Pub Date : 2018-09-01DOI: 10.22488/OKSTATE.18.100505
Patti J. Clark, Jason M Newcomer, Angela M. Jones
The Federal Aviation Administration’s 2014 annual airman certificate demographics report revealed that women comprise roughly 23% of the non-pilot certificated airman in the United States; however, only 2.3% of the certified aircraft mechanic workforce are women. The problem explored in this mixed-methods concurrent triangulation study was the literature gap regarding factors that impact the demographic disparity between men and women in the aircraft maintenance technician field. The purpose of the study was to understand why most women choose not to become aircraft mechanics. A total of 431 female participants completed a 13-question survey containing 5-point Likert and open-ended questions to collect quantitative and qualitative data that addressed the research question. Results indicated that neither motherhood nor marriage were factors that impacted a woman’s interest in a career as an aircraft maintenance technician. Furthermore, there was a relationship between a woman’s perception of physical limitations as a mechanic, career appropriateness, work environment safety, social acceptance, and advancement opportunities. Finally, the qualitative analysis yielded a substantial amount of informative themes and nodes that illuminated a general lack of women’s knowledge regarding the field and a perception of sexual discrimination if one were to start such a career.
{"title":"Overcoming Gender Barriers in Aircraft Maintenance: Women’s Perceptions in the United States","authors":"Patti J. Clark, Jason M Newcomer, Angela M. Jones","doi":"10.22488/OKSTATE.18.100505","DOIUrl":"https://doi.org/10.22488/OKSTATE.18.100505","url":null,"abstract":"The Federal Aviation Administration’s 2014 annual airman certificate demographics report revealed that women comprise roughly 23% of the non-pilot certificated airman in the United States; however, only 2.3% of the certified aircraft mechanic workforce are women. The problem explored in this mixed-methods concurrent triangulation study was the literature gap regarding factors that impact the demographic disparity between men and women in the aircraft maintenance technician field. The purpose of the study was to understand why most women choose not to become aircraft mechanics. A total of 431 female participants completed a 13-question survey containing 5-point Likert and open-ended questions to collect quantitative and qualitative data that addressed the research question. Results indicated that neither motherhood nor marriage were factors that impacted a woman’s interest in a career as an aircraft maintenance technician. Furthermore, there was a relationship between a woman’s perception of physical limitations as a mechanic, career appropriateness, work environment safety, social acceptance, and advancement opportunities. Finally, the qualitative analysis yielded a substantial amount of informative themes and nodes that illuminated a general lack of women’s knowledge regarding the field and a perception of sexual discrimination if one were to start such a career.","PeriodicalId":39089,"journal":{"name":"Collegiate Aviation Review","volume":" ","pages":""},"PeriodicalIF":0.0,"publicationDate":"2018-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"46329996","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 : 2018-09-01DOI: 10.22488/OKSTATE.18.100502
Stanley L. Harriman, Randal J. DeMik, Ryan S. Phillips, Suling Li, Megan M. Zahos, Nick P. Kazanjian, Ehteshamuddin Arif, M. Wolfrum, Joseph E. Burlas, Bobby Hill
Ground-based laser illuminations directed towards arriving and departing aircraft have increased in the past decade. A laser aimed at the windshield of an aircraft may distract a pilot and compromise safety. Previous studies provided empirical evidence of laser intensity in the flight deck from ground-based laser illumination events and the potential for adverse effects to flight safety. Most recent studies focused on testing the application of various coatings to aircraft windshields in order to reduce the effects of laser exposure to crewmembers. Safe and efficient flight operations depend on the ability of a pilot to see normal spectrums of color. Therefore, this study used the Ishihara Pseudoisochromatic Plates Color Vision Test to investigate participants’ color perception through an aircraft windshield coated with a photoresponsive nanocomposite film designed to reduce laser intensity from entering a flight deck. This study tested the hypothesis that there were no differences between color vision test scores when conducting trials with coated and non-coated windshields. Participants were individuals who held a current FAA medical certificate and held a minimum of a student pilot certificate (N = 104). Data analysis consisted of a repeated measures design that included within-subjects factors where each of the participants was tested from two trials, each under two conditions: coated and non-coated. The order of trials was altered using a counterbalancing technique which also provided a between-subjects factor. A paired-samples t-test was calculated to compare the mean of error by participants when taking the Ishihara Test through the non-coated windshield to the mean of the error by participants when taking the test through the coated windshield. No significant difference from the non-coated to the coated windshield was found (t(103) = 1.274, p > 0.05, n = 104). Findings suggest that effective color vision can be maintained through photoresponsive nanocomposite coatings.
{"title":"Measuring Color Perception through Laser Mitigation Coatings on Aircraft Windshields","authors":"Stanley L. Harriman, Randal J. DeMik, Ryan S. Phillips, Suling Li, Megan M. Zahos, Nick P. Kazanjian, Ehteshamuddin Arif, M. Wolfrum, Joseph E. Burlas, Bobby Hill","doi":"10.22488/OKSTATE.18.100502","DOIUrl":"https://doi.org/10.22488/OKSTATE.18.100502","url":null,"abstract":"Ground-based laser illuminations directed towards arriving and departing aircraft have increased in the past decade. A laser aimed at the windshield of an aircraft may distract a pilot and compromise safety. Previous studies provided empirical evidence of laser intensity in the flight deck from ground-based laser illumination events and the potential for adverse effects to flight safety. Most recent studies focused on testing the application of various coatings to aircraft windshields in order to reduce the effects of laser exposure to crewmembers. Safe and efficient flight operations depend on the ability of a pilot to see normal spectrums of color. Therefore, this study used the Ishihara Pseudoisochromatic Plates Color Vision Test to investigate participants’ color perception through an aircraft windshield coated with a photoresponsive nanocomposite film designed to reduce laser intensity from entering a flight deck. This study tested the hypothesis that there were no differences between color vision test scores when conducting trials with coated and non-coated windshields. Participants were individuals who held a current FAA medical certificate and held a minimum of a student pilot certificate (N = 104). Data analysis consisted of a repeated measures design that included within-subjects factors where each of the participants was tested from two trials, each under two conditions: coated and non-coated. The order of trials was altered using a counterbalancing technique which also provided a between-subjects factor. A paired-samples t-test was calculated to compare the mean of error by participants when taking the Ishihara Test through the non-coated windshield to the mean of the error by participants when taking the test through the coated windshield. No significant difference from the non-coated to the coated windshield was found (t(103) = 1.274, p > 0.05, n = 104). Findings suggest that effective color vision can be maintained through photoresponsive nanocomposite coatings.","PeriodicalId":39089,"journal":{"name":"Collegiate Aviation Review","volume":" ","pages":""},"PeriodicalIF":0.0,"publicationDate":"2018-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"46173688","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 : 2018-09-01DOI: 10.22488/OKSTATE.18.101002
Taylor Pottinger, Cheryl L. Marcham
Exposure to elevated levels of ozone have been reported to be associated with complaints of discomfort such as dry mouth, eye irritation and dryness, nasal irritation coughing, and headaches. The Federal Aviation Administration (FAA) established regulatory requirements in 1980 to limit cabin ozone levels to no more than 0.25 parts per million (ppm) at any time or 0.1 ppm averaged over a 3-hour interval for any flight over four hours in length. The FAA also published an Advisory Circular (AC), AC 120-38, to provide guidance to air carriers on how to comply with these then new ozone regulations. Methods of compliance include the use of catalytic converters, or ozone filters, designed to remove ozone, utilizing statistical methods to prove that ozone concentrations will not exceed limits for the carrier’s route structure and flight planning to avoid areas of reported high concentrations of ozone. The calculations used to determine cabin ozone concentration from manufacturer’s filter efficiency data and ozone levels are to be based on published ozonesonde data found in the AC 120-38 or an equivalent data set. Unfortunately, the published ozonesonde data in the AC 120-38 are outdated and the AC does not point to any other data source that is acceptable to the FAA to conduct the required statistical analysis. In addition, once compliance is shown, no follow-up measurements are required to ensure that ozone levels remain below these required levels. Actual ozone concentrations have been measured in the aircraft by several researchers that exceed these regulatory levels. Finally, FAA ozone regulations and AC 120-38 do not address cumulative effects of ozone exposure to crewmembers over multiple flights and do not offer any protection against ozone exposure for crewmembers on non-passenger carrying flights. A revision of federal regulations to afford protection to all crewmembers, account for cumulative effects, and updated compliance methods that rely on current ozonesonde data and periodic ozone monitoring should be accomplished to ensure crewmembers are not subjected to ozone levels that could potentially result in serious health concerns.
{"title":"An Analysis of Cabin Ozone Regulations","authors":"Taylor Pottinger, Cheryl L. Marcham","doi":"10.22488/OKSTATE.18.101002","DOIUrl":"https://doi.org/10.22488/OKSTATE.18.101002","url":null,"abstract":"Exposure to elevated levels of ozone have been reported to be associated with complaints of discomfort such as dry mouth, eye irritation and dryness, nasal irritation coughing, and headaches. The Federal Aviation Administration (FAA) established regulatory requirements in 1980 to limit cabin ozone levels to no more than 0.25 parts per million (ppm) at any time or 0.1 ppm averaged over a 3-hour interval for any flight over four hours in length. The FAA also published an Advisory Circular (AC), AC 120-38, to provide guidance to air carriers on how to comply with these then new ozone regulations. Methods of compliance include the use of catalytic converters, or ozone filters, designed to remove ozone, utilizing statistical methods to prove that ozone concentrations will not exceed limits for the carrier’s route structure and flight planning to avoid areas of reported high concentrations of ozone. The calculations used to determine cabin ozone concentration from manufacturer’s filter efficiency data and ozone levels are to be based on published ozonesonde data found in the AC 120-38 or an equivalent data set. Unfortunately, the published ozonesonde data in the AC 120-38 are outdated and the AC does not point to any other data source that is acceptable to the FAA to conduct the required statistical analysis. In addition, once compliance is shown, no follow-up measurements are required to ensure that ozone levels remain below these required levels. Actual ozone concentrations have been measured in the aircraft by several researchers that exceed these regulatory levels. Finally, FAA ozone regulations and AC 120-38 do not address cumulative effects of ozone exposure to crewmembers over multiple flights and do not offer any protection against ozone exposure for crewmembers on non-passenger carrying flights. A revision of federal regulations to afford protection to all crewmembers, account for cumulative effects, and updated compliance methods that rely on current ozonesonde data and periodic ozone monitoring should be accomplished to ensure crewmembers are not subjected to ozone levels that could potentially result in serious health concerns.","PeriodicalId":39089,"journal":{"name":"Collegiate Aviation Review","volume":" ","pages":""},"PeriodicalIF":0.0,"publicationDate":"2018-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"49458260","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 : 2018-09-01DOI: 10.22488/OKSTATE.18.100503
Michael A. Gallo, Hussain Alhallaf, S. Baran, I. Cremer, Christopher Finn, Indira Maharaj, A. S. Ozyurek, A. E. Peker, B. Reese, Isa Tuncman, R. T. Turgut, K. O. Uhuegho
The phenomenon of encountering instrument meteorological conditions (IMC) on a visual flight rules (VFR) flight has been the focus of several previous studies. Most of these past studies, though, have involved examining various databases quantitatively or via a mixed-methods approach in search of possible causal factors such as pilot characteristics, weather conditions, aircraft type, and time of day. Missing from the literature are qualitative studies that tell the story of pilots who actually experienced such flights. To help fill this gap in the aviation literature, the purpose of the current study was to describe the first-hand experiences of GA pilots who inadvertently flew VFR-into-IMC. Participants consisted of 11 male pilots who previously had flown from VFR-into-IMC inadvertently at some point during their aviation career. The study used a phenomenological approach to describe participants’ shared experiences and then applied grounded theory to develop a set of conjectures derived inductively from participants’ responses. Using Spradley’s (1979) domain analysis to categorize common themes and patterns, the major domains of Weather Considerations and Expectations, Thoughts and Actions, and Postflight Experiences emerged. Major findings from the first domain revealed that as part of their preflight actions prior to departure, participants received a weather briefing, gave little consideration to overall weather conditions, neither expected nor anticipated IMC, and used a variety of communication resources to keep current with weather related issues. Major findings from the second domain revealed that participants recognized changes in the weather en route, used various communication resources to assess their current condition, reacted to IMC by trying to avoid and escape it, expressed feelings of trepidation about what they should do, were surprised over how the weather was not what they expected, and reverted to their training to get out of IMC. Major findings from the third domain revealed that participants’ postflight actions ranged from doing nothing to submitting a report to NASA’s ASRS, and that lessons learned included acquiring a heightened sense of situational awareness, a need to do a better job in alternative planning, and a greater appreciation for the weather. A comparison of these findings to past studies and theory are discussed, and implications and recommendations for practice and research are provided.
{"title":"Inadvertent VFR-into-IMC Flights: A Qualitative Approach to Describing GA Pilots’ First-Hand Experiences","authors":"Michael A. Gallo, Hussain Alhallaf, S. Baran, I. Cremer, Christopher Finn, Indira Maharaj, A. S. Ozyurek, A. E. Peker, B. Reese, Isa Tuncman, R. T. Turgut, K. O. Uhuegho","doi":"10.22488/OKSTATE.18.100503","DOIUrl":"https://doi.org/10.22488/OKSTATE.18.100503","url":null,"abstract":"The phenomenon of encountering instrument meteorological conditions (IMC) on a visual flight rules (VFR) flight has been the focus of several previous studies. Most of these past studies, though, have involved examining various databases quantitatively or via a mixed-methods approach in search of possible causal factors such as pilot characteristics, weather conditions, aircraft type, and time of day. Missing from the literature are qualitative studies that tell the story of pilots who actually experienced such flights. To help fill this gap in the aviation literature, the purpose of the current study was to describe the first-hand experiences of GA pilots who inadvertently flew VFR-into-IMC. Participants consisted of 11 male pilots who previously had flown from VFR-into-IMC inadvertently at some point during their aviation career. The study used a phenomenological approach to describe participants’ shared experiences and then applied grounded theory to develop a set of conjectures derived inductively from participants’ responses. Using Spradley’s (1979) domain analysis to categorize common themes and patterns, the major domains of Weather Considerations and Expectations, Thoughts and Actions, and Postflight Experiences emerged. Major findings from the first domain revealed that as part of their preflight actions prior to departure, participants received a weather briefing, gave little consideration to overall weather conditions, neither expected nor anticipated IMC, and used a variety of communication resources to keep current with weather related issues. Major findings from the second domain revealed that participants recognized changes in the weather en route, used various communication resources to assess their current condition, reacted to IMC by trying to avoid and escape it, expressed feelings of trepidation about what they should do, were surprised over how the weather was not what they expected, and reverted to their training to get out of IMC. Major findings from the third domain revealed that participants’ postflight actions ranged from doing nothing to submitting a report to NASA’s ASRS, and that lessons learned included acquiring a heightened sense of situational awareness, a need to do a better job in alternative planning, and a greater appreciation for the weather. A comparison of these findings to past studies and theory are discussed, and implications and recommendations for practice and research are provided.","PeriodicalId":39089,"journal":{"name":"Collegiate Aviation Review","volume":" ","pages":""},"PeriodicalIF":0.0,"publicationDate":"2018-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"45320513","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 : 2018-09-01DOI: 10.22488/OKSTATE.18.100501
S. Rice, S. Winter, Russell Tokarski
Sociability relates to one’s preference to interact with others or remain alone. The current study sought to determine how a pilot’s perceived sociability would relate to consumers’ trust ratings in their pilot using participants from India and the United States. Consumers were presented with one of two scenarios. In the control condition, the pilot was described as sociable, while in the other, the pilot was presented as unsociable. Participants were then asked to rate their trust in the pilot based off of these cues. In general, participants indicated that the pilot who was perceived as unsociable was less trusting compared to the pilot that was perceived as sociable. Americans tended to be more extreme in their trust ratings of the pilots than those participants from India. Finally, affect measures were also collected, and it was found that affect completely mediated the relationship between the sociable/unsociable conditions and trust ratings.
{"title":"How Trust in Commercial Airline Pilots is Affected by Their Perceived Sociability: A Mediation Analysis","authors":"S. Rice, S. Winter, Russell Tokarski","doi":"10.22488/OKSTATE.18.100501","DOIUrl":"https://doi.org/10.22488/OKSTATE.18.100501","url":null,"abstract":"Sociability relates to one’s preference to interact with others or remain alone. The current study sought to determine how a pilot’s perceived sociability would relate to consumers’ trust ratings in their pilot using participants from India and the United States. Consumers were presented with one of two scenarios. In the control condition, the pilot was described as sociable, while in the other, the pilot was presented as unsociable. Participants were then asked to rate their trust in the pilot based off of these cues. In general, participants indicated that the pilot who was perceived as unsociable was less trusting compared to the pilot that was perceived as sociable. Americans tended to be more extreme in their trust ratings of the pilots than those participants from India. Finally, affect measures were also collected, and it was found that affect completely mediated the relationship between the sociable/unsociable conditions and trust ratings.","PeriodicalId":39089,"journal":{"name":"Collegiate Aviation Review","volume":" ","pages":""},"PeriodicalIF":0.0,"publicationDate":"2018-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"47487979","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 : 2018-09-01DOI: 10.22488/OKSTATE.18.101001
Canh Thi Nguyen, Cuong Thanh Nguyen
Understanding patterns of entry and exit decisions and determinants shaping the patterns are necessary for airline planners in drawing a robust route map and gaining their own competitive advantages. The study used logit models to exam the relationship between two separate binary dependent variables: entry versus no-entry, exit versus no-exit, and multiple independent variables. Dataset was extracted from the Bureau of Transportation Statistics DB1B for Quarter 1 of 2018, then was reconstructed based on original and destination (O&D) airport pairs to gain insights. The entry decision pattern model yielded seven significant factors: total passengers, average market fare, number of carriers, distance, low-cost carriers (LCC) existence, origin hub, and destination hub. In the meantime, the exit decision pattern model yielded all the seven aforementioned factors and two other significant factors: route type and the business model of the largest share airline. The findings made a practical implication to airline network planners in considering determinants affecting entry and exit decisions to build a more efficient and profitable network.
了解进入和退出的决策模式和决定因素形成的模式是必要的航空公司规划者在绘制一个强大的路线图和获得自己的竞争优势。该研究使用logit模型来检验两个独立的二元因变量之间的关系:进入与不进入，退出与不退出，以及多个自变量。数据集提取自美国交通统计局(Bureau of Transportation Statistics) 2018年第一季度的DB1B数据集，然后基于原始和目的地(O&D)机场对进行重建，以获得见解。进入决策模式模型得到7个显著因素:总客运量、平均市场票价、航空公司数量、距离、低成本航空公司(LCC)存在程度、出发地枢纽和目的地枢纽。同时，退出决策模式模型得到了上述7个因素和另外两个显著因素:航线类型和最大份额航空公司的商业模式。研究结果对航空网络规划者在考虑影响进入和退出决策的决定因素以建立更高效和盈利的网络时具有实际意义。
{"title":"Understanding Determinents of Making Airline Entry and Exit Decisions: Application of Logit Models","authors":"Canh Thi Nguyen, Cuong Thanh Nguyen","doi":"10.22488/OKSTATE.18.101001","DOIUrl":"https://doi.org/10.22488/OKSTATE.18.101001","url":null,"abstract":"Understanding patterns of entry and exit decisions and determinants shaping the patterns are necessary for airline planners in drawing a robust route map and gaining their own competitive advantages. The study used logit models to exam the relationship between two separate binary dependent variables: entry versus no-entry, exit versus no-exit, and multiple independent variables. Dataset was extracted from the Bureau of Transportation Statistics DB1B for Quarter 1 of 2018, then was reconstructed based on original and destination (O&D) airport pairs to gain insights. The entry decision pattern model yielded seven significant factors: total passengers, average market fare, number of carriers, distance, low-cost carriers (LCC) existence, origin hub, and destination hub. In the meantime, the exit decision pattern model yielded all the seven aforementioned factors and two other significant factors: route type and the business model of the largest share airline. The findings made a practical implication to airline network planners in considering determinants affecting entry and exit decisions to build a more efficient and profitable network.","PeriodicalId":39089,"journal":{"name":"Collegiate Aviation Review","volume":"1 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2018-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"41711871","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 : 2018-09-01DOI: 10.22488/OKSTATE.18.100504
Chad L. Depperschmidt, T. Bliss, Mallory K. Casebolt
In response to the 2009 Colgan 3407 airline crash and ensuing public concern, Public Law 111-216: The Airline Safety and Federal Aviation Administration Extension Act of 2010 was signed into law on August 1, 2010. This legislation mandated significant changes to the aviation and airline industries. Among these changes, an increase in pilot qualification standards was enforced for pilots seeking employment with US air carriers. This study explores the perceptions of aviation faculty members and flight center personnel at four-year collegiate flight training programs in the US regarding the effect of PL 111-216. Results of this national study indicate the majority of respondents believe PL 111-216 will have an adverse effect on collegiate aviation flight students, collegiate aviation flight training programs and the US air carrier industry. This study also revealed the perception that collegiate flight students will begin to pursue flight careers (non-US airline or corporate aviation) that are not directly impacted by PL 111-216.
{"title":"The Effect of Public Law 111-216 on Collegiate Flight Programs: Perceptions of Aviation Faculty and Flight Center Personnel","authors":"Chad L. Depperschmidt, T. Bliss, Mallory K. Casebolt","doi":"10.22488/OKSTATE.18.100504","DOIUrl":"https://doi.org/10.22488/OKSTATE.18.100504","url":null,"abstract":"In response to the 2009 Colgan 3407 airline crash and ensuing public concern, Public Law 111-216: The Airline Safety and Federal Aviation Administration Extension Act of 2010 was signed into law on August 1, 2010. This legislation mandated significant changes to the aviation and airline industries. Among these changes, an increase in pilot qualification standards was enforced for pilots seeking employment with US air carriers. This study explores the perceptions of aviation faculty members and flight center personnel at four-year collegiate flight training programs in the US regarding the effect of PL 111-216. Results of this national study indicate the majority of respondents believe PL 111-216 will have an adverse effect on collegiate aviation flight students, collegiate aviation flight training programs and the US air carrier industry. This study also revealed the perception that collegiate flight students will begin to pursue flight careers (non-US airline or corporate aviation) that are not directly impacted by PL 111-216.","PeriodicalId":39089,"journal":{"name":"Collegiate Aviation Review","volume":" ","pages":""},"PeriodicalIF":0.0,"publicationDate":"2018-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"44072727","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 : 2015-09-01DOI: 10.22488/OKSTATE.18.100461
S. Winter, Jason Carryl, S. Rice
Controlled rest in position (CRIP) has been suggested as a viable countermeasure to the Federal Aviation Administration (FAA) in the ongoing efforts to combat in-flight pilot fatigue. It is already in use in other parts of the world; however, it is not currently permitted in the United States. While expert opinion suggested it poses little threat to flight safety, with valuable returns in terms of improved crew alertness and performance, there is some doubt about the level of consumer buy-in. This study completed a preliminary investigation into overall consumer willingness to fly, in the use of CRIP procedures in the United States. Two studies were completed to examine consumer perceptions toward the use of CRIP. It was found in both studies that male and female participants were less willing to fly when CRIP was used. Additionally, female participants were less willing than their male counterparts in both the control and experimental condition. In the second study, affect measures were collected and found to completely mediate the relationship between the use of CRIP and consumers’ willingness to fly. Findings may provide both regulators and airlines data that could aid in their decision-making processes as it relates to implementing such practices in the United States.
{"title":"Controlled Rest in Position (CRIP): Consumer Perceptions in the United States","authors":"S. Winter, Jason Carryl, S. Rice","doi":"10.22488/OKSTATE.18.100461","DOIUrl":"https://doi.org/10.22488/OKSTATE.18.100461","url":null,"abstract":"Controlled rest in position (CRIP) has been suggested as a viable countermeasure to the Federal Aviation Administration (FAA) in the ongoing efforts to combat in-flight pilot fatigue. It is already in use in other parts of the world; however, it is not currently permitted in the United States. While expert opinion suggested it poses little threat to flight safety, with valuable returns in terms of improved crew alertness and performance, there is some doubt about the level of consumer buy-in. This study completed a preliminary investigation into overall consumer willingness to fly, in the use of CRIP procedures in the United States. Two studies were completed to examine consumer perceptions toward the use of CRIP. It was found in both studies that male and female participants were less willing to fly when CRIP was used. Additionally, female participants were less willing than their male counterparts in both the control and experimental condition. In the second study, affect measures were collected and found to completely mediate the relationship between the use of CRIP and consumers’ willingness to fly. Findings may provide both regulators and airlines data that could aid in their decision-making processes as it relates to implementing such practices in the United States.","PeriodicalId":39089,"journal":{"name":"Collegiate Aviation Review","volume":"15 1","pages":"14-28"},"PeriodicalIF":0.0,"publicationDate":"2015-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"80456699","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 : 2014-01-01DOI: 10.22488/OKSTATE.18.100452
Rian Mehta, S. Rice, S. Winter
This study sought to determine the correlation between familiarity and perceptions of reliability, as associated to specific aviation-related automated devices. Participants’ experience levels ranged from non-pilots to novice pilots to certified flight instructors. It was hypothesized that familiarity has a direct correlation with ratings of reliability for various aviation-related automated devices and that the correlation across devices for each participant would be positive. The researchers expected to find a difference in the familiarity-reliability relationship as a function of experience. Findings showed that there was a significant positive correlation between familiarity and reliability for every single automated device. A positive correlation across automated devices for 87% of the participants was also found. Interestingly, the study did not find any relationship between experience and the familiarity-reliability relationship.
{"title":"Examining the Relationship between Familiarity and Reliability of Automation in the Cockpit","authors":"Rian Mehta, S. Rice, S. Winter","doi":"10.22488/OKSTATE.18.100452","DOIUrl":"https://doi.org/10.22488/OKSTATE.18.100452","url":null,"abstract":"This study sought to determine the correlation between familiarity and perceptions of reliability, as associated to specific aviation-related automated devices. Participants’ experience levels ranged from non-pilots to novice pilots to certified flight instructors. It was hypothesized that familiarity has a direct correlation with ratings of reliability for various aviation-related automated devices and that the correlation across devices for each participant would be positive. The researchers expected to find a difference in the familiarity-reliability relationship as a function of experience. Findings showed that there was a significant positive correlation between familiarity and reliability for every single automated device. A positive correlation across automated devices for 87% of the participants was also found. Interestingly, the study did not find any relationship between experience and the familiarity-reliability relationship.","PeriodicalId":39089,"journal":{"name":"Collegiate Aviation Review","volume":"29 1 1","pages":"1"},"PeriodicalIF":0.0,"publicationDate":"2014-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"90562676","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 : 2013-10-01DOI: 10.22488/OKSTATE.18.100514
John H. Mott, Branden K. Avery
The Airline Quality Rating is a quantitative determination of the quality of U.S. domestic air carriers based on parameters published by the U.S. Department of Transportation. The rating is unique in that it is of interval scale and is comparable across carriers and time periods (Bowen & Headley, 2012). In order to gain insight into the relationship of the AQR metric to the carriers to which it is applied, it is helpful to group the carriers and examine the effects of those groupings on the four individual factors that comprise the AQR. Such a methodology allows one to better understand the relationship of the AQR metric to each of the carrier groups and ultimately improve the predictability of the metric. The authors employ a two-way analysis of variance to determine differences between carrier group means for each of the four AQR factors while examining longitudinal effects, along with post-hoc difference testing. While the post-hoc test results indicate significant differences between some groupings, suggesting that separate econometric models for those groupings might be created with the goal of more accurately forecasting the metric, some of the assumptions upon which the ANOVA is predicated are violated. This article will examine those violations and suggest that further research using nontraditional methods (e.g., Bayesian analysis) is indicated.
{"title":"An Investigation of the Effects of Carrier Groups on Airline Quality Rating Components Using a Two-way Analysis of Variance","authors":"John H. Mott, Branden K. Avery","doi":"10.22488/OKSTATE.18.100514","DOIUrl":"https://doi.org/10.22488/OKSTATE.18.100514","url":null,"abstract":"The Airline Quality Rating is a quantitative determination of the quality of U.S. domestic air carriers based on parameters published by the U.S. Department of Transportation. The rating is unique in that it is of interval scale and is comparable across carriers and time periods (Bowen & Headley, 2012). In order to gain insight into the relationship of the AQR metric to the carriers to which it is applied, it is helpful to group the carriers and examine the effects of those groupings on the four individual factors that comprise the AQR. Such a methodology allows one to better understand the relationship of the AQR metric to each of the carrier groups and ultimately improve the predictability of the metric. The authors employ a two-way analysis of variance to determine differences between carrier group means for each of the four AQR factors while examining longitudinal effects, along with post-hoc difference testing. While the post-hoc test results indicate significant differences between some groupings, suggesting that separate econometric models for those groupings might be created with the goal of more accurately forecasting the metric, some of the assumptions upon which the ANOVA is predicated are violated. This article will examine those violations and suggest that further research using nontraditional methods (e.g., Bayesian analysis) is indicated.","PeriodicalId":39089,"journal":{"name":"Collegiate Aviation Review","volume":"12 1","pages":"103-121"},"PeriodicalIF":0.0,"publicationDate":"2013-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"88613999","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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