Thanks to the increasing availability of consumer head-mounted displays, educational applications of immersive VR could now reach to the general public, especially if they include gaming elements ...(immersive serious games). Safety education of citizens could be a particularly promising domain for immersive serious games, because people tend not to pay attention to and benefit from current safety materials. In this paper, we propose an HMD-based immersive game for educating passengers about aviation safety that allows players to experience a serious aircraft emergency with the goal of surviving it. We compare the proposed approach to a traditional aviation safety education method (the safety card) used by airlines. Unlike most studies of VR for safety knowledge acquisition, we do not focus only on assessing learning immediately after the experience but we extend our attention to knowledge retention over a longer time span. This is a fundamental requirement, because people need to retain safety procedures in order to apply them when faced with danger. A knowledge test administered before, immediately after and one week after the experimental condition showed that the immersive serious game was superior to the safety card. Moreover, subjective as well as physiological measurements employed in the study showed that the immersive serious game was more engaging and fear-arousing than the safety card, a factor that can contribute to explain the obtained superior retention, as we discuss in the paper.
Introduction: Controlled Flight Into Terrain (CFIT) account for a considerable amount of fatalities when compared to other accident categories. Human factors are deemed significant contributory ...causes in these accidents. This paper aims to identify the human factors involved with aviation accidents that resulted in CFIT. Method: The study used the Human Factors Analysis and Classification System (HFACS) framework to determine the factors involved in 50 CFIT accidents from 24 counties over a 10 year period, i.e. 2007–2017. Interviews with five senior aviation safety experts were used to provide a better comprehension of the human factors affecting the flight safety. Results: The study identified 1289 individual causal and contributory human factors with unsafe actions and preconditions for unsafe actions being the main subcategories of the accidents. The study found that CFIT occur across a range of pilot experience and 44% of accidents occurred in cruise flight. Distraction, complacency and fatigue are all elements that flight crews may experience as contributors to CFIT during cruising. Conclusions: Human factors represent a major component of CFIT accidents. The analysis revealed a similar pattern of contributory and causal human factors across the various flight categories, with some noteworthy isolated variations. The prevalent factors were decision and skill-based errors along with communication, coordination and planning issues. Practical applications: Provision of specific CFIT awareness, pilot training focusing on improved decision-making and revision of basic flight skills, development of specific Global Positioning System routes for transiting high terrain areas are necessary to prevent CFIT accidents. Installation of Terrain Avoidance and Warning System and Ground Proximity Warning System and appropriate equipment training, specific CFIT Crew Resource Management training and improvement of organizational knowledge on the elements involved in CFIT are also recommended.
•Human factors are significant contributory causes in Controlled Flight Into Terrain accidents.•Unsafe actions and preconditions for unsafe actions are the main subcategories of CFIT accidents.•Decision and skill-based errors along with communication, coordination and planning issues are the prevalent factors.•Recommendations to prevent CFIT accidents are also provided.
The 'Turtle' and the 'Dreamboat' is the first detailed
account of the race for long-distance flight records between the
U.S. Army and U.S. Navy less than fourteen months after World War
II. The ...flights were risky and unprecedented. Each service intended
to demonstrate its offensive capabilities during the dawning
nuclear age, a time when America was realigning its military
structure and preparing to create a new armed service-the United
States Air Force. The first week of October 1946 saw the conclusion
of both record-breaking, nonstop flights by the military fliers.
The first aircraft, a two-engine U.S. Navy P2V Neptune patrol plane
nicknamed the Truculent Turtle , flew more than eleven
thousand miles from Perth, Western Australia, to Columbus, Ohio.
The Turtle carried four war-honed pilots and a young
kangaroo as a passenger. The second plane, a four-engine U.S. Army
B-29 Superfortress bomber dubbed the Pacusan Dreamboat ,
flew nearly ten thousand miles from Honolulu to Cairo via the
Arctic. Although presented as a friendly rivalry, the two flights
were anything but collegial. These military missions were meant to
capture public opinion and establish aviation leadership within the
coming Department of Defense. Both audacious flights above oceans,
deserts, mountains, and icecaps helped to shape the future of
worldwide commercial aviation, greatly reducing the length and
costs of international routes. Jim Leeke provides an account of the
remarkable and record-breaking flights that forever changed
aviation.
Abstract
Introduction
Safety performance indicators (SPIs) are used in aviation to determine if a trip that is non-compliant with federal regulations is safe to fly. Exemptions to regulations can be ...granted if a safety case demonstrates that the SPIs for an alternative means of compliance (AMOC; i.e., a trip outside regulations) are non-inferior to SPIs for a safety standard operation (SSO; i.e. a trip compliant with regulations). Through this process, it has previously been suggested that ultra-long-range flights are non-inferior to long-range flights due to increased sleep opportunity. We determined whether SPIs for non-compliant ultra-long-range (ULR) trips are non-inferior to those for compliant short-haul (SH) trips.
Methods
Performance, fatigue, and sleepiness were assessed at the top of descent (TOD) of flight segments using the Psychomotor Vigilance Task (PVT), Samn-Perelli (SP) fatigue scale, and Karolinska Sleepiness Scale (KSS), respectively. Data were analyzed using non-inferiority testing. Two different ULR trips with different TOD times (ULR trip 1: n=81; ULR trip 2: n=22) were compared to two types of SH trips, including one trip that contained one or more all-night flights (SH trip 1: n=48) and one trip with zero all-night flights (SH trip 2: n=47).
Results
Non-inferiority was found for the SPIs at most comparison points. For example, comparing the SPIs for ULR trip 2 and SH trip 1 at final TOD, non-inferiority was found for all SPIs. In contrast, comparing the SPIs for ULR trip 1 and SH trip 1 at final TOD, non-inferiority was found for SP and KSS, while non-inferiority for PVT was only suggested.
Conclusion
The findings suggest that the AMOC trips are as safe as or safer than the compliant SH trips. This raises questions regarding the structure of SH trips and how differences in the structures play a role in performance, fatigue and sleepiness.
Support
United Airlines
Aviation emissions contribute to the radiative forcing (RF) of climate. Of importance are emissions of carbon dioxide (CO
2), nitrogen oxides (NO
x
), aerosols and their precursors (soot and ...sulphate), and increased cloudiness in the form of persistent linear contrails and induced-cirrus cloudiness. The recent Fourth Assessment Report (AR4) of the Intergovernmental Panel on Climate Change (IPCC) quantified aviation's RF contribution for 2005 based upon 2000 operations data. Aviation has grown strongly over the past years, despite world-changing events in the early 2000s; the average annual passenger traffic growth rate was 5.3% yr
−1 between 2000 and 2007, resulting in an increase of passenger traffic of 38%. Presented here are updated values of aviation RF for 2005 based upon new operations data that show an increase in traffic of 22.5%, fuel use of 8.4% and total aviation RF of 14% (excluding induced-cirrus enhancement) over the period 2000–2005. The lack of physical process models and adequate observational data for aviation-induced cirrus effects limit confidence in quantifying their RF contribution. Total aviation RF (excluding induced cirrus) in 2005 was ∼55 mW m
−2 (23–87 mW m
−2, 90% likelihood range), which was 3.5% (range 1.3–10%, 90% likelihood range) of total anthropogenic forcing. Including estimates for aviation-induced cirrus RF increases the total aviation RF in 2005–78 mW m
−2 (38–139 mW m
−2, 90% likelihood range), which represents 4.9% of total anthropogenic forcing (2–14%, 90% likelihood range). Future scenarios of aviation emissions for 2050 that are consistent with IPCC SRES A1 and B2 scenario assumptions have been presented that show an increase of fuel usage by factors of 2.7–3.9 over 2000. Simplified calculations of total aviation RF in 2050 indicate increases by factors of 3.0–4.0 over the 2000 value, representing 4–4.7% of total RF (excluding induced cirrus). An examination of a range of future technological options shows that substantive reductions in aviation fuel usage are possible only with the introduction of radical technologies. Incorporation of aviation into an emissions trading system offers the potential for overall (i.e., beyond the aviation sector) CO
2 emissions reductions. Proposals exist for introduction of such a system at a European level, but no agreement has been reached at a global level.
For nearly three years with the COVID-19 pandemic, China has implemented a set of strict policies to control the flux of potential virus carriers in cross-border flights: The so-called Circuit ...Breaker mechanism. In this study, we review the evolution of this mechanism – a rather unique experiment in the global aviation system — from a data-driven perspective. Specifically, we perform an investigation on the extent of violations and their potential drivers. In total, 183 events are analyzed covering the period from epidemic outbreak in early 2020 to December 2021. In addition to describing the spatial extent and temporal evolution, we develop a regression model which helps us to better understand the universal patterns. By dissecting an under-investigated phenomenon, we believe that our study contributes to the rich literature on aviation and COVID-19, not only in the specific context of China, but also by assessing some of the challenges and potential of containing a global health threat using strict aviation policies.
•China followed a unique aviation policy during the pandemic, called Circuit Breaker.•Upon violation of epidemiological key indicators, airlines’ flights are suspended.•The evolution of Circuit Breaker events is analyzed in this study and drivers investigated.•Significant drivers include origin country epidemic status and Corruption Perception Index.•The number of arrival and load factors of flights are not statistically significant.
Abstract The LAN-210 accident that occurred on the night of Monday, April 3, 1961, in the Linares foothills, caused a deep commotion in the country and kept him waiting for several days, in a ...succession of unfounded theories and warnings of findings or details of the Possible route of the apparatus, a Douglas twin-engine model, framed in what usually happens in the collective soul, in these situations. ...once the apparatus was found, destroyed and without survivors, and in the rescue of which the personnel of the Linares Artillery School, under the command of Colonel Juan Bancalari, had a prominent role, came the stage of the necessary investigation of the causes of the tragic event. Added to this was the arrival in Chile of engineers of the company Douglas, manufacturing of the apparatus, since that model was extremely safe, versatile and maneuverable and had given evidence of its remarkable features in other more diffi cult scenarios. Key words: LAN plane, precordillera, accident, School of Artillery, rescue, poor management of the device, football team, aviation prosecution investigation.
Sustainable aviation fuel (SAF) can reduce aviation’s CO2 and non-CO2 impacts. We quantify the change in contrail properties and climate forcing in the North Atlantic resulting from different ...blending ratios of SAF and demonstrate that intelligently allocating the limited SAF supply could multiply its overall climate benefit by factors of 9–15. A fleetwide adoption of 100% SAF increases contrail occurrence (+5%), but lower nonvolatile particle emissions (−52%) reduce the annual mean contrail net radiative forcing (−44%), adding to climate gains from reduced life cycle CO2 emissions. However, in the short term, SAF supply will be constrained. SAF blended at a 1% ratio and uniformly distributed to all transatlantic flights would reduce both the annual contrail energy forcing (EFcontrail) and the total energy forcing (EFtotal, contrails + change in CO2 life cycle emissions) by ∼0.6%. Instead, targeting the same quantity of SAF at a 50% blend ratio to ∼2% of flights responsible for the most highly warming contrails reduces EFcontrail and EFtotal by ∼10 and ∼6%, respectively. Acknowledging forecasting uncertainties, SAF blended at lower ratios (10%) and distributed to more flights (∼9%) still reduces EFcontrail (∼5%) and EFtotal (∼3%). Both strategies deploy SAF on flights with engine particle emissions exceeding 1012 m–1, at night-time, and in winter.
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