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Emerging Results From the “SAFER” Project

Emerging Results From the “SAFER” Project. Dr. Wayne A. Dornan Middle Tennessee State University Murfreesboro, TN . Collaborators. Dr. Paul Craig (Principal Investigator) Dr. John Bertrand (Co-Principal Investigator) Steve Gossett Kim Thorsby.

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Emerging Results From the “SAFER” Project

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  1. Emerging Results From the “SAFER” Project Dr. Wayne A. Dornan Middle Tennessee State University Murfreesboro, TN

  2. Collaborators Dr. Paul Craig (Principal Investigator) Dr. John Bertrand (Co-Principal Investigator) Steve Gossett Kim Thorsby

  3. PILOT ERROR CONTINUES TO PLAGUE THE INDUSTRY

  4. Contributing Factors • Pilots Missing a Problem • Recognizing a Problem to Late • Misidentifying a Problem • Not Recognizing that there is an Immediate Need to Deal with the Problem • Not Utilizing Their Resources

  5. Another Contributing Factor • In aviation, the importance of critical decision making skills can not be over-emphasized • Indeed, the safety of each flight depends on it !

  6. Factors Influencing Critical Decision Making Skills One possible contributing factor something psychologists have known for years. Humans consistently are found not to give enough importance to new evidence Can you think of an example? Inadvertent IMC (176 seconds to live)

  7. Effective Pilot Training Programs Make Pilots Aware of this Phenomenon

  8. The Decide Model • Was developed to help pilots organize their thoughts to prevent overlooking factors that may be important

  9. Recent Issues That are Emerging • “Out-of-the-Loop” phenomenon • Complacency • Lack of Knowledge of Automation • Poor Situational Awareness • Poor Situational Assessment

  10. HOW DO THE AIRLINES DEAL WITH THIS ?

  11. MEMORY ITEMS CHECKLISTSSCENARIO BASED TRAINING

  12. “FITS” • FAA Industry Training Standards The initiative has been guided by a visionary group of FAA administrators, educators, and industry

  13. “SAFER”SATS AerospaceFlight Education ResearchNASA Research Cooperative AgreementNCCI - 03032

  14. Sixteen MTSU students began their flight training in “glass” in DA-40 aircraft using the FAA-approved training program in August 2004

  15. Private Pilot BottlenecksArchival data 1999-2004

  16. Instrument Pilot BottlenecksArchival data 1999-2004

  17. Setbacks ComparisonCaution: Preliminary data using small numbers Traditional SAFER Pre Solo 77 of 449 17.1% 59 of 97 60.8% Pvt & X-C 169 of 449 37.6% 15 of 97 15.4% Instrument 203 of 449 45.2% 23 of 97 23.7%

  18. The results are still preliminary! However, early data tends to indicate that pilots have fewer setbacks over the entire VFR/IFR training using new technology and a scenario-based syllabus

  19. The first student in our second cohort passed on her combined check ride on June 15th , 2005 • She had a total of 55 airplane hours !

  20. IF WE ARE GOING TO BE CERTIFICATING PILOTS WITH FEWER HOURS WHAT KIND OF PILOTS WILL THEY BE ?

  21. PHASE TWO “ THE EFFECTS OF A “FITS” TRAINING PROGRAM THAT EMPHASIZES SCENARIO BASED FLYING ON PILOT DECISION MAKING SKILLS “

  22. METHODOLOGY • 16 Students enrolled in the “SAFER” project: COMBINED GROUP • 24 Pilots who had obtained their instrument rating within the last 3 months TRADITIONAL GROUP

  23. METHOLODOLOGY • The “combined” group were administered pencil and paper tests throughout their flight training • The “traditional group were administered pencil and paper tests within three months following the successful completion of their check ride

  24. METHODOLOGY • All “SAFER” students also enrolled in a ground class that combined both private pilot and instrument knowledge • This class placed a major emphasis on • Automation (e.g. mode awareness, automation traps) • Situational Awareness • GPS technology • GPS programming skills • CBT using real flight scenario’s • Critical thinking skills using NTSB reports of fatal aircraft accidents as examples

  25. DEMOGRAPHICS AGE: Combined 19.6 + 1.6 Traditional 20.7 + 1.7

  26. DEMOGRAPHICS Total Airplane Hours: Combined 90.8 + 5.0 *** Traditional 176.8 + 12 Total Flight Hours: Combined 90.8 + 5.0 *** Traditional 188.75 + 10 *** = p <0.01

  27. DEMOGRAPHICS Total Instrument Hours: Combined 44.3 + 2.0 Traditional 38.3 + 3.0 Total Actual Hours: Combined 6.1 + 1.8 Traditional 4.6 + 0.7

  28. DEMOGRAPHICS Total PIC Hours: Combined 6.1 + 0.6 *** Traditional 125.6 + 14.0 *** = p < 0.01

  29. Personal IFR Comfort Questionnaire • How comfortable are you to fly alone in the IFR environment? • How comfortable are you to fly alone in IMC ? • How comfortable are you to shoot an ILS approach to minimums ? • What are your “personal minimums” ?

  30. Responses • 1 = Not comfortable • 2 = Somewhat comfortable • 3 = comfortable • 4 = very comfortable • 5 = Absolutely comfortable, no problem!

  31. RESULTS • Not Comfortable flying alone in the IFR environment Traditional 18 % Combined 0 % **** *** = p < 0.01

  32. RESULTS • Not Comfortable flying alone in IMC Traditional 38 % Combined 14 % **** *** = p < 0.01

  33. RESULTS • Not Comfortable shooting an ILS to minimums Traditional 16 % Combined 0 % **** *** = p < 0.01

  34. RESULTS • Would you feel comfortable using a GPS when flying IMC • Traditional = Yes (48 %) *** • Combined = Yes (100 %) **** = p < 0.01

  35. RESULTS • What are your personal minimums ? Visibility: Traditional 2.07 + .18 Combined 3.50 + .06 **** *** = p < 0.01

  36. RESULTS • What are your personal minimums ? Clouds: Traditional 1,350 + 223 Combined 2,100 + 585 **** *** = p < 0.01

  37. RESULTS • What are your personal minimums ? Visibility: Never Thought about it ! Traditional 68 % Combined 18 % **** *** = p < 0.01

  38. Self-Efficacy: TAA • I have confidence in my ability to fly a TAA • 1 = to no extent 5 = to a great extent • Students were assessed at: Beginning of flight training, Mid-flight training, and at their completion

  39. RESULTS • Beginning 4 – 5 = 58 % *** (3.70) • Mid-training 4 – 5 = 100 % (4.75) • End 4 – 5 = 100 % (4.75) Did not complete the training: 3.10 * Did complete the training: 3.70 *** = p < 0.01 * = p > 0.05

  40. Self-Efficacy: Single Pilot Resource Management (SRM) • I have confidence in my ability to perform SRM • 1 = to no extent 5 = to a great extent • Students were assessed at: Beginning of flight training, Mid-flight training, and at their completion

  41. RESULTS • Beginning 4 – 5 = 65 % *** (3.80) • Mid-training 4 – 5 = 100 % (4.75) • End 4 – 5 = 80 % (4.16) Did not complete the training: 2.70 * Did complete the training: 3.80 *** = p < 0.01 * = p > 0.05

  42. Other Data Analysis Pending • Any relationship between cognitive demands and “choke points” • Any relationship between self-efficacy and quality of TAA pilot • Follow up study at 3-6 months

  43. SUMMARY Are results indicate that pilots have fewer setbacks over the entire VFR/IFR training using the FITS syllabus Pilots trained using a combined private / instrument ground school that focuses on decision making, automation issues, and navigational issues in TAA aircraft, in combination with a FITS flight training syllabus emphasizing scenario based flying, are: More comfortable with their automation More comfortable with their IFR skills More conservative with IFR decision making

  44. QUESTIONS

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