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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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    Cleared to disconnect? : a study of the interaction between airline pilots and line maintenance engineers : a thesis presented in partial fulfilment of the requirements for the degree of Doctor of Philosophy in Aviation at Massey University, Manawatũ, New Zealand
    (Massey University, 2016) Fisher, Tahlia Jane
    Accurate information regarding the maintenance status of an aircraft is essential for safe and efficient airline operations, yet there is evidence to suggest that pilots and line maintenance engineers do not always communicate effectively with each other. To date the majority of this evidence has been anecdotal, and formal studies have focused primarily on the shortcomings of the aircraft logbook as a communication medium. Despite the notion that poor communication between these two groups can potentially have undesirable consequences, there has been little discussion about how this might manifest within an airline environment. The studies undertaken for this research examined three distinct aspects of the pilot-maintenance interface: 1) the intergroup relationship between airline pilots and line maintenance engineers, 2) operational radio communications between airline pilots and line maintenance engineers, and 3) the effects of deficient pilot-maintenance communication on aircraft operations and flight safety. Thematically analysed discourse from a series of focus groups held at a large New Zealand airline, found that communication difficulties are primarily the result of an interrelating set of organisational, physical and psychosocial barriers, all of which influence the nature of the intergroup relationship between pilots and line maintenance engineers. The use of Interaction Process Analysis (IPA) to examine radio calls between pilots and maintenance personnel identified that while the two groups share similar communication patterns and styles, indications of these barriers were present within their communication exchanges. The effects of deficient communication were then examined using data from the United States Aviation Safety Reporting System (ASRS). Using Correspondence Analysis (CA) to map associations between deficient pilot-maintenance communication and adverse outcomes, evidence was found that poor communication can be associated with both schedule disruptions and potential safety ramifications. Ultimately, this research has important implications for airlines, particularly given the degree to which organisational factors can influence the efficacy of communication between these two groups. In light of the findings which suggest that problematic interactions between pilots and maintenance personnel can have both commercial implications and pose a threat to flight safety, it is recommended that airlines give consideration to facilitating joint Crew Resource Management (CRM) training for these two groups.
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    Making the cabin safer : a study of crew resource management training for cabin crew : a thesis presented in partial fulfilment of the requirements for the degree of Master of Aviation at Massey University
    (Massey University, 2005) Zhu, Xiaoli
    Crew Resource Management (CRM) is a widely implemented strategy in the aviation community as a training countermeasure to human error. The two most accessible criteria for CRM training evaluation are behaviour on line operation and attitudes showing acceptance or rejection of CRM concepts. The purpose of this research is to investigate CRM training effectiveness for cabin crew, achieved by assessing cabin crew's attitudes toward CRM and their performance during a the training drill. A questionnaire was created for assessing attitudes toward CRM and CRM training from the flight attendants' perspective at Air New Zealand. Comparing attitudes prior to and post the training suggested that the joint CRM training had a positive effect. The joint CRM training improved cabin crew's confidence in safety operation and commitment to their safety role. As some factors, such as job position, gender, age, work-year, aircraft type were likely to affect crewmembers' attitudes toward CRM, the survey also tried to test and finally disclosed that at least job position and gender had an effect on cabin crew attitudes. A series of behavioural markers were developed to measure cabin crew performance during a fire fighting drill. The observation results showed such behavioural markers were useful for assessing flight attendants' CRM skills and indicating the strength and weakness of cabin crew CRM skills showed in the fire fighting drills. In general the study suggests the overall CRM training in Air New Zealand is successful. It is advised that joint SEP/CRM training needs further concern about the balance of CRM and SEP training. It is also suggested which kinds of CRM skills are critical for cabin crew emergency control.
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    Pilot situation awareness of commercial aircraft flight management systems : thesis presented in partial fulfilment of the requirements for the degree of Master of Aviation at Massey University
    (Massey University, 2000) Smith, Regan Matthew
    Complex, dynamic domains present an individual with a challenging operational environment. To be able operate effectively and achieve a desired goal, an individual must understand what is taking place in the surrounding situation. This task can become very demanding when the status of many elements in the situation may be continually changing simultaneously. The awareness and individual possesses of this situation is recognised as a fundamental prerequisite to achieve consistent proficient performance, and is the focus of this study. Specifically, this study set out to evaluate the Situational Awareness (SA) that experienced commercial pilots possess of aircraft Flight Management Systems (FMS). To achieve this objective the Situation Awareness Global Assessment Technique (SAGAT), developed by Endsley (1995a), was adapted to the commercial FMS cockpit environment. This required development of a query database and design of an administration technique suitable for use in this study. The increasing use of automation in the aircraft cockpit has produced some stunning improvements in operational efficiency. However, the increasing complexity of aircraft management systems has exposed problems associated with the operator-automation interface. Current FMS have evolved through the integration of several separate aircraft flight control systems to provide the pilot with a capable semi-autonomous flight management tool. While the introduction of these tools has helped to improve safety, they have also introduced some unexpected operational consequences. One of these consequences is the tendency for flight-crews to experience automation surprises. Such events occur when the automation's behaviour violates the operator's expectation, and are usually the result of an inconsistency between the operator's understanding of the system and the actual status of the system. In essence, automation surprises arise when the operator has poor SA of the system with which they are working. Due to the limited number of evaluations that were completed during this study no conclusive findings could be made. Despite this, the data revealed that the automation appeared to dominate the participant's attention and, that relevant flight instructor experience could have beneficial effects on SA related knowledge. Attempts were also made to determine if there was any correlation between SA and psychological motivation. However, in isolation the results from these tests did not show any promising relationship. Despite this, the prospect that psychological state might influence SA cannot be eliminated due to a lack of data available from the present evaluation. Furthermore, one of the participants displayed very different motivation results that could imply that a combination of motivational states might have an affect on an individual's SA.
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    The application of the New Zealand Civil Aviation Rule Part 115 for the regulation of adventure aviation activities : dissertation submitted in partial fulfillment for the degree of Master of Aviation Management, Department of Aviation, Massey University
    (Massey University, 2011) Marriott, David
    Research was undertaken to examine the implementation requirements of a proposed rule, NZCAR Part 115,which has been developed with the intention to regulate “adventure aviation” activities in New Zealand. The regulation applies to a wide range of tourism focused airborne operations including the use of ex-military and aerobatic aircraft for joyriding, passenger flights in balloons, gliders, tandem parachuting and hang-gliding operations. The rule was considered necessary as there has been a lack of any recognized safety standards applicable to these activities when they are conducted beyond a purely recreational purpose. An increasing number of operators commercialise their activities by focusing on taking passengers for rides as opposed to conducting training or “trial flights” (which are assumed to be for the purpose of introducing people to the sport). Many of these operations use non-certified aircraft which have not been intended for the carriage passengers on a commercial scale. Where paying passengers are carried, safety is assumed to require a greater level of management. The regulator – the New Zealand Civil Aviation Authority - considers that a formal system that applies standards similar to those of small airline would be more appropriate. A new rule was required due to the novel and diverse nature of activities, and the various types of aircraft used. Specialist legislation for adventure aviation would also open up the sector for further commercial opportunities and would provide the ability to regulate such activities within the civil aviation system. The thesis includes a review of literature which examines the basis of the legislatory requirements and defines the rationale for the rule-making standard, as well as introducing notions for defining and assessing risk within aviation. The review also looks at published industry reaction to the development of the Rule. A part of the research, the survey of operators, elicits their opinion as to the workability of the new legislation. The survey also tests the current level of each operator’s compliance according to a 72 point checklist of operational items and ascertains what modifications to the systems and practices are required in order to comply. The research outcomes identified two groups of operators - one of which has standards and systems that are close to compliance with the new legislation and the other for which compliance would be difficult due to deficient systems and practices. Analysis of the differences highlighted a cultural separation of the groups in terms of their connection with mainstream general aviation and their understanding of the risk management concepts and practices required for commercial operations. The discussion of the results of the research highlights problems with the application of the proposed regulation, particularly to the non-compliant group. Issues include the recreational origins of the sector, a lack of acceptance of the Rule by operators, and on-going problems with the consultation and collaboration in the rule-development process. Workable compliance strategies and processes are discussed, including developing an ecological approach to managing safety as part of best practice. Recommendations look at possible strategies for implementation including the requirement for more pro-active education and enculturation processes, and the formation of a national representative body