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Cooperation of a pilot with an automated aircraft control and monitoring systems is a problem which should be solved designing the whole system. The method of design, which creates an assistant of a pilot, is the purpose of this study.

An analysis of human factors shows demands for working environment. An integration method for various technological systems and algorithms is searched.

It is possible to make the whole system to become a pilot assistant, which has ability to exchange information with pilot by a dialogue. Structural flexibility is obtained in multi-agent system structure.

Proposed approach is a solution of how to integrate increasing amount of aircraft systems. It is expected that new form of cooperation fits to human features. Proposed methodology solves problem of simultaneous control by two controllers and cooperative making decisions.

Dialogue between human and the system proposed in this solution will change perception of machines.

New abilities of machines and proposition of their realisation are presented. Presented solution of simultaneous control and decision-making during aircraft control is a novel approach to human–machine cooperation.

The purpose of this paper is to examine an oft‐neglected aspect of qualitative research practice – conducting a pilot – using the innovative approach of “e‐research” to generate both practical and methodological insights.

Using the authors’ “e‐research” pilot as a reflexive case study, key methodological issues are critically reviewed. This review is set in a broader context of the qualitative methods literature in which piloting appears largely as an implicit practice. Using a new and emerging approach (“e‐research”) provides a prompt to review “autopilot” tendencies and offers a new lens for analysing research practice.

The authors find that despite an initial focus on “practical” aspects of data collection within their “e‐research”, the pilot opened up a range of areas for further consideration. The authors review research ethics, collaborative research practices and data management issues specifically for e‐research but also reflect more broadly on potential implications for piloting within other research designs.

The authors aim to offer both practical and methodological insights for qualitative researchers, whatever their methodological orientation, so that they might develop approaches for piloting that are appropriate to their own research endeavours. More specifically, the authors offer tentative guidance to those venturing into the emerging area of “e‐research”.

This paper offers insight into an oft‐ignored aspect of qualitative research, whilst also engaging in an emerging area of methodological interest.

The goal of the paper is to present an enhancement of the existing on‐board ground collision avoidance system (GCAS) that is designed to increase pilot safety in USAF A‐10 aircraft. The A‐10 is a single‐seat, twin‐engine aircraft with a 30mm, seven‐barreled Gatling gun and 11 weapon pylons designed to fly at low level in close air support missions. The GCAS system provides both visual and aural cues for a pilot‐initiated recovery. The proposed algorithm of GCAS enhancement is built on a simple linear regression model that predicts the recovery height of the aircraft following a warning call and allows pilots to compare their own training events with flight test standards. This paper presents a discussion of model development, validation and comparison of the model predictions with actual flight test events. A comparison of recovery techniques and pilot options is included. A series of recommendations and possible usage for Air Force pilot training are also discussed.

The purpose of this paper is to describe and discuss the pilot Making Safeguarding Personal (MSP) project that ran in three London boroughs in England in 2014-2015. The project aimed to help local authority social work practitioners better engage with adults at risk at the beginning, middle and end of safeguarding work and to develop a more outcomes focused approach to safeguarding.

Three adult social care teams volunteered to take part in the MSP pilot for four months, November 2014-February 2015. They were closely supported through telephone conferencing, bespoke training and individual mentoring. Evaluative data were collected from the participating teams about their work and the MSP change processes to assist in further implementation.

The findings suggested that staff felt that the open discussions with adults at risk that were encouraged by the MSP initiative enabled safeguarding to be more effective and provided a better basis of support for adults at risk. The support from the project team was appreciated. Staff reported their own increased confidence as a result of involving adults at risk in decisions about their situations and risks of harm. They also reported their increased awareness of cross-cutting subjects related to adult safeguarding, such as domestic abuse and working with coercive and controlling behaviours. Permission to exercise greater professional discretion to make responses more considered, rather than the need to adhere to time-limited imperatives, was received positively. Staff felt that this enhanced discussions about resolution and recovery with adults at risk although it required greater expertise, more extensive managerial support, and more time. These were available in the pilot.

The MSP pilot was confined to three teams and took place over four months. The numerical data reported in this paper are provided for illustrative purposes and are not statistically significant. As with other evaluations of implementation, the data provided need to be set in the local contexts of population profiles, care settings and the reporting source. The pilot also took place during the early implementation of the Care Act 2014 which affected the context of practice and training. The views of adults at risk were not collected. There is a risk of bias in that participants may have wished to convey positive views of MSP to their colleagues.

The paper indicates a need for the roll out of MSP philosophy and MSP approaches to be communicated with other agencies supporting adults at risk and for project support of some form to continue. It will be important to see if the overall enthusiasm, support and motivation reported by the pilot teams when taking a MSP approach in practice extend beyond a pilot period during which the staff received substantial support from a dedicated Professional Standards Safeguarding Team. Many of those staff participating in the pilot perceived the MSP approach as a return to core social work principles and welcomed putting these into practice.

The paper provides details of one pilot in which the feasibility of the MSP approach was tested by supporting three frontline teams working in different contexts. The pilot suggests that the level and type of support offered to the pilot teams were effective in a variety of practice settings. It draws attention to the need for the MSP concept and approach to be shared with other agencies and for implementation support to continue beyond initial pilot period.

Real flight is cognitively demanding; accordingly, both indicators and display panel layout should be user-friendly to improve pilot-aircraft interaction. Poor pilot-interface interactions in aircrafts could result in accidents. Although a general reason of accidents is improper displays, relatively few studies were conducted on interfaces. This study aims to present an optimization model to create intuitively integrated user-friendly cockpit interfaces.

Subjectivity within most usability evaluation techniques could bring about interface design problems. A priori information about indicator’s possible locations may be available or unavailable. Thus different analytical approaches must be applied for modifications and new interface designs. Relative layout design (RLD) model was developed and used in new interface designs to optimize locations of indicators. This model was based on layout optimization and constructed in accordance with design requirements, ergonomic considerations with the pilot preferences. RLD model optimizes interface design by deploying indicators to the best locations to improve usability of display panel, pilot-aircraft interaction and flight safety.

Optimum interfaces for two problem instances were gathered by RLD model in 15.77 CPU(s) with 10 indicators and 542.51 CPU(s) with 19 indicators. A comparison between relative and existing cockpit interfaces reveals that locations of six navigation and four mechanical system indicators are different. The differences may stem from pilots’ preferences and relativity constraints. Both interfaces are more similar for the central part of the display panel. The objective function value of relative interface design (Opt: 527938) is far better than existing interface (737100). The RLD model improved usability of existing interface (28.61 per cent considering decrease in the objective function values from 737100 to 527938.

Future cockpit and new helicopter interface designs may involve RLD model as an alternative interface design tool. Furthermore, other layout optimization problems, e.g. circuit boards, microchips and engines, etc. could be handled in a more realistic manner by RLD model.

Originality and impact of this study related to development and employment of a new optimization model (RLD) on cockpit interface design for the first time. Engineering requirements, human factors, ergonomics and pilots’ preferences are simultaneously considered in the RLD model. The subjectivity within usability evaluation techniques could be diminished in this way. The contributions of RLD model to classical facility layout models are relativity constraints with the physical constrictions and ergonomic objective function weights. Novelty of this paper is the development and employment of a new optimization model (RLD) to locate indicators.

This paper aims to describe the activities that are ongoing, in the Cost Optimized Avionics SysTem (COAST) project, to design an integrated mission management system (IIMS) to be used as support to the pilot and/or to act as a backup in case of pilot incapacitation onboard on small air transport (SAT) vehicles, under single-pilot operations.

The COAST project, funded by Clean Sky 2 programme, is developing enabling technologies for single-pilot operations in the European Aviation Safety Agency CS-23 category vehicles. Such technologies include specific tools that are designed as individual enablers for single-pilot operations and specifically address: the real-time support to pilot’s decision making in maintaining the vehicle self-separation (this technology is the tactical separation system [TSS]); the real-time support to pilot’s situational awareness about observed and forecasted weather conditions (this technology is the advanced weather awareness system [AWAS]); and the real-time management of emergency conditions due to pilot’s incapacitation under single-pilot operations (this technology is the flight reconfiguration system [FRS]). Based on the outcomes of the design activities of such individual tools, in the COAST project emerged the opportunity to proceed with the design of a further system, leveraging the individual tools and benefitting from their integration.

The IMMS design started in the year 2020 and the activities carried out up to mid-2021 allowed to define the concept of operations of the system, its high-level requirements (functional, interface and operational requirements) and the preliminary system architecture.

The IMMS contributes enabling the implementation of single-pilot operations in CS-23 category vehicles, thanks to the possibility to support, in normal operational conditions, the pilot’s decision-making and, in emergency conditions due to pilot’s incapacitation, the automatic flight management up to the safe destination.

The purpose of this paper is to examine cultural sexism in the UK aviation industry through the experiences women commercial pilots have encountered with their male colleagues and management.

Interviews were carried out with 20 women commercial airline pilots: 17 women were currently airline pilots, or were previously airline pilots and resigned and three women were flying instructors. There were nine different UK airlines for which the women airline pilots worked.

Women pilots face cultural sexism where their male colleagues expect them to be different based on their assumptions about women in general but expect their female colleagues to adapt to the current social and cultural system in the UK industry.

Further research is needed to explore ways to combat cultural sexism. Limitations include a focus on UK airlines only, plus the methodology relied upon women who were open to discussing their experiences rather than a random sample of pilots.

Research in this paper highlights how change is needed to produce a more inclusive culture to improve the working culture for women pilots and to appreciate the diversity that women bring to organizations.

This paper provides insights into an under researched area of women's employment and the existence of cultural sexism.

Contracts and interim local evaluation reports for the 14 first wave PMS pilots in Northern and Yorkshire region were analysed by documentary analysis. Both contracts and reports were found to vary considerably in size and scope. Most contracts contained aims and objectives that were too broad or vague to guide project management and they lacked useful milestones. This made it difficult to identify criteria for measuring success. The local evaluation reports were also of variable quality. It is recommended that contracts should be accompanied by a development plan containing specific objectives, timescale and process for implementation as well as an evaluation strategy. The relative importance of different targets should be agreed and specified at the outset, to allow weighting of partial success, where some objectives, but not others, are achieved. Project milestones would be made explicit and measurable in the development plan. More clarity in contracts and evaluation for future pilots is essential.

This work analyses autonomous ships' specific needs of external and environmental information in restricted pilotage waters. Harbour pilots use conventional well-tested techniques when piloting the manned vessel. In this work, the authors propose technological solutions to be installed or adapted in ports to feed the autonomous ships' systems with the information considered relevant by pilots.

To investigate what pilots consider relevant, the authors submitted a questionnaire to the pilotage of Paranaguá Port. Then the authors presented a case study including the critical areas for the navigation of ships.

These technological solutions aim to allow vessels reaching critical areas in a position, a time, a speed and a course that compensates the external forces and/or avoid high-risk situations. The authors have proposed technological solutions considering those already available in the ports, particularly in Paranaguá and Antonina in Brazil.

There is little published data on navigation of ships in pilotage waters. So far, there has been little discussion on autonomous ships in restricted waters.

The purpose of this paper is to study of how a virtual technology burden was created that impacted the professional pilot college student and various colleges/universities that offer professional pilot degree programs. A cascading set of events began as a result of US congressional reaction to a tragic airline accident. The resulting legislation forced the Federal Aviation Administration to publish new rules for first officer qualifications that were unmindful of the recommendations of professional pilot groups for simulation-based training. Ultimately, this placed a financial burden on both the college/university training curriculum and on the professional pilot student.

This paper adopts a case study approach.

Because of US congressional over-reaction, a collegiate system which produced excellent first officer candidates who had below 500 flight hours and who had been demonstrated scientifically to be efficient, skilled, and safe, was upended. The flight hour requirements were increased fivefold with little regard to its impact on the pilot pool. Congressional legislation forced the FAA to create and publish new rules that were unmindful of the simulation recommendations of professional pilot groups and required virtual simulation technology new to the college/university training environment.

Traces the effect of government interference into a previously stable continuum of college-prepared airline pilots who are safe and effective.