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Journal articles on the topic 'Accidents, Aviation'
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1
Li, Yafei, and Chen Liang. "The Analysis of Spatial Pattern and Hotspots of Aviation Accident and Ranking the Potential Risk Airports Based on GIS Platform." Journal of Advanced Transportation 2018 (December 11, 2018): 1–12. http://dx.doi.org/10.1155/2018/4027498.
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Aviation accident analysis is an important task to ensure aviation safety. The existing researches mainly focus on the analysis of aviation accident time characteristics and accident causes and less analysis of the spatial characteristics of aviation accidents. The spatial characteristics analysis of aviation accidents can identify hot spots of aviation accidents, improve the accuracy of aviation accident emergency management, and provide decision support for airport route planning. This study established the severity index of aviation accident based on aviation accident data, using GIS spatial analysis methods to study the spatial distribution characteristics of aviation accidents. The hot spots were identified in the aviation accidents. Finally, airports around the accident hot spots were ranked to obtain the airports with high potential aviation risks based on RI, taking Florida as an example. It was found that in the Florida aviation accident, general aviation accidents accounted for the majority, but the aviation accident severity index for air route flight was far greater than general aviation accidents. From the spatial distribution point of view, accidents with high severity index were distributed around large international airports. The Density Center for Aviation Accidents was located in Tampa, Miami, and some airports link areas in Florida. In terms of the Moran’s I index, the distribution of aviation accidents tended to aggregate in the region as a whole. However, aviation accident severity index was randomly distributed for each year separately. At the level of significance of 0.01, there were a total of 75 accident hotspots in the Florida region, mainly in the north and southwest. Airports with high RI in the Florida area were mainly concentrated in the Miami area and the Tampa Bay area, and Orlando Airport was ranked outside the top 10.
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Walton, Robert O., and P. Michael Politano. "Characteristics of General Aviation Accidents Involving Male and Female Pilots." Aviation Psychology and Applied Human Factors 6, no. 1 (May 2016): 39–44. http://dx.doi.org/10.1027/2192-0923/a000085.
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Abstract. Studies examining aviation accidents have not found differences in accident rates by gender, although there may be gender differences in the types of accident. One study examined accident rates of male and female private pilots and found that males were more likely to have accidents related to inattention or poor planning while female pilots were more likely to have accidents due to mishandling of the aircraft. This research analyzed the National Transportation Safety Board’s (NTSB) aviation accident database system to examine the severity of injury and aircraft damage in general aviation accidents by gender. The data indicated that female pilots have accidents with higher aircraft damage and personnel injury rates at lower levels of training and experience compared with male pilots, but they then have significantly fewer accidents compared with male pilots at higher levels of experience.
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Li, Yafei. "Analysis and Forecast of Global Civil Aviation Accidents for the Period 1942-2016." Mathematical Problems in Engineering 2019 (February 18, 2019): 1–12. http://dx.doi.org/10.1155/2019/5710984.
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With the increase of global civil aviation transportation, more and more researchers pay attention to the analysis of civil aviation accidents. Time series analysis can obtain the variation law in a large amount of data, and there is no research result of aviation accident time series yet. Based on the Mann-Kendall trend analysis and mutation analysis methods, this paper studied the change trend of accidents and casualties in different flight stages of civil aviation and built ARIMA (Autoregressive Integrated Moving Average model) time series analysis model to predict the number of civil aviation accidents and casualties by the long-term data in the world. (1) The number of civil aviation accidents fluctuates generally in the world; from 1942 to 2016, there were two fluctuation periods of civil aviation accidents. (2) The number of global civil aviation casualties from 1942 to 2016 showed a parabola trend of increasing first and then decreasing. The highest number of casualties appeared in 1972, which was 2373; on the different flight stages, the number of accidents was different. In the air route and approach phase, the number of accidents was the most, and the number of casualties was more than other flight phases, accounting for about 50% of the whole flight phase. (3) In addition to the land phase, the number of accidents showed a significant decrease in other flight phases; while the air route and total number of casualties decreased significantly, the number of casualties at other flight phases did not decrease significantly. There were no sudden changes in the number of global civil aviation accidents and approach casualties. (4) The sudden change point of the global civil aviation casualties was 2013, the sudden change point of the air route stage accidents was 1980, the sudden change point of approach stage accidents was 2012, and the sudden change point of air route stage casualties was 2006. According to the ARIMA (1,0,1) model, the numbers of global civil aviation accidents and casualties were predicted to 2025. Through time series research, we have explored the variation law in the historical data of long-term aviation accidents and predicted the possible changes of future aviation accidents, providing data reference for aviation safety research.
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Mortimer, Rudolf G. "General Aviation Airplane Accidents Involving Spatial Disorientation." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 39, no. 1 (October 1995): 25–29. http://dx.doi.org/10.1177/154193129503900107.
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National Transportation Safety Board accident data for 1983-1991 were used to compare those general aviation accident cases that involved spatial disorientation (SD) with all others. About 2.1% of general aviation airplane accidents involved SD. Those accidents were associated with low ceilings, restricted visibility, precipitation, darkness and instrument flight conditions. Pilots in certain professions, particularly those in business, were more involved in SD accidents. Pilots in SD accidents were more often under pressure, fatigue, anxiety, physical impairment and alcohol or drugs. The pilots' total and night flying experience were inversely related to involvement in SD accidents. Spatial disorientation accidents accounted for a small number of crashes, but they were very severe-fatalities occurred in 92%, they accounted for 9.9% of the fatal accidents, 11% of the fatalities and in 95% the aircraft were destroyed. The results suggest that the pilots in SD accidents lacked the flight experience necessary to recognize or cope with the stimuli that induce SD, which was compounded by fatigue, alcohol/drugs or pressure and other psychological and physical impairments. Specific exposure to conditions leading to SD in training of general aviation and all pilots should be evaluated to help them to recognize it, and the techniques used by experienced pilots to combat its onset and effects should be studied and used in training. Improved human factors engineering of the cockpit instrumentation is also needed.
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Yang, Chuyang, and John H. Mott. "HFACS Analysis of U.S. General Aviation Accidents Using Bayesian Network." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 64, no. 1 (December 2020): 1655–59. http://dx.doi.org/10.1177/1071181320641403.
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Safety is one of the most important factors that affects the sustainable development of the aviation industry. With the increasing robustness of technologies, humans have played a progressively more important causal role in aviation accidents. This paper applies an HFACS-BN model (HFACS: Human Factors Analysis and Classification System; BN: Bayesian Network) to analyze the root causes of aviation accidents. General aviation (GA) accident reports were collected from the U.S. National Transportation Safety Board (NTSB) accident database. The authors encoded the human factors of sample cases based on the HFACS framework and constructed a corresponding BN. From this work, parameter estimation associated with a conditional probability table (CPT) was conducted to determine prior probabilities of contributing factors, and a sensitivity test was conducted to determine the most significant factors. This study provides guidance to the federal government to facilitate risk management in order to reduce fatal general aviation accidents.
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Laukkala, Tanja, Robert Bor, Bruce Budowle, Pooshan Navathe, Antti Sajantila, Markku Sainio, and Alpo Vuorio. "Pilot Posttraumatic Stress Disorder and Fatal Aviation Accidents." Aviation Psychology and Applied Human Factors 8, no. 2 (September 2018): 93–99. http://dx.doi.org/10.1027/2192-0923/a000144.
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Abstract. The National Transportation Safety Board (NTSB) database was searched to identify fatal accidents in aviation related to trauma and stressor-related disorders in the United States and the medical requirements of aviation authorities were assessed. Between 2000 and 2015, eight pilots with a diagnosis of posttraumatic stress disorder (PTSD; of which two were aviation-related PTSDs) died in aviation accidents. These results indicate a minimum frequency of history of diagnosed PTSD in aviation fatalities to be 8 out of 4,862 fatal accidents (0.16%) in the United States. The guidance from aviation regulatory authorities is to medically assess pilots with a prior history of PTSD based on individual functional impairment and treatment response. The assessment of individual impairment would be significantly improved by the systematic data collection following aviation- and work-related traumatic events. It is also important for investigators to recognize the traumatization that occurs in aviation accident and incident investigations.
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Lee, Seung Yong, Paul Bates, Patrick Murray, and Wayne Martin. "Training Flight Accidents." Aviation Psychology and Applied Human Factors 7, no. 2 (September 2017): 107–13. http://dx.doi.org/10.1027/2192-0923/a000121.
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Abstract. Civil aviation is broadly categorized into two sectors: air transportation and general aviation. While the former sector is considered to be ultrasafe the latter requires a stronger focus on safety improvement. There has been considerable research examining the causes of general aviation accidents with a view to improving safety. However, there has been very limited research specifically focused on accidents involving training flights and associated causal factors. A total of 293 training flight accident reports, comprising 111 fatal and 182 nonfatal accidents were reviewed and analyzed to identify causes of training-flight accidents. The study found that based on the odds ratio, if a fatal accident involving training flights occurred it was 4.05 times more likely to be a dual training flight. Other findings included that most accidents occurred during the landing phase and the majority of accidents related to skill deficiency (e.g., an improper/inadequate flare). This was a major causal factor in nonfatal accidents in both dual and solo training flights. However, on dual training flights there were more fatal accidents involving decision deficiencies and mechanical malfunctions (e.g., loss of engine power). A previous study suggested that lack of supervision of student pilots by flight instructors was found to be a main causal factor and thus flight instructor training and recurrency requirements need to be reviewed.
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Konieczka, Robert. "Aviation as a specific field for issuing opinions by court experts." Issues of Forensic Science 290 (2015): 109–14. http://dx.doi.org/10.34836/pk.2015.290.6.
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This article attempts to provide a synthetic presentation of aviation as an area amenable to issuing opinions by court-appointed experts in the field. It presents basic issues concerning the participation of aviation experts in legal proceedings related to aviation, especially to air accidents. As indicated, aviation is an interdisciplinary industry employing highly diversified equipment. Subsequently, the article illustrates the role of an aviation expert in the proceedings conducted by law enforcement and judicial authorities, related to accident occurrence and other infringements of aviation law regulations. Basic issues that may be brought to the attention of the body conducting the proceedings are defined. The article emphasizes the uniqueness of the objectives of criminal proceedings and the activities aimed at determining the cause of an accident undertaken by the State Commission on Aircraft Accidents lnvestigation. The author’s long-term practice as an aviation expert witness was exploited to familiarize the reader with aviation-related issues, which can be helpful in conducting a pre-trial procedure, in particular its initial phase.
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Muhammad Riaz, Raja, Khawar Naeem, Abdul Salam Khan, Muhammad Abas, and Misbah Ullah. "The Relationship between General Aviation Pilot Age and Accident Rate." Mehran University Research Journal of Engineering and Technology 39, no. 3 (July 1, 2020): 506–16. http://dx.doi.org/10.22581/muet1982.2003.05.
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The purpose of this study is to assess the relationship between the number of accidents and pilot’s age. The pilot considered for this study is General Aviation Pilot. Normal distribution of the accidents shows the mean pilot’s age <MEAN age> = 54.60 with S. Dage = 14.38. There is a non-linear relationship between pilot’s age and accident rate and there is a significant difference in accidents across the age intervals F(19, 234) = 9.3116, p < 0.0001. There is no statistical difference in the number of accidents between the interval 40-70 age group. Also, there is statistical difference in the number of accidents above and below 60-year age with respect to event severity and cause of accident (Wiki’s lemma= 0.36, F(26, 160) = 4.00, p < 0.0001). The follow up shows that the number of fatal and non-fatal accidents were statistically different for both above F(2, 92) = 4.58, p < 0.0127 and for below F(2,129) = 7.2, p < 0.0011 while the number of accidents with respect to its causes above 60 are not statistically different but there is statistical difference (F = (5, 126) = 8.74, p < 0.0001) in the number of accidents caused by pilot and caused by technical fault or weather/wind in the age group below 60.
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Munene, Isaac. "An Application of the HFACS Method to Aviation Accidents in Africa." Aviation Psychology and Applied Human Factors 6, no. 1 (May 2016): 33–38. http://dx.doi.org/10.1027/2192-0923/a000093.
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Abstract. The Human Factors Analysis and Classification System (HFACS) methodology was applied to accident reports from three African countries: Kenya, Nigeria, and South Africa. In all, 55 of 72 finalized reports for accidents occurring between 2000 and 2014 were analyzed. In most of the accidents, one or more human factors contributed to the accident. Skill-based errors (56.4%), the physical environment (36.4%), and violations (20%) were the most common causal factors in the accidents. Decision errors comprised 18.2%, while perceptual errors and crew resource management accounted for 10.9%. The results were consistent with previous industry observations: Over 70% of aviation accidents have human factor causes. Adverse weather was seen to be a common secondary casual factor. Changes in flight training and risk management methods may alleviate the high number of accidents in Africa.
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van Doorn, Robert R. A., and Alex J. de Voogt. "Descriptive and Analytical Epidemiology of Accidents in Five Categories of Sport Aviation Aircraft." Aviation Psychology and Applied Human Factors 1, no. 1 (January 2011): 15–20. http://dx.doi.org/10.1027/2192-0923/a00004.
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The present study reports and compares causes of, and factors contributing to, 2,118 documented accidents of sport aviation represented by diverse aircraft types including balloons and blimps, gliders, gyroplanes, and ultralights. For the 26-year period, accidents were aircraft-specific regarding damage, injury severity, and human errors. The likelihood of fatal injuries in sport aviation accidents differs per aircraft category and is related to the phase of flight in which the accident originates and the involvement of aircraft-specific human errors. Results show that amateur-built aircraft are a specific subgroup.
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Kalagher, Hilary, and Alexander de Voogt. "Children and Infants in Aviation Accidents." Aerospace Medicine and Human Performance 92, no. 5 (May 1, 2021): 353–57. http://dx.doi.org/10.3357/amhp.5700.2021.
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BACKGROUND: This study examines the relationship between seat restraints and injuries of children and infants who were passengers on an aircraft and gives a detailed analysis of children whose behavior contributed to an accident.METHODS: A total of 58 accident reports from 1980 until 2015 were extracted from the NTSB online database in which children were mentioned. In at least 10 cases the childs behavior contributed to the accident.RESULTS: Violations of regulations by the Federal Aviation Authority (FAA) as well as the age and number of children and infants on board were each reported inconsistently. Violations of regulations were significantly more common when accidents occurred during the takeoff phase. Child behaviors that caused accidents included distraction of crew, not wearing a seatbelt, and running into dangerous areas.CONCLUSIONS: Pilots and crew, especially in General Aviation, need to be made aware of the need to enforce FAA regulations concerning child restraint systems. It is recommended that children both on the ground and inside an aircraft have adult supervision in addition to supervising aircraft crew to prevent distractions that harm the safe operation of an aircraft.Kalagher H, de Voogt A. Children and infants in aviation accidents. Aerosp Med Hum Perform. 2021; 92(5):353357.
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Ortiz, Yolanda, Beth Blickensderfer, and Jayde King. "Assessment of General Aviation Cognitive Weather Tasks: Recommendations for Autonomous Learning and Training in Aviation Weather." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 61, no. 1 (September 2017): 1861–65. http://dx.doi.org/10.1177/1541931213601946.
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General aviation (GA) operations incur the majority of fatal weather-related accidents. Previous research highlights the lack of aviation weather knowledge and skills as a possible contributing factor to the stagnant GA weather-related accident rate. This is congruent with accident data indicating weather-related accidents mostly involved non-instrument rated pilots and/or pilots with low flight hour experience flying into inadvertent meteorological conditions, such as low ceiling/visibility. However, though weather has serious and potentially fatal implications toward flight safety, weather training is an underrepresented area of pilots’ education, training, and testing. As such, autonomous (i.e. self-study) learning and training may be a viable training tool to expose pilots to various weather scenarios and to develop the knowledge, skills, and abilities (KSAs) related to aviation weather. This paper will focus on evaluating complex cognitive weather tasks and providing recommendations for developing an effective autonomous learning and training module.
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de Voogt, Alex. "Variation and Aviation: Language and Statistical Power." Aviation Psychology and Applied Human Factors 2, no. 1 (January 2012): 36–37. http://dx.doi.org/10.1027/2192-0923/a000024.
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Large datasets from aviation accident databases allow for advanced statistical analyses. The results from one such analysis of helicopter night-time accidents show that this type of study is likely to separate the researcher from what can be understood in an aviation context.
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Taneja, Narinder, and Douglas A. Wiegmann. "An Analysis of in-Flight Impairment and Incapacitation in Fatal General Aviation Accidents (1990–1998)." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 46, no. 1 (September 2002): 155–59. http://dx.doi.org/10.1177/154193120204600132.
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In-flight impairment and incapacitation are defined as states wherein the pilot's ability to effectively control the aircraft is adversely affected. They are of special concern in general aviation given there may be no second pilot to take over the controls. The purpose of the present study was to examine the characteristics of fatal general aviation accidents associated with impairment and incapacitation. A comprehensive review of 2,696 fatal general aviation accidents from 1990–1998 using database records maintained by the NTSB and FAA yielded 216 accidents (8.01%) that had some form of impairment/incapacitation or physiological causes mentioned in the accident report. Impairment due to drugs ( n = 88, 40.7%) and alcohol ( n = 68, 31.5%) were the most common causes. Cardiovascular causes were cited in 12.03% (n = 26) of the cases. Significant relationships were observed between age and impairment/incapacitation due to alcohol, drugs, and cardiovascular causes. Some disparities were observed between the prevalence of alcohol in toxicology samples and alcohol impairment being cited in the accident report as a contributory factor. The analysis provides some insight into the possible causes of pilot impairment and incapacitation in general aviation. Education and risk management training may serve as effective interventions.
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Yousefi, Yaser, Nader Karballaeezadeh, Dariush Moazami, Amirhossein Sanaei Zahed, Danial Mohammadzadeh S., and Amir Mosavi. "Improving Aviation Safety through Modeling Accident Risk Assessment of Runway." International Journal of Environmental Research and Public Health 17, no. 17 (August 21, 2020): 6085. http://dx.doi.org/10.3390/ijerph17176085.
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The exponential increase in aviation activity and air traffic in recent decades has raised several public health issues. One of the critical public health concerns is runway safety and the increasing demand for airports without accidents. In addition to threatening human lives, runway accidents are often associated with severe environmental and pollution consequences. In this study, a three-step approach is used for runway risk assessment considering probability, location, and consequences of accidents through advanced statistical methods. This study proposes novel models for the implementation of these three steps in Iran. Data on runway excursion accidents were collected from several countries with similar air accident rates. The proposed models empower engineers to advance an accurate assessment of the accident probability and safety assessment of airports. For in-service airports, it is possible to assess existing runways to remove obstacles close to runways if necessary. Also, the proposed models can be used for preliminary evaluations of developing existing airports and the construction of new runways.
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Suharev, Arthur, Vladimir Shestakov, and Leonid Vinogradov. "ESTIMATION OF EVACUATION TIME OF PASSENGERS IN AIRCRAFT ACCIDENTS WITH FIRE IN AIRFIELD AREAS." Aviation 24, no. 2 (July 8, 2020): 72–79. http://dx.doi.org/10.3846/aviation.2020.12653.
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Statistics show that the majority of aircraft accidents occurs in the vicinity of airfield areas. Yet the main factors leading to fatalities in these accidents are the forces encountered by human occupants in collision with obstacles and the presence of fire. It is possible to single out a group of “technically survivable” accidents from the total number of accidents, in which a crew member or passengers could have survived, if the evacuation took place in a timely manner. The share of such accidents is about 85–90%. However, up to 40% of passengers die in technically survivable accidents. Applicable protection systems are only adequate, if the passengers manage to exit the airplane and get to a safe distance within a limited timeframe. Although these systems have been sufficiently developed; this is one of the most significant problems in modern aviation. This means, that the study of possibilities and the development of the methods and means of passenger evacuation in aircraft accidents, specifically in and around airport areas, are relevant to be addressed.
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Xue, Hong Jun, Wen Meng Liu, Yan Ling Wang, Wen Fang, Si Wei Zhang, and Xin Chen. "Analysis on Pilot's Behavior Shaping Factors upon Aviation Case Base." Advanced Materials Research 798-799 (September 2013): 930–35. http://dx.doi.org/10.4028/www.scientific.net/amr.798-799.930.
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In recent years, over 75% civil aviation accidents are caused by pilots manipulation mistake or cognitive error, but there is still no quantitative method to research pilots error. With the statistics and analysis of NTSB (National Transportation Safety Board) aviation database, the aviation case base ontology model has been established in the paper, which was the closest airworthiness directive to classify the aviation accidents according to the classification of aviation system. The pilots error in the aviation accident and the factors possibly causing the pilots error were analyzed based on Reason model to propose the inducing factors for pilots error. With the human factor analytical method, the behavior factors inducing the pilots error obtained from the pilot himself included excessive manipulation number, external environment interference, insufficient experience, physiological and psychological conditions, insufficient time margin. Pilots behavior shaping factors can guide the rational design of manipulation procedure and pilot training, thus enhancing the flight safety.
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Poerwanto, Eko, and Uyuunul Mauidzoh. "ANALISIS KECELAKAAN PENERBANGAN DI INDONESIA UNTUK PENINGKATAN KESELAMATAN PENERBANGAN." Angkasa: Jurnal Ilmiah Bidang Teknologi 8, no. 2 (August 25, 2017): 9. http://dx.doi.org/10.28989/angkasa.v8i2.115.
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Achievement level of aviation safety can be achieved with the proper function of all components of the system in the aviation industry which consists of airport operators, airline operators, air traffic operators and aircraft maintenance operator, as well as the regulations set by the regulator. Every incident should be investigated aviation accidents to fin d the cause. This is to provide appropriate recommendations so that the same airline accident does not happen again. The increasing number of flights that are needed with safety guarantees. So it is importance to analyzed routine flight accident to improve the safety performance of airlines. This research is descriptive analysis with qualitative methods. Flight accidents data that have investigated from NTSC and DGCA grouped causes are then recommendations have been made by the NTSC also grouped for each operator stakeholders. Improved system of aviation safety in Indonesia can be done with a thorough analysis based on the results of investigation of NTSC whose recommendations have been given to all stakeholders in the aviation industry. The results showed that the causes of flight accidents in Indonesia is dominated by the human factor the percentage reached 60%. The highest number of the recommendations given by the NTSC to DGCA as many as 208 recommendations during the period 2007-2014 but the trend o f declining. On other side of the trend of the recommendations given to aviation operators showed an increase. This shows an increase in the duty on DGCA to always supervise, and set the standard flight operations carried out by several airline operators in Indonesia.
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Pratama, Gradiyan Budi, Ari Widyanti, and Iftikar Zahedi Sutalaksana. "Incorporating Hofstede’ National Culture in Human Factor Analysis and Classification System (HFACS): Cases of Indonesian Aviation Safety." MATEC Web of Conferences 154 (2018): 01063. http://dx.doi.org/10.1051/matecconf/201815401063.
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National culture plays an important role in the application of ergonomics and safety. This research examined role of national culture in accident analysis of Indonesian aviation using framework of Human Factors Analysis and Classification System (HFACS). 53 Indonesian aviation accidents during year of 2001-2012 were analyzed using the HFACS framework by authors and were validated to 14 air-transport experts in Indonesia. National culture is viewed with Hofstede’ lens of national culture. Result shows that high collectivistic, low uncertainty avoidance, high power distance, and masculinity dimension which are characteristics of Indonesian culture, play an important role in Indonesian aviation accident and should be incorporated within HFACS. Result is discussed in relation with HFACS and Indonesian aviation accident analysis.
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Blaginin, A. A., S. V. Afon’kin, and O. A. Annenkov. "At the origins of the native medical aviation accidents study (to the 110th anniversary of the birth of A.G. Shishov)." Bulletin of the Russian Military Medical Academy 20, no. 2 (December 15, 2018): 265–67. http://dx.doi.org/10.17816/brmma12379.
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The life and scientific path of Shishov Anatoly Grigoryevich - the founder of aviation medical avariology, the first chief of the Department of Aviation Medicine of the Military Medical Academy named after S.M. Kirov (1958-1965). A.G. Shishov is known for his work in the field of the study of causes, investigation and prevention of aviation accidents, professional selection of flight crew, medical and flight expertise, flight training simulators. A.G. Shishov justified the leading role of the «personal factor» in the development of aviation accidents. He introduced the practice of studying the psychophysiological state and individual characteristics of the personality of the pilot and increased the role of the aviation doctor in the investigation of aviation accidents to the status of a mandatory expert. A.G. Shishov developed an algorithm for the medical study of aviation accidents, incidents and erroneous actions of the flight crew, as well as a complex of medical measures for the prevention of accidents.
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Kuhlman, James J., Barry Levine, Michael L. Smith, and Jerry R. Hordinsky. "Toxicological Findings in Federal Aviation Administration General Aviation Accidents." Journal of Forensic Sciences 36, no. 4 (July 1, 1991): 13127J. http://dx.doi.org/10.1520/jfs13127j.
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Abe, Seiji. "Transport Accident Investigation Status and Issues." Journal of Disaster Research 6, no. 2 (April 1, 2011): 185–92. http://dx.doi.org/10.20965/jdr.2011.p0185.
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Railroad, aviation, and shipping transport accidents tend to be handled as organizational incidents. The objective of accident investigation is to effectively decrease and prevent accident recurrence, rather than to ascribe blame to any person. Such investigations clarify technological, system-based, and managerial shortcomings. By eliminating factors that cause accidents, we may be able to prevent similar recurrences. In this article, we first review the global status of accident, then, look at current situations and issues as they apply to accident investigation in Japan.
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Dolzhenko Nadezhda Aleksandrovna, Maylyanova Ekaterina Nikolaevna,, Toluev Y.,, and Assilbekova I.,. "INFLUENCE OF SYSTEM ERRORS IN METEOROLOGICAL SUPPORT ON FLIGHTS SAFETY." NEWS of National Academy of Sciences of the Republic of Kazakhstan 5, no. 443 (October 15, 2020): 81–88. http://dx.doi.org/10.32014/2020.2518-170x.107.
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There are many different systems of interaction in practical aviation activities. In particular, in a system consisting of an operator and a machine there are quite often failures due to errors of designers, operators, manufacturers, maintenance, etc. Errors are usually unintentional: a person performs erroneous actions, considering them as correct or most suitable due to insufficient information, neglect of rules and standards and even due to lack of such. The specialists of the American corporation Boeing calculated the share of aviation accidents related to incorrect decision-making. It turned out that of all aviation accidents, such incidents account for 75%. Back in 1990, Professor Reason developed a model describing the causation of an air accident. One of the main elements of this manufacturing system consists of decision-makers, another key element is decision-executors. For top-level decisions and line management actions to be implemented into effective and productive activities carried out directly by pilots and instructors, certain preconditions must be met. The Rison model explains how people contribute to the disruption of complex, interacting and well-protected systems (such as aviation), resulting in an aviation incident. This model reveals to us causal relationships that do not directly lead to an accident, but shows that, although there are lots of protection levels between risks and accidents, there are drawbacks in each layer of protection that, in the case of systemic “flaring-out”, can trigger an accident [3]. The drawbacks of one level of protection do not allow realizing the risk, since there are other protections to prevent a single point of failure, but with systemic accumulation of risks, catastrophic consequences are inevitable. This effect is sometimes called the "aggregate action effect." In our work, we tried to investigate the system of unprotected risks that led to disaster.
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Ciavarelli, Anthony P. "HFES 51st Annual Meeting: Assessing Safety Climate and Organizational Risk." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 51, no. 20 (October 2007): 1406–10. http://dx.doi.org/10.1177/154193120705102007.
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Research conducted at the Navy Postgraduate School, over the past 10 years, has focused on key organizational factors that may influence the likelihood of an accident or organizational failure. The concept of “high-reliability-organizations”, originated by Dr. Karlene Roberts and her colleagues at UC Berkeley, California, and was used as a point of departure for understanding how different organizations manage the risk of accidents and other organizational failures. High-reliability organizations are those that are very successful at reducing the risks of operational hazards that typically underlie accidents and organizational disasters, such as the Challenger and Columbia Shuttle accidents. Included in the concept of high-reliability organizations are factors related to the safety culture of the organization. The author and his colleagues at the Naval Postgraduate School and UC Berkeley have developed and validated a web-based safety climate assessment and feedback system now in use in Naval Aviation and in other aviation, aerospace, and medical applications. This paper reviews recent findings in the application of safety climate and culture assessments conducted in naval aviation and US hospitals.
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Boyd, Douglas D., and Cass Howell. "Accident Rates, Causes, and Occupant Injury Involving High-Performance General Aviation Aircraft." Aerospace Medicine and Human Performance 91, no. 5 (May 1, 2020): 387–93. http://dx.doi.org/10.3357/amhp.5509.2020.
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BACKGROUND: Spatial disorientation, poor situational awareness, and aerodynamic stalls are often causal/contributory to general aviation accidents. To mitigate against the occurrence of these mishaps Cirrus Aircraft has, since 2002, introduced advanced avionics into their piston airplanes (Cirrus SR20/22). These airplanes are also certificated to more rigorous crashworthiness tests than legacy aircraft approved prior to these standards being codified. Herein, using for comparison two legacy aircraft fleets manufactured prior to 2002, we determined whether a reduced mishap rate for all accidents or relating to the aforementioned causes/contributing factors and/or diminished injury severity for survivable accidents were evident for Cirrus SR20/22 airplanes.METHODS: Accidents (2008–2017) involving Cirrus SR20/22 airplanes (manufactured 2002 or later) and Beechcraft 35/36 (Bonanza) and Mooney 20 models (both manufactured no later than 2001) (14CFR Part 91 rules) were identified (N = 136, 259, 164, respectively) from the NTSB database. Statistical analyses used Poisson distribution/contingency tables/ t- and Mann-Whitney tests.RESULTS: For each year within the 2013–2017 timespan the Cirrus SR20/22 all-accident rate was diminished 39–75% relative to both legacy fleets. Temporally, the fraction of fatal Cirrus SR20/22 accidents, initially higher, declined 50% achieving a lower, or comparable, proportion to the two legacy airframes. Fatal accident rates involving spatial disorientation/situational awareness/aerodynamic stalls were > 80% lower for Cirrus SR20/22 airplanes. For survivable mishaps, Cirrus SR20/22 aircraft showed a lower proportion (0.13 compared with 0.20–0.35) of fatal/serious injuries.CONCLUSION: Toward improving legacy aircraft safety, owners should be encouraged to upgrade their avionics for mitigating against the occurrence of such human-factor-related mishaps and install airbags to minimize injury severity.Boyd DD, Howell C. Accident rates, causes, and occupant injury involving high-performance general aviation aircraft. Aerosp Med Hum Perform. 2020; 91(5):387–393.
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Jiang, Wei, Wei Han, Jiankai Zhou, and Zhishun Huang. "Analysis of Human Factors Relationship in Hazardous Chemical Storage Accidents." International Journal of Environmental Research and Public Health 17, no. 17 (August 27, 2020): 6217. http://dx.doi.org/10.3390/ijerph17176217.
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Human factors are important causes of hazardous chemical storage accidents, and clarifying the relationship between human factors can help to identify the logical chain between unsafe behaviors and influential factors in accidents. Therefore, the human factor relationship of hazardous chemical storage accidents was studied in this paper. First, the human factors analysis and classification system (HFACS), which originated from accident analysis in the aviation field, was introduced. Since some items were designed for aviation accident analysis, such as the item “Crew Resource Management”, it is not fully applicable to the analysis of hazardous chemical storage accidents. Therefore, this article introduced some modifications and changes to make the HFACS model suitable for the analysis of hazardous chemical storage accidents. Based on the improved HFACS model, 42 hazardous chemicals storage accidents were analyzed, and the causes were classified. After analysis, we found that under the HFACS framework, the most frequent cause of accidents is resource management, followed by violations and inadequate supervision, and finally the organizational process and technological environment. Finally, according to the statistical results for the various causes of accidents obtained from the improved HFACS analysis, the chi-square test and odds ratio analysis were used to further explore the relevance of human factors in hazardous chemical storage accidents. The 16 groups of significant causal relationships among the four levels of factors include resource management and inadequate supervision, planned inappropriate operations and technological environment, inadequate supervision and physical/mental limitations, and technological environment and skill-based errors, among others.
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Taneja, Narinder. "Human Factors in Aircraft Accidents: A Holistic Approach to Intervention Strategies." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 46, no. 1 (September 2002): 160–64. http://dx.doi.org/10.1177/154193120204600133.
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Human error has been implicated in almost 70–80% of civil and military aviation accidents. It appears that attempts to understand human factors in aircraft accidents and apply remedial strategies have been made in isolation in addressing a particular link in the whole process of aircraft accident prevention. The suggested holistic approach to minimize aircraft accidents, aims to provide a composite and macroscopic view of the activities within the aviation environment that can be targeted to produce the desired results. It also provides a microscopic look at possible domains within each link. Targeting one particular aspect or link in the entire process may or may not influence the other components in the loop. Such an approach would address the experience and certainty of safety investigators with regards to contribution of human factors in aircraft accidents and the understanding of temporal relation between various human factors at one end to issues of intervention strategies based on sound human factors principles and a follow up evaluation of the impact of these intervention strategies on the other end. The influence of safety culture in integrating the diverse components of the accident prevention program is highlighted.
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Cookson, Simon. "Zagreb and Tenerife." Australian Review of Applied Linguistics 32, no. 3 (January 1, 2009): 22.1–22.14. http://dx.doi.org/10.2104/aral0922.
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The International Civil Aviation Organization (ICAO) is currently implementing a program to improve the language proficiency of pilots and air traffic controllers worldwide. In justifying the program, ICAO has cited a number of airline accidents that were at least partly caused by language factors. Two accidents cited by ICAO are analysed in this paper: the mid-air collision above Zagreb in 1976, and the runway collision at Tenerife in 1977. The paper examines the linguistic factors involved in each accident, such as code switching and L1 interference, and uses the ‘Swiss cheese’ model of accident causation developed by Reason (1990) and adapted by Wiegmann and Shappell (2003) to put these factors into a broader aviation context. It is shown that, while linguistic factors were in each case significant, both accidents occurred as the result of multiple causal factors, many of which were non-linguistic. Furthermore, stress and fatigue played a decisive role in exacerbating the linguistic factors in each accident. Finally, the paper suggests lessons that may be drawn from the analysis for the training of pilots and air traffic controllers, both nativespeaker and non native-speaker.
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Cookson, Simon. "Zagreb and Tenerife." Australian Review of Applied Linguistics 32, no. 3 (2009): 22.1–22.14. http://dx.doi.org/10.1075/aral.32.3.02coo.
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The International Civil Aviation Organization (ICAO) is currently implementing a program to improve the language proficiency of pilots and air traffic controllers worldwide. In justifying the program, ICAO has cited a number of airline accidents that were at least partly caused by language factors. Two accidents cited by ICAO are analysed in this paper: the mid-air collision above Zagreb in 1976, and the runway collision at Tenerife in 1977. The paper examines the linguistic factors involved in each accident, such as code switching and L1 interference, and uses the ‘Swiss cheese’ model of accident causation developed by Reason (1990) and adapted by Wiegmann and Shappell (2003) to put these factors into a broader aviation context. It is shown that, while linguistic factors were in each case significant, both accidents occurred as the result of multiple causal factors, many of which were non-linguistic. Furthermore, stress and fatigue played a decisive role in exacerbating the linguistic factors in each accident. Finally, the paper suggests lessons that may be drawn from the analysis for the training of pilots and air traffic controllers, both nativespeaker and non native-speaker.
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Bennett, G. "Medical-cause accidents in commercial aviation." European Heart Journal 13, suppl H (December 2, 1992): 13–15. http://dx.doi.org/10.1093/eurheartj/13.suppl_h.13.
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Archer, Susan Kelly. "Gender, Communication, and Aviation Incidents/Accidents." Journal of Media Critiques 1, no. 4 (June 29, 2015): 11–21. http://dx.doi.org/10.17349/jmc115101.
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von Thaden, Terry, Douglas Wiegmann, and Scott Shappell. "Organizational Factors in Commercial Aviation Accidents." International Journal of Aviation Psychology 16, no. 3 (July 1, 2006): 239–61. http://dx.doi.org/10.1207/s15327108ijap1603_1.
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Batuwangala, Eranga, Jose Silva, and Graham Wild. "The Regulatory Framework for Safety Management Systems in Airworthiness Organisations." Aerospace 5, no. 4 (November 7, 2018): 117. http://dx.doi.org/10.3390/aerospace5040117.
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In recent years, a growing emphasis on safety has driven various industries, both in manufacturing and service, to implement a Safety Management System (SMS) in their organisations. SMSs have also been widely implemented in aviation due to both regulatory requirements and voluntary implementation with the aim of decreasing incidents and accidents whilst reducing inefficiencies and costs stemming from the repercussions of safety failures. The aviation industry involves various players for the provision of services ranging from airline operations, maintenance, aerodrome operations, air traffic services, aircraft and component design, manufacturing, and training. Not all organisations in the aviation industry have implemented SMSs. Furthermore, SMS is currently not regulated for all aviation organisations. Whilst technology has played a key role in driving down the number of accidents and incidents in aviation, the growth in air traffic demands having programs in place to further drive down accident rates. In this context, this article provides an investigation to the regulatory framework for the implementation of SMSs in aviation, including the requirements stipulated by the International Civil Aviation Organisation (ICAO) and the status of SMS regulation of key National Aviation Authorities (NAA) and Military Aviation Authorities (MAA), with a focus on organisations involved in airworthiness including initial and continuing airworthiness. This article also investigates the challenges of implementing SMSs in organisations involved in Airworthiness, as well as the benefits that could be gained by service providers as well as NAA’s or MAA’s through SMSs.
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Akanni, C. O., A. M. Hassan, and T. C. Osuji. "Empirical analysis of extreme weather conditions and aviation safety in Nigeria." Ethiopian Journal of Environmental Studies and Management 9, no. 6 (November 30, 2016): 680–90. http://dx.doi.org/10.4314/ejesm.v9i6.2.
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The frequency of delay, diversion and outright cancellation occasioned by poor weather has affected the Nigerian aviation industry and serious safety implication.This study therefore examines the influence of weather conditions on aviation safety in Nigeria. Secondary data basically from Nigeria Meteorological Agency such as information on thunderstorm, fog occurrence and rainfall from 2004 to 2013 and data obtained from Federal Airport Authority of Nigeria on air accident induced by extreme weather within the same period were analysed using Multiple Regression Analysis. Results show that low visibility as a result of fog occurrence causes four (4) air traffic accidents more than other weather conditions and that Lagos experienced two (2) air accidents more than other airports during the period under study. So also the value of R2 shows a value of 77.8% which implies that there is variation in the dependent variable (Airport Operation) which can be predicted by independent variables (Weather conditions). The F-statistic value of 62.892 is also found to be statistically significant at 5% (p<0.05) which shows that weather condition has significant influence on aviation safety. Baseline studies on flight operation, government intervention in aviation industry, maintenance culture were recommended.Keywords: Fog, Thunderstorm, Rainfall, Safety, Accident
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Yang, Cheng-Hua, and Alex. "DID TECHNOLOGY IMPROVE SAFETY? AN EMPIRICAL STUDY OF CONTROLLED FLIGHT INTO TERRAIN ACCIDENTS." Journal of Air Transport Studies 6, no. 1 (January 1, 2015): 13–35. http://dx.doi.org/10.38008/jats.v6i1.62.
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Aviation safety has been affected greatly by technological improvements. A series of Ground Proximity Warning Systems (GPWSs) were developed to prevent accidents during Controlled Flight into Terrain (CFIT). This study analyzed the role of GPWS (or Enhanced GPWS, EGPWS) in flight safety history to determine how effective GPWS/EGPWS was in terms of preventing CFIT. The result showed a substantial increase in CFIT accidents due to the rapid growth of aviation development. This situation improved after the mandatory installation of GPWSs in commercial aircraft. However, the legal requirement did not apply to all general aviation. Most CFIT accidents have involved general aviation aircraft that do not have GPWS/EGPWS installed on board. Thus, the mandatory requirement should apply to all civil aircraft. CFIT accidents have also been reduced considerably in developed countries whereas they remain a major issue in developing countries.
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Nugraha, Ridha Aditya. "Improving Aviation Safety in Indonesia: How Many More Accidents?" Hasanuddin Law Review 2, no. 3 (December 26, 2016): 328. http://dx.doi.org/10.20956/halrev.v2i3.321.
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Numerous and consecutive aircraft accidents combined with a consistent failure to meet international safety standards in Indonesia, namely from the International Civil Aviation Organization and the European Aviation Safety Agency have proven a nightmare for the country’s aviation safety reputation. There is an urgent need for bureaucracy reform, harmonization of legislation, and especially ensuring legal enforcement, to bring Indonesian aviation safety back to world standards. The Indonesian Aviation Law of 2009 was enacted to reform the situation in Indonesia. The law has become the ground for drafting legal framework under decrees of the Minister of Transportation, which have allowed the government to perform follow-up actions such as establishing a single air navigation service provider and guaranteeing the independency of the Indonesian National Transportation Safety Committee. A comparison with Thailand is made to enrich the perspective. Finally, foreign aviation entities have a role to assist states, in this case Indonesia, in improving its aviation safety, considering the global nature of air travel.
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Karanikas, Nektarios. "Correlation of Changes in the Employment Costs and Average Task Load With Rates of Accidents Attributed to Human Error." Aviation Psychology and Applied Human Factors 5, no. 2 (November 2015): 104–13. http://dx.doi.org/10.1027/2192-0923/a000083.
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Abstract. Market competition and global financial uncertainty have been the principal drivers that impel aviation companies to proceed to budget cuts, including decreases in salary and work force levels, in order to ensure viability and sustainability. Under the concepts of Maslow and Herzberg’s motivation theories, the current paper unfolds the influence of employment cost fluctuations on an aviation organization’s accidents attributed to human error. This study exploited financial and accident data over a period of 13 years, and explored whether rates of accidents attributed to human errors of flight, maintenance, and ramp crews, correlate with the average employment expenditures (N = 13). In addition, the study took into account the relationship between average task load (ratio of flying hours per employee) and accident rates related to human error since task load, as part of total workload, is a constraint of modern complex systems. The results revealed strong correlations among accident rates linked to human error with the average employment costs and task load. The use of more specific data per aviation organizational department and professional group may further validate the results of this study. Organizations that seek to explore the association between human error and employment budget and task load might appropriately adapt the approach proposed.
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Li, Wen-Chin, and Don Harris. "From Latent Failure to Active Failure: The Investigation of Human Errors in Aviation Operation." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 51, no. 20 (October 2007): 1425–29. http://dx.doi.org/10.1177/154193120705102011.
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The Human Factors Analysis and Classification System (HFACS, Wiegmann & Shappell, 2003) was developed as an analytical framework for the investigation of the role of human factors in aviation accidents. HFACS is based upon Reason's model (1990) of human error in which active failures are associated with the performance of front -line operators in complex systems and latent failures are characterized as inadequacies which lie dormant within a system for a long time, and are only trigge red when combined with other factors to breach the system's defenses. In this research HFACS was used to analyze accidents occurring in civil aviation aircraft in the Republic of China (ROC). Forty-one accident reports from the Aviation Safety Council (A SC) were analyzed. Relationships in the HFACS framework were identified linking fallible decisions at higher (organizational) levels with supervisory practices, thereby creating the preconditions for unsafe acts and hence indirectly impairing the performance of pilots.
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Głowacki, Paweł, and Leszek Loroch. "Hazards in the Polish Civil Aviation resulting from engines failures." Transportation Overview - Przeglad Komunikacyjny 2017, no. 12 (December 1, 2017): 33–42. http://dx.doi.org/10.35117/a_eng_17_12_05.
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Published by the Civil Aviation Authority in May 2017, the State Safety Programme 2017-2020 in the appendix A presents "Events Data - 2016". Detailed description of the hazard arising from the technical condition of aircraft limits to the general presentation of the events in terms of SCF-NP (System Component Failure Non Powerplant) and SCF-PP (System Component Failure Powerplant). The analysis of these events performed in the Institute of Aviation (aviation events reports are collected in the European Coordination Center for Accident and Incident Reporting System database - ECCAIRS) has shown that the general aviation and commercial aviation (CAT) should be treated separately. Especially events caused by the powerplants failures must be considered separately for piston, turbofan, turboshaft, turboprop types and also their each installation has to be taken into account. Events caused by the technical condition of aircraft, especially engines, are the most common cause of accidents in general aviation. The aim of the article is to improve risk awareness and, ultimately, reduce the number of the aviation events associated with exploitation of the piston engines. Particularly significant impact on reducing the number of accidents in general aviation can be achieved by the implementation of modern technical solutions to control the technical condition of the engines and reduce their operating costs, while operators are fully aware of the risks resulting from the possibility of extending engine time on wing. In conclusion: reversing the dangerous trend of piston engine failures causing aviation safety hazards requires, above all, changes in the way these engines are operated.
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Nitzschner, Marco Michael, Ursa K. J. Nagler, and Michael Stein. "Identifying Accident Factors in Military Aviation." International Journal of Disaster Response and Emergency Management 2, no. 1 (January 2019): 50–63. http://dx.doi.org/10.4018/ijdrem.2019010104.
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Investigating accidents is an important method to enhance safety in aviation. Nevertheless, it is equally important to examine trends and factors across different accidents to adapt accordingly. Therefore, in the first study, 48 accidents and incidents occurring to manned military aircraft of the German Armed Forces between the years 2004 and 2014 were analyzed using the HFACS framework. Results show that preconditions for unsafe acts (37.7%) was observed most often, followed by unsafe acts (36.2%) and organizational influences (17.9%). Unsafe supervision was observed least often (8.2%). Thus, operators on the front line contribute the major part to manned aircraft incurrences in the German Armed Forces while higher levels of HFACS seem to play a smaller part. In the second study, 33 accidents and incidents occurring to unmanned military aircraft of the German Armed Forces between 2004 and 2014 were analyzed, also using the HFACS framework. Results show that technical issues were mentioned most often and human factors were identified considerably less than in manned aircraft.
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Tabibzadeh, Maryam, Vivek Shapeti, and Mohammad Mokhtari. "Systematic Investigation of the Asiana Airlines 214 Air Crash Using the AcciMap Methodology." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 63, no. 1 (November 2019): 606–10. http://dx.doi.org/10.1177/1071181319631055.
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This paper utilizes the AcciMap methodology, which was originally developed by Rasmussen in 1997, to systematically investigate the unfortunate aviation accident of Asiana Airlines 214 in San Francisco on July 6, 2013, which resulted in 3 fatalities and the complete loss of the aircraft. This paper captures the associated socio-technical factors into a hierarchical map that correlates the multiple levels of interaction between different categories and key involved players that ultimately resulted in this air crash. In most accidents, including the Asiana Airlines 214, majority of the blame is laid on front-line operators. In this accident, the pilots are blamed for not adhering to standard operating procedures and training guidelines of Asiana Airlines. This is while accidents do not occur as the act of individuals, but rather due to highly responsive and combined processes that involve decisions of several layers of key players. Some of the other significant contributing factors to this accident are lack of overseeing and enforcing regulations; insufficient training provided by the airline company to pilots; no specific requirements by the company to mandate physical/manual, instead of only simulated, line training; cockpit culture; and complex flight control manuals. The AcciMap methodology has been applied to analyze accidents in different industries, such as railroad, offshore drilling and chemical processing. It is, however, noteworthy that due to our knowledge, this methodology has been used for the analysis of very few aviation accidents.
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Termoehlen, J. "Psychological Recovery After Incidents or Accidents Within Aviation." Prehospital and Disaster Medicine 2, no. 1-4 (1986): 214–16. http://dx.doi.org/10.1017/s1049023x00030867.
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Dangerous situations, violent incidents and accidents are part of our existence, are part of the reality and the conditions under which we exist as human beings. We can do much to limit the possibilities of accidents happening, but we cannot avoid them. It is a fact that we must ascertain and accept that accidents happen. It is not a question of “IF” but “WHEN”.Within aviation we also have to face the fact that dangerous and stressful situations occur—and when accidents occur within the field of aviation, the consequences are often grave.
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Pramono, Agus, Jason H. Middleton, and Carlo Caponecchia. "Civil Aviation Occurrences in Indonesia." Journal of Advanced Transportation 2020 (May 29, 2020): 1–17. http://dx.doi.org/10.1155/2020/3240764.
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Globally, civil air traffic has been growing rapidly in recent years, and with this growth, there has been a considerable improvement in air safety. However, in Indonesia, the recent rate of incidents and accidents in aviation is far higher than the global average. This study aims to assess civil aviation safety occurrences in Indonesia and, for the first time, to investigate factors contributing to these occurrences within commercial Indonesian aviation operations. In this study, 97 incident/accident investigation reports published by the Indonesian National Transportation Safety Committee between 2007 and 2015 were analysed. The most common occurrences involved Runway Excursions, Loss of Control In-Flight, and Controlled Flight into Terrain. In terms of the likelihoods of the occurrences and the severity of consequences, Runway Excursions were more common while Loss of Control In-Flight and Controlled Flight into Terrain events were more severe and often involved fatalities. In Indonesia, Runway Excursions were usually nonfatal and comprised 45% of the occurrences for commercial flights, compared to 34% globally. Further, in this study, weather and Crew Resource Management issues were found to be common contributing factors to the occurrences. Weather was a contributing factor for almost 50% of the occurrences involving Indonesian commercial flights. Adverse weather contributed to Loss of Visual Reference for visual flight operations in mountainous areas, which contributed to the majority of Indonesian fatal accidents. The combination of Indonesian monsoon climate and mountainous weather characteristics appears to provide many risks, mitigation of which may require specialist pilot training, particularly for multicrew aircraft. In identifying the main contributing factors, this study will hopefully provide motivation for changes in training and operations to enhance future aviation safety in Indonesia.
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Nitzschner, Marco Michael, and Michael Stein. "Evaluating Psychological Aircraft Accident Reports for Differences in the Investigation of Human Factors." International Journal of Aviation Systems, Operations and Training 4, no. 2 (July 2017): 15–31. http://dx.doi.org/10.4018/ijasot.2017070102.
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Analyzing accidents clearly is an important method for maintaining and improving safety in aviation. Nevertheless, evaluating these accident reports is equally important. Still, such evaluations seem to be generally neglected, especially in the military domain. The aim of the current study was to shed light on this fact by analyzing investigated human factors in military aircraft accident reports of aviation psychologists. Therefore, the authors conducted a content analysis of 42 reports of the German Armed Forces from the years 1994-2014. Confidence intervals and effect sizes indicated various differences in human factors throughout the psychological aircraft accident reports. Further, confidence intervals and effect sizes indicated differences in the corresponding areas. Thus, differences concerning human factors exist in the investigated accident reports.
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McFadden, Kathleen L. "Policy Improvements for Prevention of Alcohol Misuse by Airline Pilots." Human Factors: The Journal of the Human Factors and Ergonomics Society 39, no. 1 (March 1997): 1–8. http://dx.doi.org/10.1518/001872097778940687.
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Alcohol abuse by airline pilots poses a potential danger to the safety and welfare of the flying public. This paper analyzes two strategies for reducing pilot-error aviation accidents: conducting background checks on pilots for driving-while-intoxicated (DWI) convictions and random preflight alcohol testing of airline pilots. Although both policies have been implemented, no empirical research had previously been conducted to justify either strategy. The results and conclusions of this study are based on analysis of data obtained from the Federal Aviation Administration on the flying performance of 70 164 airline pilots. DWI convictions were found to be associated with a significantly greater risk of a pilot-error accident. In contrast, no evidence was found to validate the assumption that a random alcohol testing program could have prevented accidents. The results provide support for improving the existing DWI background check program and for reducing the sampling rate of random alcohol testing for airline pilots. This twofold strategy could result in greater improvements in aviation safety and reduced overall costs.
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de Voogt, Alexander J., and Robert R. A. van Doorn. "Sports Aviation Accidents: Fatality and Aircraft Specificity." Aviation, Space, and Environmental Medicine 81, no. 11 (November 1, 2010): 1033–36. http://dx.doi.org/10.3357/asem.2603.2010.
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Das, Kumer Pial, and Asim Kumer Dey. "Quantifying the risk of extreme aviation accidents." Physica A: Statistical Mechanics and its Applications 463 (December 2016): 345–55. http://dx.doi.org/10.1016/j.physa.2016.07.023.
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Vuorio, Alpo, Tanja Laukkala, Ilkka Junttila, Robert Bor, Bruce Budowle, Eero Pukkala, Pooshan Navathe, and Antti Sajantila. "Aircraft-Assisted Pilot Suicides in the General Aviation Increased for One-Year Period after 11 September 2001 Attack in the United States." International Journal of Environmental Research and Public Health 15, no. 11 (November 12, 2018): 2525. http://dx.doi.org/10.3390/ijerph15112525.
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Pilot aircraft-assisted suicides (AAS) are rare, and there is limited understanding of copycat phenomenon among aviators. The aim of this study was to evaluate the possible effect the 11 September 2001, terrorist attacks had on pilot AASs in the U.S. Fatal aviation accidents in the National Transportation Safety Board (NTSB) database were searched using the following search words: “suicide”, “murder-suicide” and “homicide-suicide”. The timeline between 11 September 1996, and 11 September 2004, was analyzed. Only those accidents in which NTSB judged that the cause of the accident was suicide were included in the final analysis. The relative risk (RR) of the pilot AASs in all fatal accidents in the U.S. was calculated in order to compare the one, two, and three-year periods after the September 11 terrorist attacks with five years preceding the event. The RR of a fatal general aviation aircraft accident being due to pilot suicide was 3.68-fold (95% confidence interval 1.04–12.98) during the first year after 11 September 2001, but there was not a statistically significant increase in the later years. This study showed an association, albeit not determinate causal effect, of a very specific series of simultaneous terrorist murder-suicides with subsequent pilot AASs.
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Galea, E. R., K. M. Finney, A. J. P. Dixon, A. Siddiqui, and D. P. Cooney. "Aircraft Accident Statistics and Knowledge Database: Analyzing Passenger Behavior in Aviation Accidents." Journal of Aircraft 43, no. 5 (September 2006): 1272–81. http://dx.doi.org/10.2514/1.19388.
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