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。     

心理弹性如何影响员工创造力：心理安全感与创造力自我效能感的作用

摘 要 通过对350名知识型员工及其领导的配对问卷调查,探讨心理弹性对知识型员工创造力的作用机制。结果表明,心理弹性对心理安全感有显著的正向影响;心理安全感完全中介了心理弹性对创造力的影响;创造力自我效能感调节了心理安全感对创造力的正向作用;创造力自我效能感调节了心理安全感在心理弹性与创造力之间的中介作用。     

Parents’ perceptions of the Family Climate for Road Safety: Associations with parents’ self-efficacy and attitudes toward accompanied driving,and teens’ driving styles

In order to better understand parental influence on teen driving, a series of three studies were conducted among parents of young drivers to examine the association between their scores on the Family Climate for Road Safety Scale (FCRSS; Taubman – Ben-Ari & Katz – Ben-Ami, 2013) and three relevant factors: parental self-efficacy (Study 1, n = 101); parents’ attitudes toward accompanied driving (Study 2, n = 100); and teen’s driving styles (Study 3, n = 235 parents–young drivers pairs). The findings of Study 1 revealed significant associations between parents’ scores on the positive FCRSS dimensions and their self-reported parental competence. In addition, parents’ lack of commitment to safe driving was related to lower parental self-efficacy. Study 2 indicated significant associations between parents’ scores on the positive FCRSS dimensions and the positive attitude of relatedness during the accompanied driving phase. Negative associations were found between these FCRSS dimensions and negative perceptions of the accompanied driving phase (i.e., tension, disapproval, and avoidance). The findings of Study 3 showed significant associations between parents’ scores on the positive FCRSS dimensions and their offspring’s careful driving style, as well as negative associations between these dimensions and offspring’s endorsement of the reckless, angry, and anxious driving styles. Taken together, the results indicate the importance of the family climate as part of a global understanding of the dynamic surrounding youngsters’ driving. Furthermore, they show that the particular driving-related family climate is associated not only with parents’ self-perceptions and conduct in the early stages of their children’s driving (the accompanied driving phase of a GDL), but also impacts the way teenagers ultimately choose to drive, when they are on their own. Implications for interventions are discussed.     

Effectiveness of Seeking Safety for Co‐Occurring Posttraumatic Stress Disorder and Substance Use

The authors evaluated the Seeking Safety program's effectiveness for treating posttraumatic stress disorder (PTSD) and substance use symptoms across 12 between‐groups studies (N = 1,997 participants). Separate meta‐analytic procedures for studies implementing wait list/no treatment (n = 1,042) or alternative treatments (n = 1,801) yielded medium effect sizes for Seeking Safety for decreasing symptoms of PTSD and modest effects for decreasing symptoms of substance use. Limitations of the findings and implications for counselors are discussed.     

Influence of pedestrian-to-vehicle technology on drivers’ response and safety benefits considering pre-crash conditions

Pedestrian-to-vehicle (P2V) technology may offer a promising approach to reducing pedestrian crashes. However, its influences on both driver response and safety benefits have been little studied in previous research, particularly in regard to the variation of influences between different pre-crash scenarios. To investigate these influences, this study designed three pre-crash scenarios based on pedestrian crash contributing factors identified from crash reports, and collected 44 drivers’ driving simulator experiments’ data. The results clarified how using P2V technology to warn drivers of an impending collision improves safety by causing a series of changes for both brake operation and braking profile. These series of changes were further demonstrated to vary between scenarios. The study showed that P2V technology may be particularly useful in scenarios in which a pedestrian’s crossing intention is unclear; specifically, in this type of scenario, the P2V warning had changed the braking process from a panic brake of “slow reaction-hard brake” to a comfortable brake of “quick reaction-gentle brake.” In addition, the P2V warning may be less effective in “low-risk” level scenarios where a driver is confident that he/she can handle the situation through a more conservative evasive action and don’t need to react strongly to a warning. Moreover, depending on the pre-crash scenario, the P2V warning may be mostly beneficial for drivers who had a crash/citation in the past five years and working-aged drivers.     

Take over! A video-clip study measuring attention,situation awareness,and decision-making in the face of an impending hazard

In highly automated driving, drivers occasionally need to take over control of the car due to limitations of the automated driving system. Research has shown that visually distracted drivers need about 7 s to regain situation awareness (SA). However, it is unknown whether the presence of a hazard affects SA. In the present experiment, 32 participants watched animated video clips from a driver’s perspective while their eyes were recorded using eye-tracking equipment. The videos had lengths between 1 and 20 s and contained either no hazard or an impending crash in the form of a stationary car in the ego lane. After each video, participants had to (1) decide (no need to take over, evade left, evade right, brake only), (2) rate the danger of the situation, (3) rebuild the situation from a top-down perspective, and (4) rate the difficulty of the rebuilding task. The results showed that the hazard situations were experienced as more dangerous than the non-hazard situations, as inferred from self-reported danger and pupil diameter. However, there were no major differences in SA: hazard and non-hazard situations yielded equivalent speed and distance errors in the rebuilding task and equivalent self-reported difficulty scores. An exception occurred for the shortest time budget (1 s) videos, where participants showed impaired SA in the hazard condition, presumably because the threat inhibited participants from looking into the rear-view mirror. Correlations between measures of SA and decision-making accuracy were low to moderate. It is concluded that hazards do not substantially affect the global awareness of the traffic situation, except for short time budgets.     

Characteristics of unsafe events involving a motor vehicle for group riders in Western Australia: A naturalistic study

Little is known about the safety issues affecting non-professional group riders. This study aimed to identify the most common unsafe events involving a motor vehicle that occurred while group riding, describe their characteristics and suggest potential preventative measures. A naturalistic study collected video footage from cameras attached to the bicycles of group riders who rode on-road for training, fitness or recreation in Perth, Western Australia. Fifty-two riders from 40 different riding groups, recorded footage of 126 group riding trips, resulting in 135 h of video. A total of 108 unsafe events (‘near-crashes/ crash relevant events’ and ‘close passing only events’) involving the group riders and a motor vehicle were observed. The most common type of unsafe event involved a motor vehicle attempting to pass/ overtake the group (65.7%). For 39.4% of the passing events, the presence of road infrastructure ahead (e.g. roundabout, traffic island) prevented safe passing and led to an unsafe event. Motorists were at fault for 83.3% of all unsafe events and reckless behaviour by the motorist was observed for 13.3% of these at-fault events. Aggressive communication on the part of the motorist or rider/s was observed for 15% of all unsafe events. This study highlighted that motorists were at fault for the majority of unsafe events involving group riders but only a small proportion involved reckless behaviour. Further research should examine the effectiveness of motorist education as well as infrastructure modifications on popular group riding routes, for reducing unsafe events involving group riders.     

Survey of New Zealand truck driver fatigue and fitness for duty

This paper presents recent research into compliance with current driving hours regulations, the effectiveness of using driving hours to predict fatigue, and alternative compliance and enforcement options. The paper describes results of a major survey of truck driver fatigue in New Zealand, a review of international compliance and enforcement procedures, and research focussing on the social forces and influences that affect truck drivers. The survey of truck drivers was based on interviews and performance tests collected from 600 truck drivers at depots, wharves, markets, and other locations throughout the North Island of New Zealand. The interviews included: questions on driver demographic and work/rest patterns, drivers' attitudes towards fatigue, propensity towards daytime sleepiness, and a self-assessment of the driver's momentary level of fatigue. In addition, a simulator-based performance test of driving was undertaken. The performance test included a combination of a standard driving task, a dual-axis sub-critical tracking task (maintaining speed and steering in a controlled but unstable environment, a virtual roadway affected by the appearance of random wind gusts requiring steering correction), and a tertiary or side-task requiring driver monitoring and periodic responses. The initial results from the first 100 drivers have found a sizable number of drivers exceeding the allowable driving hours, high levels of fatigue and sleepiness, and interesting differences between line-haul and local delivery drivers. A related research project into the social processes and relationships that affect truck drivers has resulted in a good understanding of the social conditions that influence cultural change and the actions of truck drivers and fleet managers. In this paper we will have particular regard to these processes in the construction of ideas concerning safety. This includes an understanding of the role of major stakeholders, such as freight forwarders and the enforcement agencies with respect to drivers and their conditions, actions and understanding of the road transport industry. This knowledge coupled with the survey results and an understanding of compliance and enforcement alternatives will be used to explore potential fatigue management options.     

Safe travel: Passenger assessment of trust and safety during seafaring

Across two studies, this paper explores passengers’ knowledge and perceptions of safety and risk during voyage at sea. Study 1 showed that, although overall safety knowledge can be considered good, some differences exist between groups of passengers. Younger passengers and passengers on shorter trips generally have less safety knowledge than older passengers and passengers on longer trips. Study 2 addressed the effects of two different formats of presenting safety relevant information on passengers’ perception of trust, safety and risk on board. Results showed that passengers receiving an in vivo safety demonstration and teaching session reported being better informed about safety and expressed higher levels of trust in the crew compared with passengers receiving on board video-only safety instructions. Thus, although video modelling can be an easy and inexpensive way to deliver safety information our results suggest that additional personalized and live demonstration quickly builds confidence and trust from passengers that represents an important asset for commercial transportation companies.     

Cognitive aging and flight performances in general aviation pilots

ABSTRACT

Unlike professional pilots who are limited by the FAA's age rule, no age limit is defined in general aviation. Our overall goal was to examine how age-related cognitive decline impacts piloting performance and weather-related decision-making. This study relied on three components: cognitive assessment (in particular executive functioning), pilot characteristics (age and flight experience), and flight performance. The results suggest that in comparison to chronological age, cognitive assessment is a better criterion to predict the flight performance, in particular because of the inter-individual variability of aging impact on cognitive abilities and the beneficial effect of flight experience.