Pub Date : 2019-02-27DOI: 10.22488/OKSTATE.19.100209
S. Goetz, Michael F. Robertson, Bryan T. Harrison, Matthew J Romero
The purpose of this research is to investigate if there is a relationship between check ride performance and the time of day that these check rides occur. The population for this study was students in the flight training program at a midsized-midwestern university. The study utilized the results of more than 10,000 check rides, specifically examining the outcome with respect to time of day. A Chi Squared test yielded a significant finding for the data overall (χ²=363.910, df =2, n =10998, p <.001) indicating that there is a difference in the actual evaluation outcomes when compared to starting time versus the expected outcomes. Further study of chronotypes in aviation and specifically flight training was recommended.
{"title":"The Relationship between Time of Day and Student Check Ride Performance","authors":"S. Goetz, Michael F. Robertson, Bryan T. Harrison, Matthew J Romero","doi":"10.22488/OKSTATE.19.100209","DOIUrl":"https://doi.org/10.22488/OKSTATE.19.100209","url":null,"abstract":"The purpose of this research is to investigate if there is a relationship between check ride performance and the time of day that these check rides occur. The population for this study was students in the flight training program at a midsized-midwestern university. The study utilized the results of more than 10,000 check rides, specifically examining the outcome with respect to time of day. A Chi Squared test yielded a significant finding for the data overall (χ²=363.910, df =2, n =10998, p <.001) indicating that there is a difference in the actual evaluation outcomes when compared to starting time versus the expected outcomes. Further study of chronotypes in aviation and specifically flight training was recommended.","PeriodicalId":39089,"journal":{"name":"Collegiate Aviation Review","volume":" ","pages":""},"PeriodicalIF":0.0,"publicationDate":"2019-02-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"49407764","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2019-02-26DOI: 10.22488/OKSTATE.19.100208
John A. Kolmos
Pilots for many years have received training on the round instrument gauges. Can they now safely make the transfer to the new cockpit technologies? Studies show a cognitive deficit with pilots over the age of 40 making transitions to these advanced cockpits. Older pilots as well as older adult learners in general absorb and retain information differently than our younger counterparts. The training and instructional programs are now geared towards a one size fits all. According to the literature, problems seem to surface affecting older pilots. This article addresses these concerns.
{"title":"General Aviation Pilots Transition to Advanced Cockpit Technologies and Adult Learning","authors":"John A. Kolmos","doi":"10.22488/OKSTATE.19.100208","DOIUrl":"https://doi.org/10.22488/OKSTATE.19.100208","url":null,"abstract":"Pilots for many years have received training on the round instrument gauges. Can they now safely make the transfer to the new cockpit technologies? Studies show a cognitive deficit with pilots over the age of 40 making transitions to these advanced cockpits. Older pilots as well as older adult learners in general absorb and retain information differently than our younger counterparts. The training and instructional programs are now geared towards a one size fits all. According to the literature, problems seem to surface affecting older pilots. This article addresses these concerns.","PeriodicalId":39089,"journal":{"name":"Collegiate Aviation Review","volume":" ","pages":""},"PeriodicalIF":0.0,"publicationDate":"2019-02-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"42476603","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2019-02-13DOI: 10.22488/OKSTATE.19.100211
John H. Mott, S. Hubbard, Chien-tsung Lu, Joseph B. Sobieralski, Yi Gao, M. Nolan, Bhavana Kotla
In recent years, the agencies that accredit collegiate aviation programs have moved to outcomes-based models. These models benefit from defined core competencies that can be used to drive the development of related program goals and student learning outcomes to ensure program consistency and quality. This article provides a brief description of the process that the faculty at a large midwestern university utilized to develop core competencies for its aviation management programs, and the set of competencies that resulted from the process.
{"title":"Competency-based Education: A Framework for Aviation Management Programs","authors":"John H. Mott, S. Hubbard, Chien-tsung Lu, Joseph B. Sobieralski, Yi Gao, M. Nolan, Bhavana Kotla","doi":"10.22488/OKSTATE.19.100211","DOIUrl":"https://doi.org/10.22488/OKSTATE.19.100211","url":null,"abstract":"In recent years, the agencies that accredit collegiate aviation programs have moved to outcomes-based models. These models benefit from defined core competencies that can be used to drive the development of related program goals and student learning outcomes to ensure program consistency and quality. This article provides a brief description of the process that the faculty at a large midwestern university utilized to develop core competencies for its aviation management programs, and the set of competencies that resulted from the process.","PeriodicalId":39089,"journal":{"name":"Collegiate Aviation Review","volume":" ","pages":""},"PeriodicalIF":0.0,"publicationDate":"2019-02-13","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"44541885","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2019-01-14DOI: 10.22488/OKSTATE.19.100210
B. Shipp, Brian Kozak
American aircraft have always incorporated wood as a primary structural material (FAA, 2018). Although metal has become the leading material in civil aircraft production, approximately 5% of the fleet still uses wood within structural components of the airframe (FAA, 2018). In order to maintain safe, airworthy aircraft, Airframe and Powerplant (A&P) certificated mechanics must be sufficiently trained in methods and practices approved by the Federal Aviation Administration (FAA). The current training requirements for A&P schools list, at minimum, introductory teaching and understanding of wood building and maintenance concepts, but no hands-on projects or technique evaluation (14 C.F.R § 147, 2018). This lack of hands-on education may leave A&P students unprepared as they enter their careers. Due to this discrepancy in training minimums and experience expectations, a new project was developed that better instructed students in the construction, inspection, and repair of wood structures by providing them hands-on experience. This multi-week project involved students, in groups of four, building a 1/8 scale, sitka spruce truss fuselage of a light general aviation aircraft. Students were required to use method, techniques, and practices acceptable to the FAA for wood construction and inspection. Upon completion of their build, students were evaluated for the quality of their workmanship and adherence to design data. Finally, students were asked to anonymously self-evaluate their perceived gains in wood building and inspection techniques.
{"title":"A Laboratory Project to Enahnce Wood Construction and Repair Understanding in a Part 147 School","authors":"B. Shipp, Brian Kozak","doi":"10.22488/OKSTATE.19.100210","DOIUrl":"https://doi.org/10.22488/OKSTATE.19.100210","url":null,"abstract":"American aircraft have always incorporated wood as a primary structural material (FAA, 2018). Although metal has become the leading material in civil aircraft production, approximately 5% of the fleet still uses wood within structural components of the airframe (FAA, 2018). In order to maintain safe, airworthy aircraft, Airframe and Powerplant (A&P) certificated mechanics must be sufficiently trained in methods and practices approved by the Federal Aviation Administration (FAA). The current training requirements for A&P schools list, at minimum, introductory teaching and understanding of wood building and maintenance concepts, but no hands-on projects or technique evaluation (14 C.F.R § 147, 2018). This lack of hands-on education may leave A&P students unprepared as they enter their careers. Due to this discrepancy in training minimums and experience expectations, a new project was developed that better instructed students in the construction, inspection, and repair of wood structures by providing them hands-on experience. This multi-week project involved students, in groups of four, building a 1/8 scale, sitka spruce truss fuselage of a light general aviation aircraft. Students were required to use method, techniques, and practices acceptable to the FAA for wood construction and inspection. Upon completion of their build, students were evaluated for the quality of their workmanship and adherence to design data. Finally, students were asked to anonymously self-evaluate their perceived gains in wood building and inspection techniques.","PeriodicalId":39089,"journal":{"name":"Collegiate Aviation Review","volume":" ","pages":""},"PeriodicalIF":0.0,"publicationDate":"2019-01-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"42570853","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2019-01-12DOI: 10.22488/OKSTATE.19.100207
Celeste D. Torrez, Brian Kozak
According to the 2018 Federal Aviation Administration (FAA) aircraft registration database, 10,500 of the 210,000 general aviation aircraft are helicopters (FAA, 2018). While making up only 5% of aircraft, helicopter are found in niche markets that are highly specialized such as aerial tourism, news reporting, rescue operations, and medical transport. In order to maintain airworthiness, these aircraft are inspected and maintained by Airframe and Powerplant (A&P) mechanics. Due to an increasing number of retirements, there is a need to train new mechanics. In order to earn an A&P certificate, a student must undergo 1,900 hour of training. The current curriculum used to train prospective mechanics is monitored and regulated by the Federal Aviation Administration under 14 CFR Part 147-Aviation Maintenance Technician Schools. However, within Part 147, helicopter training is only taught at a level 1 which requires only lecture instruction with no hands-on requirements. Furthermore, of the 1,900 hours of training required, only 1 hour is required for helicopter specific training. This lack of training creates a possible gap in knowledge. When the maintenance on helicopters is performed to subpar levels there are catastrophic results. To demonstrate this, case studies of three specific accidents were used. All three accidents were caused by improper helicopter maintenance and resulted in fatalities. Major helicopter companies have attempted to mitigate this gap by creating additional training for A&P technicians after graduation from a Part 147 school. However, this additional training is costly and requires more time investment from students before they can enter the workforce.
{"title":"Limitations of Helicopter Training within 14 CFR Part 147","authors":"Celeste D. Torrez, Brian Kozak","doi":"10.22488/OKSTATE.19.100207","DOIUrl":"https://doi.org/10.22488/OKSTATE.19.100207","url":null,"abstract":"According to the 2018 Federal Aviation Administration (FAA) aircraft registration database, 10,500 of the 210,000 general aviation aircraft are helicopters (FAA, 2018). While making up only 5% of aircraft, helicopter are found in niche markets that are highly specialized such as aerial tourism, news reporting, rescue operations, and medical transport. In order to maintain airworthiness, these aircraft are inspected and maintained by Airframe and Powerplant (A&P) mechanics. Due to an increasing number of retirements, there is a need to train new mechanics. In order to earn an A&P certificate, a student must undergo 1,900 hour of training. The current curriculum used to train prospective mechanics is monitored and regulated by the Federal Aviation Administration under 14 CFR Part 147-Aviation Maintenance Technician Schools. However, within Part 147, helicopter training is only taught at a level 1 which requires only lecture instruction with no hands-on requirements. Furthermore, of the 1,900 hours of training required, only 1 hour is required for helicopter specific training. This lack of training creates a possible gap in knowledge. When the maintenance on helicopters is performed to subpar levels there are catastrophic results. To demonstrate this, case studies of three specific accidents were used. All three accidents were caused by improper helicopter maintenance and resulted in fatalities. Major helicopter companies have attempted to mitigate this gap by creating additional training for A&P technicians after graduation from a Part 147 school. However, this additional training is costly and requires more time investment from students before they can enter the workforce.","PeriodicalId":39089,"journal":{"name":"Collegiate Aviation Review","volume":" ","pages":""},"PeriodicalIF":0.0,"publicationDate":"2019-01-12","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"48618290","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2019-01-03DOI: 10.22488/OKSTATE.19.100205
Matthew Furedy
It has been stated by the FAA that Aeronautical Decision Making (ADM) training for pilots has been effective in reducing in-flight errors by up to 50 percent. Hazardous attitudes and their associated antidotes are currently discussed as part of the FAA’s ADM training for pilots. The purpose of this study is to add to the understanding of decision making differences and the effectiveness of instructing students on mitigating hazardous attitudes throughout their pilot training programs, in both male and female students using the New Hazardous Attitudes Survey. Results of this study discovered that only two of the six hazardous attitudes, Resignation and Self Confidence, were significantly lower in students who had advanced levels of flight training, as compared to those with only basic levels. Another significant result demonstrated that female’s overall hazardous attitudes scores were higher in the more advanced levels of flight training while males scores were lower.
{"title":"Gender Differences and their Relation to Hazardous Attitudes in Pilot Training","authors":"Matthew Furedy","doi":"10.22488/OKSTATE.19.100205","DOIUrl":"https://doi.org/10.22488/OKSTATE.19.100205","url":null,"abstract":"It has been stated by the FAA that Aeronautical Decision Making (ADM) training for pilots has been effective in reducing in-flight errors by up to 50 percent. Hazardous attitudes and their associated antidotes are currently discussed as part of the FAA’s ADM training for pilots. The purpose of this study is to add to the understanding of decision making differences and the effectiveness of instructing students on mitigating hazardous attitudes throughout their pilot training programs, in both male and female students using the New Hazardous Attitudes Survey. Results of this study discovered that only two of the six hazardous attitudes, Resignation and Self Confidence, were significantly lower in students who had advanced levels of flight training, as compared to those with only basic levels. Another significant result demonstrated that female’s overall hazardous attitudes scores were higher in the more advanced levels of flight training while males scores were lower.","PeriodicalId":39089,"journal":{"name":"Collegiate Aviation Review","volume":" ","pages":""},"PeriodicalIF":0.0,"publicationDate":"2019-01-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"41827711","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2019-01-02DOI: 10.22488/OKSTATE.19.100203
T. Long, L. Zou
A pilot program was evaluated for the removal of zinc (Zn) levels from stormwater runoff at a west coast airport facility showing high levels of Zn runoff in the stormwater drainage. The research presented in this paper evaluated three aspects of the stormwater runoff: 1) water sampling from influent and effluent roof runoff; 2) whether Zn particles were absorbed into the oyster shell fragments; and 3) whether Zn particles were attached to fragmented oyster shells and/or compost materials. The use of fragmented oyster shells mixed into compost and sand served as a medium for the remediation of Zn from stormwater runoff from unpainted galvanized hangar roofing. Influent and effluent water samples determined the effectiveness of an oyster medium in the removal of Zn levels. Data obtained from the influent water samples showed excessive amounts of Zn particles in stormwater, whereas the effluent levels showed a capture rate of > 99% of Zn from the stormwater system. No signs of Zn particles were found inside the fragmented oyster shells, nor were there an abundant amount of Zn particles found in the other medium.
{"title":"Extraction of Zinc from Airport Stormwater Runoff using Oyster Shells","authors":"T. Long, L. Zou","doi":"10.22488/OKSTATE.19.100203","DOIUrl":"https://doi.org/10.22488/OKSTATE.19.100203","url":null,"abstract":"A pilot program was evaluated for the removal of zinc (Zn) levels from stormwater runoff at a west coast airport facility showing high levels of Zn runoff in the stormwater drainage. The research presented in this paper evaluated three aspects of the stormwater runoff: 1) water sampling from influent and effluent roof runoff; 2) whether Zn particles were absorbed into the oyster shell fragments; and 3) whether Zn particles were attached to fragmented oyster shells and/or compost materials. The use of fragmented oyster shells mixed into compost and sand served as a medium for the remediation of Zn from stormwater runoff from unpainted galvanized hangar roofing. Influent and effluent water samples determined the effectiveness of an oyster medium in the removal of Zn levels. Data obtained from the influent water samples showed excessive amounts of Zn particles in stormwater, whereas the effluent levels showed a capture rate of > 99% of Zn from the stormwater system. No signs of Zn particles were found inside the fragmented oyster shells, nor were there an abundant amount of Zn particles found in the other medium.","PeriodicalId":39089,"journal":{"name":"Collegiate Aviation Review","volume":" ","pages":""},"PeriodicalIF":0.0,"publicationDate":"2019-01-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"42536307","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2019-01-02DOI: 10.22488/OKSTATE.19.100204
M. Vance
Qualitative preference is frequently used to make significant, programmatic choices between competing suppliers and products. Translating qualitative choice into defensible quantitative representation is possible with patience, method and, care. One example of this translation is the application of a popular Total Quality Management (TQM) tool, known as Quality Function Deployment (QFD), in the choice of a new/replacement, collegiate-training aircraft. Using QFD is especially important when a fleet replacement is being considered as the cost of a new, current aircraft can easily approach $500,000; thus a significant fiscal commitment is incurred in replacing a multi-aircraft fleet. A choice of this magnitude deserves multiple stakeholder inputs and requires respect from differing viewpoints. The successful outcome of any decision process ultimately hinges upon confidently exercising the best choice. The decision tool needs to be transparent, easy-to-understand and easy-to-apply. The corresponding choice of a preference scale can either mask or illuminate driving criteria in the decision process. This paper explores the application of QFD to the decision process across competing training aircraft choices and offers justification of the QFD non-linear “0, 1, 3, 9” preference scale. Application research into the mechanics of human preference showed that if 95% reliability in choice between alternatives is desired, then the perceived difference between the choices needs to be a factor of 3.0, as is the case in the employed QFD scale. Selection criteria used in the training aircraft decision, their dissimilar weighting, and the evaluation of competing aircraft in a recent collegiate-training aircraft selection are displayed as exemplars.
{"title":"Choosing a Collegiate-training Aircraft with Confidence","authors":"M. Vance","doi":"10.22488/OKSTATE.19.100204","DOIUrl":"https://doi.org/10.22488/OKSTATE.19.100204","url":null,"abstract":"Qualitative preference is frequently used to make significant, programmatic choices between competing suppliers and products. Translating qualitative choice into defensible quantitative representation is possible with patience, method and, care. One example of this translation is the application of a popular Total Quality Management (TQM) tool, known as Quality Function Deployment (QFD), in the choice of a new/replacement, collegiate-training aircraft. Using QFD is especially important when a fleet replacement is being considered as the cost of a new, current aircraft can easily approach $500,000; thus a significant fiscal commitment is incurred in replacing a multi-aircraft fleet. A choice of this magnitude deserves multiple stakeholder inputs and requires respect from differing viewpoints. The successful outcome of any decision process ultimately hinges upon confidently exercising the best choice. The decision tool needs to be transparent, easy-to-understand and easy-to-apply. The corresponding choice of a preference scale can either mask or illuminate driving criteria in the decision process. This paper explores the application of QFD to the decision process across competing training aircraft choices and offers justification of the QFD non-linear “0, 1, 3, 9” preference scale. Application research into the mechanics of human preference showed that if 95% reliability in choice between alternatives is desired, then the perceived difference between the choices needs to be a factor of 3.0, as is the case in the employed QFD scale. Selection criteria used in the training aircraft decision, their dissimilar weighting, and the evaluation of competing aircraft in a recent collegiate-training aircraft selection are displayed as exemplars.","PeriodicalId":39089,"journal":{"name":"Collegiate Aviation Review","volume":" ","pages":""},"PeriodicalIF":0.0,"publicationDate":"2019-01-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"47063589","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2019-01-02DOI: 10.22488/OKSTATE.19.100201
S. Winter, Mattie N. Milner, Emily C. Anania, S. Rice, Nathan W. Walters, Diego M. Garcia, Bradley S. Baugh
Automation has increased the safety of air transportation by assisting pilots during periods of high workload and during critical phases of flight. However, an unintended consequence of automation proliferation has been the reduction in attention resulting from its use. Prior research has shown that during periods of high automation and low workload, pilots’ minds begin to wander and occupy themselves with thoughts other than the current task at hand. This research involved conducting four separate studies addressing the following research questions: 1) Would the use of a system awareness briefing result in the general public being more willing to fly on commercial airlines? 2) Do student pilots support the use of a system awareness briefing? and 3) Does a system awareness briefing actually improve pilot awareness of automation and aircraft parameters during cruise flight? The results from Studies 1 and 2 indicated participants preferred flying with a pilot who was using the system awareness briefing compared to a pilot not using the briefing. The findings from Study 3 did not reveal any significant differences between pilots who used the system awareness briefing versus those that did not. In Study 4, pilots who used the system awareness briefing were more accurate in reporting current heading, fuel flow, and electrical volts, compared to pilots who did not use the briefing. They also reported that they felt more situational awareness compared to the control group. Keywords: system awareness briefing; experimental research; automation; training
{"title":"Examining the Perception and Effectiveness of a System Awareness Briefing During Cruise Flight","authors":"S. Winter, Mattie N. Milner, Emily C. Anania, S. Rice, Nathan W. Walters, Diego M. Garcia, Bradley S. Baugh","doi":"10.22488/OKSTATE.19.100201","DOIUrl":"https://doi.org/10.22488/OKSTATE.19.100201","url":null,"abstract":"Automation has increased the safety of air transportation by assisting pilots during periods of high workload and during critical phases of flight. However, an unintended consequence of automation proliferation has been the reduction in attention resulting from its use. Prior research has shown that during periods of high automation and low workload, pilots’ minds begin to wander and occupy themselves with thoughts other than the current task at hand. This research involved conducting four separate studies addressing the following research questions: 1) Would the use of a system awareness briefing result in the general public being more willing to fly on commercial airlines? 2) Do student pilots support the use of a system awareness briefing? and 3) Does a system awareness briefing actually improve pilot awareness of automation and aircraft parameters during cruise flight? The results from Studies 1 and 2 indicated participants preferred flying with a pilot who was using the system awareness briefing compared to a pilot not using the briefing. The findings from Study 3 did not reveal any significant differences between pilots who used the system awareness briefing versus those that did not. In Study 4, pilots who used the system awareness briefing were more accurate in reporting current heading, fuel flow, and electrical volts, compared to pilots who did not use the briefing. They also reported that they felt more situational awareness compared to the control group. Keywords: system awareness briefing; experimental research; automation; training","PeriodicalId":39089,"journal":{"name":"Collegiate Aviation Review","volume":" ","pages":""},"PeriodicalIF":0.0,"publicationDate":"2019-01-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"48686768","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2019-01-01DOI: 10.22488/OKSTATE.19.100206
Rian Mehta, Bhoomin Chauhan, Maarten Edwards, Timothy G. Rosser, Victoria Dunbar, S. Rice
This study examines passengers’ level of trust after a failure in a member of the flight crew. This study seeks to establish the possible presence of a reverse contagion effect wherein passenger trust in automated system components is affected by an error in a human system element. Trust was measured in five human entities and five automated aids with participants from both India and the United States. The human entities include the pilot, the co-pilot, the flight attendant, the maintenance manager, and the CEO of the airline. The automated aids were the oxygen masks, the auto-pilot system, the airplane’s flaps, the landing gear, and the video screens on the backs of the seats. This study was conducted in three stages, including two three-way ANOVAs to determine to effect, and meditation analyses to determine if affect mediates the effect. Participants were posed with two hypothetical scenarios, a control condition and a failure condition. The participants rated their levels of trust in the five different human entities and the five different automated aids. Trust was measured on a 7-point Likert type scale from –3 to +3. Questions relating to the participants’ feelings were also asked to measure affect. The results showed a decrease in trust in the automated aid after the human failure, as well as a country effect, and a mediating effect of affect.
{"title":"Does a SWT Reverse Contagion Effect Exist from Humans to Automation?","authors":"Rian Mehta, Bhoomin Chauhan, Maarten Edwards, Timothy G. Rosser, Victoria Dunbar, S. Rice","doi":"10.22488/OKSTATE.19.100206","DOIUrl":"https://doi.org/10.22488/OKSTATE.19.100206","url":null,"abstract":"This study examines passengers’ level of trust after a failure in a member of the flight crew. This study seeks to establish the possible presence of a reverse contagion effect wherein passenger trust in automated system components is affected by an error in a human system element. Trust was measured in five human entities and five automated aids with participants from both India and the United States. The human entities include the pilot, the co-pilot, the flight attendant, the maintenance manager, and the CEO of the airline. The automated aids were the oxygen masks, the auto-pilot system, the airplane’s flaps, the landing gear, and the video screens on the backs of the seats. This study was conducted in three stages, including two three-way ANOVAs to determine to effect, and meditation analyses to determine if affect mediates the effect. Participants were posed with two hypothetical scenarios, a control condition and a failure condition. The participants rated their levels of trust in the five different human entities and the five different automated aids. Trust was measured on a 7-point Likert type scale from –3 to +3. Questions relating to the participants’ feelings were also asked to measure affect. The results showed a decrease in trust in the automated aid after the human failure, as well as a country effect, and a mediating effect of affect.","PeriodicalId":39089,"journal":{"name":"Collegiate Aviation Review","volume":"1 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2019-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"68759766","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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