoid additional operational complexities or threats to the safety of people onboard, and the design engineers must give these requirements the same consideration as crew safety requirements. For human spaceflight, the primary purpose and operational concept for any flight safety system is to protect the public while maximizing the likelihood of crew survival. This paper will outline the policy considerations, technical issues, and operational impacts regarding launch and reentry vehicle failure scenarios where crew and public safety are intertwined and thus addressed optimally in an integrated manner. An overview of existing range and crew safety policy requirements will be presented. Application of these requirements and lessons learned from both the Space Shuttle and Constellation Programs will also be discussed. Using these past programs as examples, the paper will detail operational, design, and analysis approaches to mitigate and balance the risks to people onboard and in the public. Crewed vehicle perspectives from the Federal Aviation Administration and Air Force organizations that oversee public safety will be summarized as well. Finally, the paper will emphasize the need to factor policy, operational, and analysis considerations into the early design trades of new vehicles to help ensure that both crew and public safety are maximized to the greatest extent possible.
2019
In the commercial aviation domain, large volumes of data are collected and analyzed on the failures and errors that result in infrequent incidents and accidents, but in the absence of data on behaviors that contribute to routine successful outcomes, safety management and system design decisions are based on a small sample of nonrepresentative safety data. Analysis of aviation accident data suggests that human error is implicated in up to 80% of accidents, which has been used to justify future visions for aviation in which the roles of human operators are greatly diminished or eliminated in the interest of creating a safer aviation system. However, failure to fully consider the human contributions to successful system performance in civil aviation represents a significant and largely unrecognized risk when making policy decisions about human roles and responsibilities. Opportunities exist to leverage the vast amount of data that has already been collected, or could be easily obtained...
2014 IEEE Aerospace Conference, 2014
Aerospace avionics and operation need another dimension. The "glass cockpit" came as a response to an impossible perceptive situation, when pilots had to monitor countless gauges (the concept being "one info-one gauge"). The change came with the renegotiation of the info/surface ratio given to data at the pilot level by using CRTs to integrate data in a user-friendly (dedicated) format. Since then improvements were made on the same paradigm, through very efficient cyclic design. Yet, in a way and to be blunt, little has been done, but just cosmetic changes regarding the distribution and size of screens. One does not want to change a "winning team". But the efficiency of the paradigm has faded away with the evolution of the aeronautical environment (traffic increase & permanence of service). The today's problem lies with "nondefective aircraft" monitored by "perfectly trained crews" still falling from the sky. One explanation is, at the crew level, that we have reached a system complexity that, while acceptable in normal conditions, is hardly compatible with human cognitive abilities in degraded conditions. The today's mitigation of such risk relies on the enforcement through intensive training to manage extremely rare (off-normal) situations explained by the potential combination of failures of highly complex systems with variable environment & with variable humans. Looking back into the limits and strengths of operators, we may find with some very basic knowledge on human cognitive strategies ways to revisit and review our design principles to give back to pilots the ability to stay in the loop: not through the management of more & more complex systems, but by helping them doing what they do best, manage their own resources to make adequate decisions.
Proceedings of the 31st European Safety and Reliability Conference (ESREL 2021), 2021
Human operators play a key role in the safe and successful conduct of maritime and aviation transport operations. Human error is often reported as a contributor to maritime and aviation accidents. Therefore, the implementation of human-informed design considerations is essential to improve safety and operational performance in both sectors, especially in the maritime sector, where there is a lack of an established framework to systematically consider human factors at the design stage. Therefore, the SAFEMODE project brings together key experts from both aviation and maritime sectors to address this important gap. The SAFEMODE project aims to deliver a framework that includes human factors considerations and enables designers to make risk-informed decisions. The methodological approach of SAFEMODE builds upon four areas: the collection and analysis of accident data; the development of a toolkit for human performance assurance, the development of Human Factors-based risk models and the creation of a framework to support risk-informed design. The type of safety events considered in SAFEMODE for both domains includes collision and grounding for the maritime sector, and runway collision, taxiway collision and wake vortex during en-route flight phase for the aviation sector. This paper will provide an insight into the efforts conducted as part of the SAFEMODE project to assess the human contribution to risk and the benefits of applying these models to support risk-informed decisions in design and operations.
1997 IEEE International Conference on Systems, Man, and Cybernetics. Computational Cybernetics and Simulation, 1997
Applied Ergonomics, 2001
Recent air tra$c control regulations mandate the installation of computer-based #ight management systems in airliners across Europe. Integrating and certifying add-on cockpit systems is a long and costly process, which in its current form cannot meaningfully address ergonomics aspects. Two levels of problems occur: add-on systems carry many`classica HCI failures, which could easily be addressed with modi"ed certi"cation requirements. Further, adding new technology changes practice, creates new skill and knowledge demands and produces new forms of error, which are more di$cult to assess in advance. However, one innovative certi"cation approach for add-on cockpit systems, based on the use of a representative population of user pilots, was found to be promising. This method minimizes the subjective bias of individual pilots in addition to de"ning pass/fail criteria in an operational environment.
This kit is for information purposes only. It should not be used as the sole source of information and should be used in the context of other authoritative sources.
Journal of Aeronautics, Astronautics and Aviation, 2010
This paper describes the Human Error Identification (HEI) Technique called the Human Error Template (HET). HET has been developed specifically for the aerospace industry in response to Certification Specification (CS) 25.1302. In particular, it is intended as an aid for the early identification of design-induced errors, and as a formal method to demonstrate the inclusion of human factors issues in the design and certification process of aircraft flight-decks, including supplemental type certification. The template-based ...
“[The] crew training program is designed to provide the systems familiarization and flight skills required to effectively, efficiently, and safely control and operate the [system] as well as carry out mission tasks” (NASA 2007). The crew is an essential factor in the safety of any mission. As such, astronaut training, by its very essence, plays a major role in ensuring the safety of a flight. Even though train- ing cannot be considered a space system per se, it is a function whose contribution to the overall safety of a space mission is as essential as a safe design or good flight procedures. Because it represents the ultimate encounter of the end users, that is, the astronauts, with the hardware before its use during a space mission, the training development, validation, and evaluation process naturally completes the hardware certification and the flight procedures validation processes. Further evidence that crew training is both directly and indirectly essential to safety is that ...
Advances in Intelligent Systems and Computing, 2016
This paper presents a new design and function allocation philosophy between pilots and automation that seeks to support the human in mitigating innate weaknesses (e.g., memory, vigilance) while enhancing their strengths (e.g., adaptability, resourcefulness). In this new allocation strategy, called Synergistic Allocation of Flight Expertise in the Flight Deck (SAFEdeck), the automation and the human provide complementary support and backup for each other. Automation is designed to be compliant with the practices of Crew Resource Management. The human takes a more active role in the normal operation of the aircraft without adversely increasing workload over the current automation paradigm. This designed involvement encourages the pilot to be engaged and ready to respond to unexpected situations. As such, the human may be less prone to error than the current automation paradigm.
PsycEXTRA Dataset, 2007
Developing a MethoDology for assessing safety prograMs targeting huMan error in aviation "I believe that the past is prologue.....In our recommendations we try to take what we have learned and correct situations so it shouldn't happen again."-Former Natonal Transportaton Safety Board Charman James Hall (996)
Loading Preview
Sorry, preview is currently unavailable. You can download the paper by clicking the button above.