Airline pilots

Airline Pilots Association International, 1978, Human Factors Report on the Tenerife Accident, March 27, 1977," Washington, D.C. 

So we have a situation where people assume that because someone passes a drug test, then they must be safe. The fact is, an airline pilot can snort a line of cocaine five minutes before a drug test and pass no problem then step into the cockpit for a couple hour flight and be severely impaired. 

One place this problem has become especially severe is the nation s national park system. Visitors to national parks have found their enjoyment of the natural scenery compromised by poor air quality that leaves famous and noteworthy features only barely visible. For this reason, one section of the 1977 Amendments to the Clean Air Act provided for a program of monitoring and pollution control in the nation s 156 national parks and wilderness areas. Poor visibility resulting from high particulate concentration has safety effects also. Automobile drivers and airline pilots may find that they are able to see shorter distances and less clearly, increasing the likelihood of accidents involving other vehicles and aircraft. 

LaPierre s latest advocacy of gun rights takes place in the context of the post-September 11, 2001 world. Along with a defense of the historical meaning of the Second Amendment and assertions about bias and venal politics on the part of gun control advocates, the author argues for arming airline pilots and suggests that armed, prepared citizens are a vital part of the defense against terrorism. 

Mr. Toscanos method of relative risk fatality statistics was applied to the latest Bureau of Labor Statistics data (2001). Note that fishers, timber cutters, and airline pilots were the riskiest jobs in 1995 and the most deadly in 2001. The data also show that the rate of accidental deaths (2001) in a chemical plant is lower than that of working in a grocery store. [34]... 

Airline pilots should not take routine prophylaxis with mefloquine because of the small risk of neuropsychiatric reactions. 

Alertness in Airline Pilots during Night Flights ... 

Gundel, A., Drescher, J., MaaB, H., Samel, A., Vejvoda, M. (1995). Sleepiness of civil airline pilots during two consecutive night flights of extended duration. 

The study with the highest relevance to the area of engineering psychology was conducted by Yoss, Moyer, Carter, and Evans (1970X who examined 50 commercial airline pilots, 32 of whom were well rested whereas 18 were inadequately rested. Pilots were required to sit in the dark for 15 minutes and pupil di-... 

Yoss, R. E., Moyer, N. J., Carter, E. T, Evans, WE. (1970). Commercial airline pilot and his ability to remain alert. yleras/wiceMerlEciMe, 41, 1339-1343. 

Alertness in Airline Pilots During Night Flights Assessment of Alertness Using EEG Measures... 

Acknowledgements. This work was performed under the auspices of the SESAR WP-E research network ComplexWorld. It is co-financed by Eurocontrol on behalf of the SESAR Joint Undertaking. The authors are grateful to the retired airline pilot who participated in the interview for his useful input on the case study, and to Jan Treur for a number of fruitful discussions. 

Gray (1987, pg. 36) notes that for a variety of reasons (including reduced benefits of seniority and concerns about the financial health of particular airlines), pilots are changing airlines more often. Economic theory predicts that such turnover will result in loss of firm-specific (and aircraft-specific) human capital or skill levels. This problem appears to have been particularly severe among commuter and regional airlines for example, both Gray (1987, pg. 36) and OTA (1988, pg. 110) cite pilot turnover rates of over 100 percent per year for some airlines. As Gray (1987, pg. 36) succinctly observes, It is difficult to comprehend how a carrier can operate with a 125 percent attrition rate. ... 

In examining the impact of economic deregulation on safety in the aviation industry, the literature surveyed in the previous chapter provides an excellent starting point. In particular, two books based on interviews with airline pilots, mechanics, FAA inspectors, accident investigators, and others (O Malley, 1993 Nance, 1986) provide first-hand perspectives on experiences in the aviation industry in the years after deregulation. These books serve as a useful supplement to the statistical analyses and other empirical data stunmarized in Chapter 2, and provide detailed information based on extensive interviews. 

John E. O Brien (1988), Deregulation and Safety An Airline Pilot s View, in Proceedings, Transportation Deregulation and Safety Conference, June 1987, Evanston, Illinois, Northwestern University Transportation Center, pp. 353-387. 

Penelope G. O Malley (1993), Takeoffs Are Optional, Landings Are Mandatory Airline Pilots Talk about Deregulation, Safety, and the Future of Commercial Aviation, Ames, Iowa, Iowa State University Press. 

The poll found widespread public support for limiting work hours for physicians, nurses, airline pilots, truck drivers, and the police. Specifically, the poll found that ... 

Modem pilot training methods reflect these demands. Hirnian performance and limitations , multi-crew coordination training and crew resource management training are important subjects in the airline pilot education and licensing process. 

As a first step, a behavioral observation model was developed that also functions as the backbone for the scenario constmction. This model is based on three sources (1) the set of basic competencies used in Lufthansa pilot training, which includes basic interpersonal, technical and procedural competencies for a safe flight accomplishment (Lufthansa, 1999). (2) The VERDI Ciieumplex Behavioral model for DLR pilot selection (for example, Hoeft, 2003). (3) A Fleishman job requirement analysis for airline pilots (Maschke, Goeters and Klamm, 2000) was integrated to elaborate the areas of competence. Six areas of competence could be identified leadership, teamwork, cormnunication, decision making, adherence to procedures, and workload management. 

Maschke, P, Goeters, K.-M. and Klanun, A. (2000). Job requirements of airline pilots results of a job analysis. In B.J. Hayward and A.R. Lowe (eds). (2000), Proceedings of the Fourth Australian Aviation Psychology Symposium, Manly, March 1998. Aldershot Ashgate. 

The sample consists of 90 airline pilots of the A320 fleet of a medium-sized airline. This corresponds to a participation rate of 60.44 percent. Participation was voluntary. Flight experience was between 5,000 and 10,000 hours for the majority of the captains (71.7 percent) and between 1,000 and 5,000 hours for most of the first officers (45.7 percent). (See Table 4.1.)... 

When airline pilots fly, the most critical parts of the job are takeoffs and landings. Because these are such crucial aspects of flying, a checklist for proceeding in a safe manner is used to mitigate the potential for mistakes. It is vital to provide help when a chance for error can result in grave consequences. Similarly, laminated SOPs should be placed on equipment, machines, and vehicles for individuals who need a refresher prior to operation because they have not used the equipment or have performed a task on an infrequent basis. 

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