Outcomes of crew resource management training

Participants' self-reports and measures of attitudes regarding flightdeck management indicate that crew resource management training is favorably received and causes highly significant, positive changes in attitudes regarding crew coordination and personal capabilities. However, a subset of participants reacted negatively to the training and showed boomerangs (negative change) in attitudes. Explorations into the causes of this effect pinpoint personality factors and group dynamics as critical determinants of reactions to training and of the magnitude and direction of attitude change. Implications of these findings for organizations desiring to enhance crew effectiveness are discussed, and areas of needed additional research are described.     

Autogenic Feedback Training Exercise and pilot performance: enhanced functioning under search-and-rescue flying conditions

Studies have shown that autonomous mode behavior is one cause of aircraft fatalities due to pilot error. In such cases, the pilot is in a high state of psychological and physiological arousal and tends to focus on one problem, while ignoring more critical information. This study examined the effect of training in physiological self-recognition and regulation, as a means of improving crew cockpit performance. Seventeen pilots were assigned to the treatment and control groups matched for accumulated flight hours. The treatment group contained 4 pilots from HC-130 Hercules aircraft and 4 HH-65 Dolphin helicopter pilots; the control group contained 3 pilots of HC-130s and 6 helicopter pilots. During an initial flight, physiological data were recorded on each crewmember and an instructor pilot rated individual crew performance. Eight crewmembers were then taught to regulate their own physiological response levels using Autogenic-Feedback Training Exercise (AFTE). The remaining participants received no training. During a second flight, treatment participants showed significant improvement in performance (rated by the same instructor pilot as in pretests) while controls did not improve. The results indicate that AFTE management of high states of physiological arousal may improve pilot performance during emergency flying conditions.     

The mental health of pilots: An overview

The impact and long-term psychological consequences of the 11th September 2001 terrorist attacks in the USA involving commercial aircraft are likely to be far-reaching. Pilots were directly affected by these events though it is too early to comprehend the specific psychological and occupational repercussions. While psychologists have written much on the selection of commercial and military aircrew, surprisingly little has been published on the mental health of pilots. They are a unique occupational group in terms of their selection, training, lifestyle, frequent competency and medical checks, as well as the nature and changing demands placed on them. Their 'office' is normally a cramped flight deck on board an aircraft at altitudes of thousands of feet. While some aspects of their job and lifestyle appear attractive to some, their working conditions are, at worst, inhospitable and unpleasant. This paper provides an overview of current research on the mental health of pilots, gathered from a number of different fields and specialities within commercial and military aviation. The review covers their lifestyle, psychological requirements for medical certification, psychological problems amongst air crew, personality factors, disruption to personal relationships, reactions to incidents and accidents, alcohol and drug misuse, suicide by aircraft and environmental challenges. Flight crew should have easy access to psychological support; however, many pilots are distrusting of mental health professionals. Further research is needed to improve an understanding of mental health issues among pilots, especially in order to better understand the psychological impact of the terrorist attacks upon them.     

Personality characteristics of fighter pilots and ground personnel

The training of fighter plane pilots is expensive, yet instruments are rarely used to screen potential pilots prior to flight training. Hence, a measure that can differentiate fighter pilots from other military personnel is needed. This study was an investigation of personality traits that are contributing factors for becoming a pilot in the Air Force, which could serve as screening tools. One hundred and twelve males were recruited from the Air Force university in Taiwan. Follow-up was conducted 2 years later with 73 students who became pilots and 39 who became ground personnel. A further 53 male military personnel of the same age served as controls. Structural equation modeling was used to show that pilots were more extraverted and less neurotic than the ground personnel, and more extraverted than the controls. Paternal overprotection had an indirect association with becoming a pilot through the mediation of the personality traits of extraversion and neuroticism. Mental health was not associated with becoming a pilot. The optimal cut-off point of 4/5 on a scale of extraversion resulted in a high sensitivity (96%) for differentiating between fighter pilots and controls. Independent of psychosocial stressors (mental health), extraversion is associated with the biological mechanisms of an individual, and plays a unique role in the process of becoming a pilot. Therefore, an extraversion index can be used for screening potential military pilots prior to flight training, as a means of reducing costs and managing human resources.     

Co-operation processes in dynamic environment management: evolution through training experienced pilots in flying a highly automated aircraft

Dynamic environment management (process control, aircraft piloting, etc.) increasingly implies collective work components. Pragmatic purposes as well as epistemological interests raise important questions on collective activities at work. In particular, linked to the technological evolution in flight management, the role of the 'collective fact' appears as a key point in reliability. Beyond the development of individual competencies, the quality of the 'distributed' crew activity has to be questioned. This paper presents an empirical study about how experienced pilots co-ordinate their information and actions during the last period of training on a highly automated cockpit. A task of disturbance management (engine fire during takeoff) is chosen as amplifying cognitive requirements. Analysis focuses on the transitions between the main task and the incident to be managed. Crew performance and co-operation between two pilots are compared in three occurrences of the same task: the results are coherent with the hypothesis of a parallel evolution of the crew performance and its internal co-operation, and show that prescribed explicit co-operation is more present on action than on information about the 'state of the world'. Methodological issues are discussed about the possible effects of the specific situation of training, and about the psychological meaning of the results.     

Cockpit-cabin communication: II. Shall we tell the pilots?

In a previous article (Chute & Wiener, 1995), we explored the coordination between the "two cultures" in an airliner's crew: cockpit and cabin. In this article, we discuss a particular problem: the dilemma facing the cabin crew when they feel that they have safety-critical information and must decide whether to take it to the cockpit. We explore the reasons for the reluctance of the flight attendant to come forward with the information, such as self-doubt about the accuracy or importance of the information, fear of dismissal or rebuke by the pilots, and misunderstanding of the sterile cockpit rule. Insight into crew attitudes was based on our examination of accident and incident reports and data from questionnaires submitted by pilots and flight attendants at two airlines. The results show confusion and disagreement about what is permissible to take to the cockpit when it is sterile, as well as imbalances in authority and operational knowledge. Possible remedies are proposed.     

飞行管理态度对航线飞行驾驶行为规范性的影响

在对航线飞行管理态度量表进行验证性因素分析的基础上,通过对飞行员航线飞行中所表现出的驾驶行为规范性水平的实时评估, 着重探讨了飞行管理态度与航线飞行员驾驶舱操作行为规范性水平之间的关系。结果表明： （1）由基本组织态度、驾驶舱工作态度和自动化驾驶态度所构成的航线飞行管理态度量表三因素结构模型具有良好的拟合效果和较高的信、效度,达到了心理计量学的标准。（2）基本组织态度中的组织信任度和工作满意度分别对驾驶舱工作态度和自动化驾驶态度产生显著影响,但并不直接影响飞行员的驾驶行为,而驾驶舱工作态度和自动化驾驶态度两个因素对航线飞行驾驶行为的规范性有显著影响。研究提示,基本组织态度通过驾驶舱工作态度和自动化驾驶态度间接影响驾驶行为的规范性。因此,驾驶舱工作态度和自动化驾驶态度构成了影响航线飞行员驾驶行为规范性的两个重要中介变量。研究为中国文化背景下的航空安全文化特征诊断和CRM训练奠定了一定的工作基础     

On the relation between personality and job performance of airline pilots

The validity of a personality questionnaire for the prediction of job success of airline pilots is compared to validities of a simulator checkflight and of flying experience data. During selection, 274 pilots applying for employment with a European charter airline were examined with a multidimensional personality questionnaire (Temperature Structure Scales; TSS). Additionally, the applicants were graded in a simulator checkflight. On the basis of training records, the pilots were classified as performing at standard or below standard after about 3 years of employment in the hiring company. In a multiple-regression model, this dichotomous criterion for job success can be predicted with 73.8% accuracy through the simulator checkflight and flying experience prior to employment. By adding the personality questionnaire to the regression equation, the number of correct classifications increases to 79.3%. On average, successful pilots score substantially higher on interpersonal scales and lower on emotional scales of the TSS.     

Impact of automation on aircrew communication and decision-making performance

Increasing levels of automation are being introduced into the cockpit. Yet, it is difficult to predict the impact of these automatic systems on other elements of flight, such as crew communication and the ability to arrive at an effective decision. This study attempted to clarify the relation among these variables. Forty-eight pilots were assigned to two-person crews and asked to fly a simulated mission in either automated or manual conditions using a low-fidelity simulator. The scenario was designed to require crewmembers to arrive at a collective decision based on information obtained about an evolving simulated disaster. The results indicated that the introduction of automation was not associated with better performance. However, several significant differences were observed in the communications of crews flying in the automated versus manual conditions. The results are discussed in terms of their implications for communications training for advanced technology aircraft.     

Prediction of situational awareness in F-15 pilots

Situational awareness (SA) is a skill often deemed essential to pilot performance in both combat and noncombat flying. A study was conducted to determine if SA in U.S. Air Force F-15 pilots could be predicted. The participants were 171 active duty F-15 A/C pilots who completed a test battery representative of various psychological constructs proposed or demonstrated to be valid for the prediction of performance in a wide variety of military and civilian jobs. These predictors encompassed measures of cognitive ability, psychomotor ability, and personality. Supervisor and peer ratings of SA were collected. Supervisors and peers showed substantial agreement on the SA ratings of the pilots. The first unrotated principle component extracted from the supervisor and peer ratings accounted for 92.5% of the variability of ratings. The unrotated first principal component served as the SA criterion. Flying experience measured in number of F-15 hours was the best predictor of SA. After controlling for the effects of F-15 flying hours, the measures of general cognitive ability based on working memory, spatial reasoning, and divided attention were found to be predictive of SA. Psychomotor and personality measures were not predictive. With additional F-15 flying hours it is expected that pilots would improve their ratings of SA.     

Controlling the flight on double-handed foiling catamarans: The role of shared equipment on the crew members' mutual modes of regulation

The purpose of this study was to contribute to the understanding of the role of shared sport equipment in the collective coordination of a team. It was conducted within an enactive approach of human cognition by mobilizing the methodological tools and methods of the Course of Action framework. Six crew members of hydrofoil sailing catamarans participated in this study. Data collection consisted in video-recording training sessions followed by individual self-confrontation interviews. A qualitative analysis of the data allowed typical modes of regulation of the flight to be characterized from each crew member's perspective. Three main modes of regulation were identified. All of them involved either salient perception of the boat's movements, or actions directed to regulating the boat’s movement. In the discussion, we propose a distinction between three types of collective sport situations, regarding the role of the material environment of athletes in their coordination. This distinction opens new perspectives both for future research on team coordination, and for pedagogical and training implications.     

飞行中惊吓和惊奇的管理——拓展的Landman模型

在飞行活动中,飞行员的惊吓和惊奇反应是导致飞行失控的重要因素。惊吓和惊奇反应可能使飞行员熟练训练过的操作程序和技能被遗忘,取而代之的是不适当的直觉性的行为或草率的决策。现有的使用飞行模拟器的研究表明,Landman模型对减轻飞行员惊吓和惊奇的训练有重要价值。在Landman模型的基础上,我们加入了飞行员心理能力的个体间差别（即拓展的Landman模型）,因此拓展的Landman模型对于飞行员的选拔和训练将具有重要意义。     

Association of attitude toward mathematics with self-efficacy, causal attribution, and personality traits.

983 children from Grades 1, 2, and 3 of the middle schools participated as subjects. Of these, 339 children were judged as having higher "self-efficacy" than the others. The associations of attitude toward mathematics with self-efficacy, attributions, and personality traits measured on the Shimoda Personality Inventory were investigated. Analysis showed that attitude toward mathematics had significant effects on mathematics performance. In attribution of effects to mathematics performance there were differences among the children across the grades. Among personality traits the immodithymic trait was significantly correlated with attitude toward mathematics.     

航线飞行安全文化特征评价方法的因素分析研究

本研究采用航线飞行管理态度调查量表（FMAQ2．0,国际版）,旨在通过对中国航线飞行员试用结果的分析考察FMAQ2．0的因素结构及其在评价中国航线飞行安全文化特征的有效性。本量表主要由基本工作态度、飞行管理态度、自动化驾驶态度三个分量表所构成。在对来自国内四大骨干航空公司174名航线飞行员测试结果进行因素分析的基础上,分别提取出了组织信任度、工作满意度、交流协作、权力梯度、风险意识、自动化依赖和自动化认识等七个表征现代航线色行安全文化特征的主因素。研究结果初步表明,FMAQ2.0具有良好的信度和效度,符合心理测量学标准,能够作为评价和分析航线飞行安全文化特征的工具。     

自我概念、自立人格与师范生教师职业成熟度的关系

采用师范生教师职业成熟度问卷、田纳西自我概念量表和青少年学生自立人格量表对986名师范生进行调查,考察自我概念、自立人格对师范生教师职业成熟度的影响。结果表明:(1)师范生的自我概念与其自立人格、教师职业成熟度及其职业态度和职业能力均存在显著的正相关;师范生的自立人格与其教师职业成熟度、职业态度和职业能力也存在显著正相关;(2)师范生的自我概念主要通过影响其自立人格间接地正向预测教师职业能力;自我概念不仅可以直接显著地正向预测教师职业成熟度和职业态度,还可以通过影响个体的自立人格进而间接地正向预测教师职业成熟度和教师职业态度。这一结果表明自立人格在自我概念影响教师职业能力的关系中起着完全中介作用,而在自我概念影响教师职业成熟度和教师职业态度的关系中起着部分中介作用。     

Facet personality and surface-level diversity as team mental model antecedents: implications for implicit coordination

Team mental models (TMMs) have received much attention as important drivers of effective team processes and performance. Less is known about the factors that give rise to these shared cognitive structures. We examined potential antecedents of TMMs, with a specific focus on team composition variables, including various facets of personality and surface-level diversity. Further, we examined implicit coordination as an important outcome of TMMs. Results suggest that team composition in terms of the cooperation facet of agreeableness and racial diversity were significantly related to team-focused TMM similarity. TMM similarity was also positively predictive of implicit coordination, which mediated the relationship between TMM similarity and team performance. Post hoc analyses revealed a significant interaction between the trust facet of agreeableness and racial diversity in predicting TMM similarity. Results are discussed in terms of facilitating the emergence of TMMs and corresponding implications for team-related human resource practices.     

Appraisal and Coping Process Immediately Before Ejection: A Study of Australian and Swedish Pilots

This study focuses on appraisal and coping processes among military pilots during ejection episodes. A total of 49 ejection episodes were reported by 24 pilots from the Royal Australian Air Force (RAAF) and 24 pilots from the Swedish Air Force (SAF). Two clusters of coping strategies were identified- instrumental self-management and emotional self-management-and both forms of coping were clearly related to effective problem solving. The emotional self-management strategies suggest an effective block of disturbing thoughts and emotions. Good performance was associated with challenge appraisals and considerable use of instrumental self-management. Poor performance was associated with appraising the episodes as irrelevant or threatening. Ejections caused by technical malfunctions were handled more effectively psychologically than were ejections caused by human errors. Only minor differences were found between the Australian and Swedish samples.     

飞行员风险知觉的影响因素及加工机制

风险知觉作为风险管理的核心成分,显著影响飞行安全。本文首先综述了飞行员风险知觉的影响因素,发现飞行环境、飞行员特征和组织文化等均会对飞行员的风险知觉产生影响。其次,借鉴汽车驾驶员危险知觉模型,比较飞行员与汽车驾驶员的差异性,并结合影响飞行员风险知觉的因素提出飞行员的风险知觉是一个包括风险识别、风险评价和行为倾向的三阶段加工过程,且采用串行和并行相结合的方式进行加工。最后,就飞行员风险知觉加工机制和影响因素研究的不足提出建议。     

航线驾驶安全行为多维评价量表的构建

结合现代航线驾驶工作特性及CRM和TEM模型基础上, 通过文献分析、专家访谈和开放式问卷调查, 筛选出现代航线飞行员驾驶安全所必备的27种关键行为特征, 构成中国文化背景下航线驾驶安全行为评价量表的检测项目。对118名中国航线飞行员测评数据的验证性因素分析表明, 由自动化系统认识、领导和管理、情境意识与决策、人际交流与合作技能组成的四维模型优于其他假设模型, 且在四个飞行阶段中均具有良好的信度和结构效度。以其中86名飞行员的安全绩效考核(安全规章、飞行作风、飞行技能和机组管理)数据和飞行员在每个飞行阶段的驾驶安全行为总体表现为效标变量, 以航线驾驶安全行为评价量表四个维度上的驾驶行为特征为预测变量分别进行层次回归分析, 结果表明: 航线驾驶安全行为多维评价量表具有良好的预测效度; 四个维度变量对维护不同飞行阶段的驾驶安全行为分别具有显著的贡献性, 且这种贡献性因飞行阶段的任务不同而有所差异。航线安全驾驶行为多维评价量表的构建, 不仅为航线飞行员安全驾驶行为规范性评估、机组驾驶行为问题诊断以及安全绩效考核提供了一套客观有效的评价工具, 而且也为有针对性的设计航线飞行员选拔模式和有效实施机组人员非技术性技能/CRM训练提供了一个良好的理论基础。     

Domain Specific Relationships of 2D:4D Digit Ratio in Risk Perception and Risk Behavior

The 2D:4D digit ratio (henceforth, 2D:4D) is accepted as a marker of prenatal testosterone, demonstrating gender differences. The present study reveals that 2D:4D shows not only gender differences but also individual differences in personality and risk-taking behavior. We measured individual participants’ 2D:4D, structural personality, and risk-taking attitude scores. The result of the current study replicates the gender difference in 2D:4D in previous researches. However, we found different aspects of the correlations among 2D:4D, personality, and risk-taking attitude. Path analyses indicated that 2D:4D passes through personality factors before reaching the risk-taking attitude, particularly in the financial domain activities of investing and gambling. Also we observed a specific relationship between right-hand 2D:4D and emotionality and between left-hand 2D:4D and agreeableness. Finally, we suggest multiple path models of 2D:4D and personality in risk taking depending on the domain.