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    Digital vs paper-based checklists in high performance single pilot aircraft : a mixed methods investigation : a 190.895 (60 credit) research report presented in partial fulfilment of the requirements for the degree of Master of Aviation at Massey University, Palmerston North, New Zealand
    (Massey University, 2022) Barron, Peter
    The aircraft checklist has been described as the most critical man-machine interface in aviation. Checklists can significantly enhance flight safety when designed well and used properly. The ‘look’ and content of a checklist affects how well pilots interact with it. Emergency checklists in particular, are only accessed during emergency situations, a time of heightened stress and cognitive degradation for the pilot. It is crucial therefore, that emergency checklists are developed with precision and skill to facilitate ease of use during times of stress. A poorly designed checklist can hinder rectification of an emergency situation and can adversely affect flight safety. The aim of this study was to determine whether flying performance is improved, and pilot workload is lower, when using a digital checklist application created specifically for the T-6C Texan II compared with the existing paper-based Quick Reference Handbook (QRH). For this study, twenty pilots from the Royal New Zealand Air Force (RNZAF) underwent two emergency scenarios in a flight simulator using either the QRH or the digital checklist application. The independent variable was checklist type (paper or digital). Dependent variables were: i) time to find the checklist; ii) time to complete the checklist; iii) flight path accuracy; and iv) workload. Additionally, a qualitative investigation into error occurrences during checklist execution was undertaken. The results suggested that workload is lower when using the digital checklist application compared to the QRH, but there were mixed results regarding the improvement in flying performance with the digital checklist application. The time to find the checklist was quicker with the digital application, but checklist completion times and flight path accuracy were similar across both checklist types. The qualitative investigation noted that the digital checklist reduced errors and was easier to manipulate. The collection of qualitative data enabled the generation of a hypothesis that frequency and type of error occurrences are affected by checklist type. Despite the interface improvements of the digital checklist over the QRH, this research suggests that an enhanced checklist interface is secondary to checklist location or checklist content, and that the greatest gains in safety will likely be achieved by addressing these two factors over checklist interface. This research provides support for an iPad mount in front of the pilot in the T-6C. Additionally, this research provides further evidence that the T-6C checklist content is poorly written and can negatively impact flight safety and may assist in arguing for a content re-write. From a wider perspective, most RNZAF pilots fly with a kneeboard and this research may be relevant for other aircraft types operated by the RNZAF, noting also that other aircraft types are flown by two pilots which may negate some of the findings in this research. Further research should standardise the placement of the checklist to fully determine the relationship between flying performance and checklist type. Additionally, future research could also make use of eye tracking equipment to measure attention switching and could investigate the hypothesis generated from the qualitative data.
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    Modelling pilot decision-making errors in New Zealand general aviation : a thesis presented in partial fulfilment of the requirements for the degree of Master of Arts in Social Sciences at Massey University
    (Massey University, 1992) Pitham, Claire
    Accident statistics indicate that the rate of mortality and financial loss associated with general aviation accidents is comparable with that of passenger transport operations. However, general aviation appears under­ represented in literature pertaining to the development of safety interventions. In this thesis, this apparent disparity is addressed in an investigation of pilot error in New Zealand general aviation. Using the precedent of accident modelling developed in industrial safety research, accident models taken from aviation, road transport and industrial settings are reviewed for their representation of human error. The Surry Model (1969), a twelve point sequence representing operator decision making processes, was selected for generalization to aviation. The selection of this model was congruous with research literature identifying poor decision making as a primary causal factor in air accidents. Each of the points in the model represents an opportunity for accident avoidance if certain information processing requirements are met. The model presents accident avoidance as the result of three processes: the correct recognition of stimuli, the correct cognitive processing of avoidance options, and the correct implementation of physiological responses. The accident sequence within which these processes occur is divided into two cycles: the build-up of danger in the system, and its subsequent release. The model was applied to a data base of 84 cases involving fixed wing aircraft engaged in general aviation, selected from 1980 to 1991. The point at which an error in pilot decision making occurred was identified and coded using the twelve points of the Surry Model. These data were combined with information concerning biographic characteristics of the pilots, and the number of passengers on board the flight. All pilots in the sample were male. Two research questions were investigated. The first questions whether the Surry Model is a useful tool in the analysis of information about accident sequences. The model was used as a template, and laid over the time line of accidents, as they had been determined by air accident investigators. The second research questions sought to determine whether the format of the model could be used as a protocol for developing time lines and questioning pilots during accident investigations. A small final sample size resulted in a general dichotomizing of the variables for non-parametric Chi Square statistical analysis. The power and utility of the analysis was limited and could only show that, beyond chance effects, there were no biographic characteristics of pilots that influenced the cycle of the model in which the accident inducing error occurred. No quantitative examination of the twelve error types identified by the model was possible. A low level of inter-rater reliability showed that the model was not as self-contained as anticipated. Raters appeared to use the model in a consistent manner, but modes of use varied between individuals. It is suggested that this may be a function of non-standardised presentation of human factors information in air accident reports, coupled with non­ standardised interpretations of ambiguities in the model. On the basis of the inferential interpretation of the data, two main areas of discussion arise. The first is concerned with 'ambiguities': the structural characteristics of the Surry Model that influenced the fall of data onto the twelve error types. It became apparent that the typical sequence of events in aircrashes differed from the temporal sequence depicted by the model, and that assumptions made in the model about the configuration of the pilot- aircraft interface were inaccurate. Accordingly, modifications to the model are proposed. The second area of discussion is centred on 'antidotes': corrections for pilot errors identified as causal in aircrashes. The results indicate that some aspects of in-flight behaviour could be targeted for intervention. It is suggested that it may be useful to encourage pilots to engage in active information search from external sources in order to ensure that they supplement information available from the aviation system. Self-monitoring before flight may induce voluntary self removal from aviation activities. It is possible that some pilots may abstain from flight if they become aware that their performance has become impaired as a result of their physical or emotional condition. It is also suggested that risk communication techniques could facilitate the development of worst case thinking by pilots who are confronted by potential hazards. Rather than a more traditional emphasis on the implementation of strategies after contact with danger, these antidotes may encourage the active avoidance of danger.
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    PC-based aviation training devices for pilot training in visual flight rules procedures : development, validation and effectiveness : a thesis presented in partial fulfillment of the requirements for the degree of Doctor of Philosophy in Aviation at Massey University, Palmerston North, New Zealand
    (Massey University, 2014) Reweti, Savern
    Flying is a difficult and complex activity that requires a significant level of attention from the pilot as well as a lengthy training period to gain sufficient competency. For issues of both cost and safety, flight simulation has been an integral part of flight training from its earliest beginnings. There have been a number of technological developments and improvements in both the level of fidelity and the training effectiveness of flight simulators. As a result, flight simulators in use today are the result of this technological, psychological, and engineering evolution. Indeed, simulator cockpits can now accurately replicate all of the functions of flight controls and instrumentation found in real aircraft. Furthermore, the development of high-resolution display systems utilising computer-generated imagery (CGI), means that flight simulators can now display very realistic terrain and environmental effects. The high cost of modern full motion flight simulators (FFSs) has meant that their use has generally been restricted to commercial airlines, military forces, and government agencies. More recently, rapid advances and decreasing costs in PC-based computer technology has enabled flight-training organisations to conduct more training with less expensive fixed-base flight training devices (FTDs). That said, the first study in this thesis indicated that in NZ, even the cost of certified FTDs is still beyond the reach of most flight training schools and their students. The central tenet of this thesis is that a cost effective strategy for smaller flight training schools could be the utilisation of low-cost personal computer based aviation-training devices (PCATDs) for flight instruction and procedural training tasks. Although a number of studies have indicated that the fidelity of PCATDs may be quite low when compared to FTDs, especially in control loading and flight dynamics, there is some evidence of a positive transfer of training from the PCATD to the aircraft.Significant research has been conducted on the effective use of PCATDs to reduce Instrument Flight Rules (IFR) training time in the aircraft. Conversely, few studies have examined the use of PCATDs for Visual Flight Rules (VFR) training. This lack of research is likely due to the limited fidelity of most PCATDs, especially in the critical area of visual displays. Customised PCATDs were developed to address these fidelity issues by utilising innovative and cost effective software and hardware technologies. The aim of this study was to investigate potential training benefits and cost effectiveness of utilising low cost PCATDs, to improve pilot proficiency in performing VFR procedures. A quasi-transfer study was undertaken to ascertain whether a customised low cost PCATD was as effective as a Civil Aviation Authority certified FTD at improving pilot proficiency in the performance of a standard VFR traffic pattern operation. 1. There was no evidence of a difference in VFR task performance between participants trained on the PCATD and the FTD when tested on the FTD. In addition, there were significant improvements in VFR task performance compared to a control group that received no simulator training. 2. A follow-up study compared VFR task performance of two groups with significantly different levels of aviation experience that were trained and tested on the PCATD. Again, there was no evidence of any significant differences in VFR performance between these two groups of pilot trainees and this demonstrated that the PCATD could impart equal training benefits to both experienced and ab-initio pilots. The Civil Aviation Authority certification of two of the PCATDs developed in this study provided formal recognition of the training potential of these devices. In addition, the study has demonstrated that small to medium sized flight schools could enhance their training programmes significantly by deploying low cost PCATDs.