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    Fatigue Risk Management Systems (FRMS) for cabin crew : evaluation of the current status and future needs : a thesis presented in partial fulfilment of the requirements for the degree of Doctor of Philosophy in Public Health, Massey University, Sleep/Wake Research Centre, Wellington Campus, New Zealand
    (Massey University, 2019) Van den Berg, Margaretha (Margo)
    Fatigue Risk Management Systems (FRMSs) are a more recent approach to improving safety and increasing operational flexibility and have been utilised in the operation of Ultra-long range (ULR) flights that exceed traditional flight and duty time limits. Because ULR scheduling and FRMS processes for cabin crew are predominantly based on flight crew data, little is known about how well these work for cabin crew. A mixed methods approach was used to evaluate the current status of, and future needs for, FRMS for cabin crew. The sleep of 55 cabin crew was monitored throughout a ULR trip between Johannesburg and New York. On each flight, crewmembers rated their fatigue, sleepiness, and workload, and completed a 5-minute Psychomotor Vigilance Task at key times. In addition, semi-structured focus group discussions were held and thematic analysis was undertaken with data from 25 cabin crew with ULR experience. Findings demonstrate that collecting fatigue monitoring data, as for flight crew, is also feasible for cabin crew, provided that operational differences between cabin crew and flight crew are considered. Using mitigations that mirror those used for flight crew, cabin crew fatigue can be managed effectively on a ULR flight. The findings also highlight the importance of: a) considering workload, the cumulative effects of fatigue across the entire ULR trip, and the impact of the entire schedule worked, for improving the management of cabin crew fatigue associated with ULR operations, and; b) sufficient rest for adequate recovery and work-life balance in support of employees’ overall health and well-being; c) company support, in the form of fatigue-related processes and resources, effective communication and management’s engagement with cabin crew. Priority should be given to fatigue management training for cabin crew, which may also enhance perceived company support and assist with achieving a better work-life balance. Viewing fatigue as a compound hazard, the management of fatigue-related safety risks and health risks may be optimized if FRMS and OHS can be more closely linked or integrated, in support of improving cabin crews’ safety and service, and health and well-being.
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    Aircrew fatigue management in the New Zealand aviation industry : a thesis presented in partial fulfilment of the requirements for the degree of Master of Aviation at Massey University
    (Massey University, 2005) Ratieta, Denise Kuraem
    In the past two decades, fatigue has been widely studied and has proven scientifically to be a threat to flight operations and aircrews, as evidenced in disastrous aviation accidents. Internationally, it is recognised that the prevention or minimization of fatigue requires a collaborative approach, hence not just individuals. However, because of individual differences in coping with fatigue, the complex factors associated with fatigue, and the dynamics in aviation operations, it has proven unrealistic to expect to have a "one size fits all" policy to manage fatigue. Nevertheless, with increased competition in the aviation domain, aircrews are increasingly made to work according to organisational requirements through rosters or schedules that function in "24/7" settings. Such arrangements have been, and are still being mandated by flight and duty time limitations in civil aviation rules elsewhere. With increased knowledge on the effects of fatigue in the cause of accidents and incidents, it has for some time been known that the historical prescriptive approach does not address potential fatigue-related factors. Australia and New Zealand Civil Aviation Authorities have led the way in developing an alternative approach in the management of fatigue, in a move to operate beyond mandated flight and duty time limitations. Such an approach does not intend to breach current prescriptive rules, but rather incorporate industry views by establishing an alternative strategy in managing aircrew fatigue considered best for the operation, organisation and the pilot. Given the minimal information available on fatigue management in the New Zealand Aviation Industry, this study was initiated to gather perceptions from management, rostering staff and pilots on how their organisations are currently managing fatigue, via a questionnaire. Results of the study showed that 33% of participants reported maintaining AC119-2 in meeting their flight and duty time limits, 9% indicated using AC119-2 with dispensations, 11% stated that they have an accredited fatigue management scheme, 10% indicated "don't know" and 38% reported using "other" methods as an alternative to mandated flight and duty time rules. The high percentage of participants opting for "other" methods is an indication that participants are not confident in positively identifying constructive strategies existing within their organisation. This reveals that knowledge on current rules and guidelines pertaining to flight and duty time limitations is lacking. The main implication of the study is that knowledge on prescribed flight and duty time limitations (AC119-2) and fatigue management (AC119-03) in the aviation industry requires substantial enhancement to ensure an effective and sustainable non­ prescriptive approach in the management of fatigue. The study further suggests that more informed education on AC119 -2 could be advocated in the industry as a starting point, which may form a strong and mature basis for the development of successful and effective fatigue management schemes. These suggestions warrant a participatory and combined effort involving the New Zealand Civil Aviation Authority and the New Zealand Aviation Industry.
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    Flights into deteriorating weather conditions : investigating cognitive biases in weather-related decision making : a thesis presented in partial fulfillment of the requirements for the degree of doctorate of Philosophy in Aviation at Massey University, Manawatu, New Zealand
    (Massey University, 2016) Walmsley, Stephen
    In this thesis, the author‘s aim was to investigate whether the use of three cognitive heuristics may lead to systematic biases leading visual flight rules (VFR) qualified pilots to make inappropriate or ineffective decisions when faced with adverse weather and fly into instrument meteorological conditions (IMC). Although heuristics may reduce cognitive workload in weather-related decision making, they may lead VFR pilots to judge weather conditions as being better than they are in reality and continue flight into IMC conditions, when diverting or turning back would be the judicious choice. Three cognitive biases that may potentially occur in pilot decisions to fly from VFR into IMC were identified: anchoring effect, confirmation bias and outcome bias. Three vignette-based studies found that pilots tended to anchor and under-adjust on initial information (n = 201), favour a confirmatory strategy when testing a hypothesis (n = 278) and evaluate judgments by the outcome rather than the decision process (n = 300). Three intervention studies tested whether encouraging pilots to consider additional information rather than focusing on a narrow set of evidence when making judgments could reduce the impact of the three cognitive biases. Although a 'consider the alternative' strategy is sometimes effective, it was largely unsuccessful in reducing all three cognitive biases (n = 101). The perseverance of the biases in all six empirical studies is discussed in relation to the extant literature, as are the implications for flight-training and general aviation pilots generally.
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    Global positioning system (GPS) : human factors aspects for general aviation pilots : a thesis presented in partial ...
    (Massey University, 1996) Nendick, Michael Dean
    The allied disciplines of psychology and human factors within aviation are well established. Moreover, the benefits that their research efforts have brought to the underlying theoretical and practical application of technology within aviation are well documented. The introduction of the Global Positioning System (GPS) is a new technology in this context that has not yet received much attention in terms of its human factors implications. GPS is a satellite based navigation system, available as a non-standardised "add-on" navigation system for General Aviation (GA) aircraft. While GPS has been established within the military environment for some time it has only recently been made available to the civil aviation market. To date there has been little human factors research conducted on its use by pilots, especially in the GA industry where it has rapidly become an extremely popular navigation aid. This study aimed to utilise the fundamental principles of psychology and human factors to examine GA pilots' use of GPS. Particular reference was made to the equipment design ergonomics, the psychological attitudes and behaviours displayed when using GPS, and the implications GPS has for flight safety. The study sought information to determine whether formal training was required and to suggest the format for such training. A survey of 172 GA pilots using GPS in New Zealand was carried out to investigate five research questions proposed to provide a basis for future research. The results found that GPS was rated highly for its design and ease of use, however specific areas of GPS design needing improvement were identified. GPS was rated in a similar fashion by pilots irrespective of their individual demographic sub-groupings. While the majority of pilots were found to have positive attitudes and behaviours using GPS, some users had developed negative attitudes previously associated with automation such as over-confidence, reliance, and complacency. This had resulted in certain inappropriate behaviours. These included operating without backup means, discarding standard navigation procedures such as maintaining reference to maps and charts, and navigating with GPS before gaining an acceptable level of knowledge and competency with its use. The results appeared to be generalisable to the wider pilot population. The results suggest that formalised training incorporating human factors was required for operators to use GPS to its full potential and to avoid committing errors with possible hazardous consequences.
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    Threat and error management : an analysis of reported safety occurences to the Civil Aviation Authority of New Zealand 1998-2007 : a thesis presented in partial fulfilment of the requirements for the degree of Master of Aviation at Massey University, Palmerston North, New Zealand
    (Massey University, 2010) Graham, Timothy
    Current safety reports indicate a rise in the number of reported incidents involving both medium and small aeroplanes and helicopters. The purpose of this study is to identify specific threats, errors and Undesirable Aircraft States (UAS), present in safety-related occurrences reported to the Civil Aviation Authority of New Zealand (CAANZ). Threat and Error Management (TEM) is used to improve safety margins in aviation operations through the practical integration of human factors knowledge. The TEM framework is used to guide the investigation of reported safety-related occurrences in a way that systematically identifies specific threats, errors and UAS. This research employs the predictive safety method by investigating reported historical events, followed by analysing each event to list threats, errors and UAS. If a threat, error or UAS is identified in an occurrence, it is then marked ‘present’ under the corresponding column of the TEM taxonomic. After the completion of the classifications, solutions can be developed to prevent similar occurrences in the future. To test for accuracy and consistency of threat, error and UAS classifications, ten randomly chosen occurrences were provided to ten aviation professionals. These tests included Cohen’s Kappa test and a percentage of agreement test. Cohen’s Kappa results reached significant agreement with half of the respondents and an overall percentage of agreement of 68 per cent compared with the researcher’s classifications. Results from the TEM classifications show the majority of threats had environmental influences and procedural errors. The most common UAS resulted mainly from Ground Navigation and Aircraft Handling operational conditions. The TEM technique enabled a focus on the events that contributed to an incident rather than an accident. By applying the results from this TEM taxonomic, it is hoped that pilots will benefit from a better understanding of the importance of TEM and how frequently threat and errors contribute to incidents. This research would then help flight operators and pilots better prepare themselves to react to the likelihood of specific threats or errors, if and when they occur.
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    Examining the influence of error climate on aviation maintenance performance : a thesis presented in partial fulfilment of the requirements for the degree of Master of Arts in Psychology at Massey University, Manawatu, New Zealand
    (Massey University, 2011) Hodges, Megan Elizabeth
    Error climate is a relatively new construct that refers to employees shared perceptions of organisational practices regarding errors and is divided into two types, error management climate (EMC) and error aversion climate (EAC). An EMC acknowledges the inevitability of error and has practices that deal effectively with error. An error aversion climate (EAC) conversely, denies error and is characterised by a fear of error and a reluctance to discuss error. The current study revealed two facets of EAC, these were error strain and covering up errors. EAC and EMC were negatively correlated. Higher levels of EMC were associated with better supervision and psychological health and lower levels of EAC, violations and errors. Higher levels of EAC were associated with the opposite pattern of findings, more violations and errors, worse psychological health, poorer supervision and lower levels of EMC. Two types of violations were found, situational violations which were related to getting the job done in the face of situational constraints and routine violations which reflected rule defiance. Significant predictors of situational violations were routine violations, covering up errors, stress, position (seniority) and general psychological health while significant predictors of routine violations were situational violations and fatigue. Significant predictors of errors were routine violations and position. The effect of error climate on errors was partially mediated by violations. This result is consistent with that of safety climate which is a well established predictor of unsafe acts. Unexpectedly, psychological health did not act as a mediator. These findings suggest that error climate is an important organisational factor in safety and aviation maintenance performance that warrants further examination.