Visual scanning and pilot expertise: the role of attentional flexibility and mental model development.

In order to examine differences in flying expertise, 12 novice and 12 expert pilots flew a 7-segment simulation pattern under specific attentional constraints while cockpit instrument visual scan was recorded. Flight segments involved various combinations of maneuvering of heading, altitude and airspeed. Expert pilots performed better than novices on vertical and longitudinal, but not lateral control. They accomplished their superior vertical tracking by allocating more control resources to the vertical control. Analyses of scanning strategies revealed that experts: a) had shorter dwells and more frequent visits to most instruments; b) adapted their visiting strategy more flexibly in response to changing task demands; c) demonstrated a better mental model of cross-coupling and predictive relations between and within axes; and d) showed more frequent checking of axes whose values remained constant. The data is discussed in terms of their implications in pilot cockpit scan training program development.

U.S. Naval helicopter mishaps: cockpit egress problems.

INTRODUCTION: A number of potential problems are associated with egress from the helicopter cockpit in the post-crash phase of a mishap. The purpose of this study was to identify the egress problems experienced by pilots in U.S. Navy/Marine Corp helicopter cockpits, and to propose a priority of preventive interventions. METHOD: Using Naval Safety Center data, we reviewed 1980-94 Class A helicopter mishap narratives. We identified and categorized cockpit egress problems reported by pilots. The data are described in terms of problem category, helicopter type, crash terrain, and time of day. RESULTS: Of the 210 survivable mishaps, 289 egress problems were reported in 128 mishaps, 61% involved aircrew factors, 16% environmental factors, 12% were related to helicopter factors, and 11% to cockpit factors. Of the 128 mishaps, 67.5% occurred during daytime, 32.5% at night, 64% in overwater crashes, 26% over land, and 10% over flight decks. The most significant, but uncommon, injuries involved the "stroking seat." CONCLUSIONS: Egress hazards can be minimized by the implementation of more intensive underwater egress training, crashworthy fuel systems, better design of cockpit exits and hatches, better restraint systems, better crashworthy seats, underwater visual aids, and more streamlined personal equipment. Engineering validation is needed before committing to suggested interventions.

Spatial disorientation in naval aviation mishaps: a review of class A incidents from 1980 through 1989.

Spatial Disorientation (SD) has long been a major aeromedical factor contributing to naval aviation mishaps. In the past, it has been viewed as a generalized phenomenon, described by its vertigo-related symptoms. More recently, however, three distinct types of SD have been identified, each based on whether the aviator recognizes and responds to its onset. In the current retrospective study, Flight Surgeon and Mishap Investigation Report narratives from 33 Class A mishaps occurring from 1980 through 1989 were reviewed. SD was determined to have been a causal factor in all cases. The mishaps were examined to categorize SD into the three descriptive types and to describe the relationship (if any) between SD and various mission-related factors. Aircraft type, phase of flight, time of day, pilot experience, and flight topography were all considered. The results indicate that Types I and II SD could be identified as causal factors in all 33 Class A mishaps. Further, most Type I SD was experienced primarily by helicopter pilots at night while most Type II SD incidents affected jet pilots during day missions.

Decompression sickness: USN operational experience 1969-1989.

This report presents data on the U.S. Navy's experience in decompression sickness occurring in operational flight from 1 January 1969 to 30 December 1989. During these 21 years, decompression sickness was reported in 12 USN aircraft and involved 15 aircrew. The primary cause of decompression, as might be expected, was a loss of cabin or cockpit pressurization. The most common manifestation of decompression sickness was limb or joint pain although some crewmembers experienced various manifestations of neurological dysfunction. One crewmember experienced chokes. Of the 15 afflicted aircrew, 13 (87%) had complete remission of symptoms by the time they landed. Two crewmembers required compression therapy for resolution of symptoms. None of the reported symptoms were incapacitating and none of the aircraft involved crashed or received even minor damage.