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The Aerospace Human Factors Association A constituent organization of the Aerospace Medical Association
Newsletter
IN THIS ISSUE:
1… President’s Message
3… Officers and Committees
4… Past President’s Message
7… New Officer Introduction
10… President Elect’s book review
31… AsHFA Sponsored panels
35… Social Event
36… News from our members
40… Reminders: AsMA Annual Sci. Meeting
41… AsMA President Letter of invitation
43… AsHFA Application Form
Social Media: https://www.facebook.com/AsHFAssoc
Twitter: @AeroSpaceHF
AsHFA Newsletter/Facebook Editors:
[email protected] (Don White)
[email protected] [Ed.]
[email protected] (Dwight Holland)
[email protected] (Ilaria Cinelli)
[email protected] (Philippe A. Souvestre)
President’s Message
Eduard Ricaurte, MD
February 2016 Volume 25 Issue 4
Greetings AsHFA members, this year is a promis-
ing year full of challenges and activities that are
critical to our organization. As usual, your com-
mitment, effort, and interest in participating in
AsMA and AsHFA activities makes me feel opti-
mist about the future of both organizations. Our
membership is growing and committed to being
more involved in our association’s tasks and de-
cisions that will define our future as organiza-
tion. We have new enthusiastic members willing
to step up and take the lead.
2
Although many of our activities can be time consuming, many of us are willing to sacrifice our personal time
to be able to help with what needs to be done in our organization. That’s what really keeps AsHFA up and
running and I’m grateful and much honored to have worked with our executive committee members.
Our next AsMA annual scientific meeting, the 87th, will be conducted -in just 13 weeks- at the Harrah’s Re-
sort Hotel, Atlantic City, NJ from April 24 thru 28, 2016. With our next AsHFA’s annual meeting just around
the corner, it is important to complete several tasks and make substantial progress on others.
We have a couple of key positions for this spring 2016 election. As you may remember, there is one Mem-
ber-At-Large position that needs to be fulfilled to replace Annie Sobbel (2015-2016). We also need to elect
our next AsHFA President-Elect (2016-2017). Don White, our current Pres-Elect (2015-2016) will be in
charge of the election process. We also need to “select” a Secretary to replace David Schroeder, who gra-
ciously agreed to remain until this year.
AsHFA By-Laws Revision: Under our Past-President Dwight Holland’s leadership, we started the process of
reviewing and updating our AsHFA’s By-Laws. This is a work in progress and the plan is to have it reviewed
by our EX COMM and to send a “clean” copy to our membership by the middle of March. Hopefully, we’ll
start the discussion during our next April meeting in Atlantic City.
U. of Illinois award’s honorariums. Our Past-President Dwight Holland did a great job in getting the dis-
bursements for the Taylor and Roscoe Awards straightened out with the University of Illiois Foundation.
Now it’s time to proceed with the calls for those outstanding awards. Please, see more details in this NL.
Please, mark your AsMA program calendar with the following AsHFA events:
Out-going President's Business Meeting: Mon, April 25, 7:00 - 8:15 AM – Wildwood 1
Luncheon/Awards: Monday, April 25, 12:00 - 2:00 PM – Wildwood 20/21
Incoming President's Business Meeting: Wed, April 27, 4:00 - 5:00 PM – Wildwood 21
HF Committee Meeting: Wed April 27, 5:00 - 6:00 PM – Wildwood 21
Social Event: Kelsey’s Restaurant: Wed, April 27, 6:30 – 8:30 PM http://www.kelseysac.com/
Event tickets will be available at the AsPS booth
Finally, it has been always a pleasure to work for this organization. I have met great people and made good
friends. Thank you for the great work you –as members- do on regular basis for AsHFA. My sincere gratitude
to our Officers and leaders whose guidance, encouragement, advise and good ideas have contributed to my
grow and evolution in this organization. I’ll continue to help in any way I can.
Regards,
Eduard M. Ricaurte, MD, MS, FAsMA
AsHFA President 2015-2016
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AEROSPACE HUMAN FACTORS ASSOCIATION OFFICERS
President/Executive Committee Chair Eduard M. Ricaurte, MD Immediate Past President/Awards Committee Chair
Dwight Holland, MD, PhD President-Elect/Nominations Committee Chair Col. Don White (USAF ret.) Rep to AsMA Council Tracy Dillinger, PhD Member-At-Large (2015-2016) Annette Sobel, PhD Member-At-Large (2015-2017) Keith Ruskin, MD Member-At-Large (2015-2018) Philippe Souvestre, MD Secretary David J. Schroeder, PhD Treasurer
Thomas Nesthus, PhD Rep to AsMA Nominations Committee Carol Manning (2015-2016) Student Rep Ilaria Cinelli
Standing Committees
Membership Comm./Chaired by Treasurer Thomas E. Nesthus, PhD Program Comm./Panels Coordinators Keith Ruskin, MD Publicity Comm./Photo/Chaired by Newsletter Editor David Kazdan, MD, PhD Eduard M. Ricaurte, MD Nominations & Elections Comm./Chaired by Pres. Elect Col. Don White (USAF ret.) Awards/Chaired by Immediate Past Pres Dwight Holland, MD, PhD AsHFA Fellows Committee Leon Hrebien, PhD AsHFA Web Page Link: http://www.asma.org/Organization/ashfa/
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From our Past President, on AsHFA Awards for 2016
Dear AsHFA Member:
As most of you know, we have some of the most talented folks in the industry in our AsHFA group--
and even more now following us on Facebook (we will be over 450 LIKEs, or followers by the time this
Winter Newsletter is published). In that regard, our Awards Program last year not only yielded the
awardees noted below for our AsHFA program, but we also had the following individuals get AsMA-
level awards.
In fact, it was a record year for AsHFA members/Facebook Friends to be recognized at the AsMA lev-
el! :
Dr David Schroeder-- Bauer Award
Dr Mica Endsley (USAF Chief Scientist at the time and AsHFA Facebook friend)-- Gillingham Award
Col Don White (USAF, ret)-- Goldenrath Award
Dr Tom Nesthus-- Longacre Award
Dr Susan Jewell-- Marvinght Award
LtCol Brian Musselman-- Moseley Award
Congratulations to all of our 2015 AsMA Award Winners!
AsHFA 2016 Awards Announcements
- Henry L. Taylor Founder's
Award for outstanding leadership in the field of Aerospace Human Factors
- William E. Collins Award
for an outstanding publication in the field of Aerospace Human Factors
- Stanley N. Roscoe Award
for an outstanding graduate dissertation in the field of Aerospace Human
Factors
Henry L. Taylor Founder’s Award is AsHFA's highest honor and is awarded annually in
(Continued on page 5)
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recognition for outstanding contributions in the field of Aerospace Human
Factors. The University of Illinois’ Institute of Aviation established an endowment for the AsHFA to fund
the Henry L. Taylor Founder’s Award and presents the recipient with a $500.00 honorarium. In addition
to receiving the honorarium, the selected recipient is expected to provide a presentation at the annual
AsHFA Awards Luncheon during the AsMA Scientific Meeting the year following their award announce-
ment. Nominees should excel in the field of Aerospace Human Factors via at least one of the following
criteria:
(1) research and publications;
(2) special original contributions (e.g., equipment, techniques, and
procedures); or
(3) general leadership in the field (e.g., teacher, director of
laboratory, officer of scientific societies, etc.). The list of past recipients of this award is
a veritable "Who's Who” in the Aerospace Human Factors area of
regard. Nominations require a letter of nomination and a curriculum vitae.
William E. Collins Award is presented for the “Outstanding Aerospace Human Factors Publication of
the Year” for work completed during the previous calendar year (2015). The award recipient will re-
ceive a plaque (for the first author, certificates for the coauthors) and an honorarium of$500.00. At
present, publications considered for the William E. Collins Award are limited to peer reviewed papers
and do not include books, book chapters, proceedings, technical reports, abstracts, or presenta-
tions. Note: any journal publication may be considered, not just our “blue” journal. Criteria for judging
the publication award include (1) scientific quality (i.e., significance of the problem, innovativeness of
the approach, review of related research, effectiveness of the research design and analysis, interpreta-
tion of results, and clarity of writing); (2)relevance to advancing the scientific field of human factors; and
(3) utility and ease of application to practitioners in the field of human factors. This year’s nominations
must have appeared in print between January 1, 2015 to December 31, 2015.
Nominations require submission of a copy of the article.
We ask our AsHFA Membership to help identify high quality articles for consideration.
Stanley N. Roscoe Best Dissertation Award is presented for the best Doctoral Dissertation written in a
research area related to the field of Aerospace Human Factors. The award recipient will receive a
plaque and an honorarium of $500.00. To be eligible for the 2015 award, the dissertation must have
(Continued from page 4)
(Continued on page 6)
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been completed and accepted by the sponsoring department between October 1,
2014 and September 30, 2015.
Criteria include: (1) significance of the problem and innovativeness of the ap-
proach; (2) review of related research; (3) effectiveness of the research design and
analysis; (4) interpretation of results; (5) theoretical and practical value of the
work; and, (6) clarity of writing.
Nomination requires a letter of recommendation from the thesis advisor or com-
mittee chair and a copy of the dissertation. Please contact me if you know of an
eligible dissertation for the Stanley N. Roscoe Award.
I am soliciting a wide variety of Departments far and wide to find a pool of solid
submissions.
Please contact me for an Award Submission Form.
Thank you,
Dwight
Dwight Holland, MD, PhD
Past-President/Awards Chair
FAsHFA, FAsMA, FRAeS
(540) 761-1576
(Continued from page 5)
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Introducing…
Keith Ruskin, MD
AsHFA Human Performance Chair and Member-at-Large
Keith Ruskin, MD received a degree in Biology and Biotechnology from Worcester Polytechnic Insti-
tute and an MD degree from the University of Miami. Dr. Ruskin completed his residency in anesthe-
siology at NYU Medical Center and remained there as a faculty member for three years. After twenty
years at Yale University School of Medicine, he recently moved to the University of Chicago, where he
is Professor of Anesthesia and Critical Care. Dr. Ruskin is Chair of the Aerospace Human Performance
Committee, Member at Large on the Aerospace Human Factors Association Board of Directors, Past
Chair of the Anesthesia Quality Institute, and an Associate Fellow of the Aerospace Medical Associa-
tion. Dr. Ruskin’s primary academic interests are human performance, quality and safety, neurosurgi-
cal anesthesiology, and medical informatics. He was a designated aviation medical examiner in the
New England region, and hopes to have his designation transferred to the Great Lakes region. He has
published numerous articles on human performance and information technology, and has recently
completed a book on medical quality and safety.
8
AsHFA Fellows
Albery, William
Alkov, Robert
Annicelli, Lance
Antuñano, Melchor
Austin, Frank
Bailey, Larry
Belland, Kris
Bellenkes, Andrew
Billings, Charles
Brinkley, James
Brown, Cynthia
Caldwell, John
Caldwell, J. Lynn
Chelette, Tamara
Choisser, Donald
Cohen, Malcolm
Collins, William
Cowings, Patricia
Della Rocco, Pamela
DeVoll, James
Draeger, Joerg
Ercoline, William
Fraser, William
Guzy, Lawrence
Hackworth, Carla
Hancock, Peter
Hoffman, Ronald
Holland, Dwight
Hrebien, Leonid
Jones, David
Kakimoto, Yukiko
King, Raymond
Lederer, Jerome
Lilienthal, Michael
Manning, Carol
Martindale, Valerie
Mertens, Henry
Miller, James
Montgomery, Robert Jr.
Musselman, Brian
Neri, David
Nesthus, Thomas
Pongratz, Hans
Ricaurte, Eduard
Rohles, Jr. Frederick
Saboe, Gerald
Samel, Alexander
Schroeder, David
Shappell, Scott
Shender, Barry
Singer, Timothy
Taylor, Henry
Tripp, Lloyd
Voge, Victoria
Webb, James
Welch, Robert
Wiegmann, Douglas
White, Stanley
White, Donald
Wilson, Glenn
Past AsHFA Presidents
Dwight A. Holland (2014-15)
Cynthia E. Brown (2013-14)
Valerie Martindale (2012-13)
William B. Albery (2011-12)
Lloyd Tripp (2010-11)
Carla Hackworth (2009-10)
Larry L. Bailey (2008-09)
Ronald B. Hoffman (2007-08)
James R. DeVoll (2006-07)
Raymond E. King (2005-06)
David F. Neri (2004-05)
Douglas A. Wiegmann (2003-04)
Thomas E. Nesthus (2002-03)
Scott A. Shappell (2001-02)
Pamela S. Della Rocco (2000-01)
Robert S. Kennedy (1999-00)
Henry W. Mertens (1998-99)
Andrew H. Bellenkes (1997-98)
Carol A. Manning (1996-97)
Kent Kimball (1995-96)
David J. Schroeder (1994-95)
David Jones (1993-94)
Malcolm Cohen (1992-93)
Henry L. Taylor (1990-92)
9
New/Sustaining/Returning Members
Since May 2015
NEW MEMBERS
Basma Albannai, MD, MS
4450 Buckeye Lane, Apt 321
Beavercreek, OH 45440
937-929-0422
Pinar Atakan Birler, MD, MPH, PhD
Ispartakule cad. Mesa Nurol Zam-
baklibahce
B4 Blok Daire 4 Bahcesehir/Basaksehir
Istanbul
Turkey 34488
+90 536 378 3678
Stefan McAllister, MS, MSPH
1765 Mountain Shadow
Stone Mountain, GA 30087
404-290-5364
David P. Millett, MD, MPH
FAA
106 Oakdale Avenue
Peachtree City, GA 30269-3626
770 487 0275
Jean Page, MSc
HF Lead Technologist
BAE Systems
Preston
PR4 1AX
England U.K.
+44 1772 859120
Hussain Pervaiz MS
Flight Surgeon/Aerospace Medicine
Dubai
P.O. Box 454631
United Arab Emerates
971 50 5582493
Michael D. Reddix, PhD
Senior Research Psychologist
440 Thomas Dr
Springboro OH 45066
937-938-3875
Jose felipe Vasquez-Moquillaze
Aerospace Medicine Specialist
Calle Los Halcoues 263
Apt 201
Surquillo, Lima L034
Peru
+51 959 22 1952
+51 1 441 4346
SUSTAINING MEMBERS
Lt David Rozovski, PhD
Sustaining Member
Aerospace Experimental Psychologist
4718 Northern Dancer Way
Orlando FL 32826
471 241 4067
Dujuan Sevillian, MS
Sustaining Student Member
HF Engineer-Boeing
1915 Second Avenue
Apt 2202
Seattle, WA 98275
386 846 9293
Frederick Tey, PhD
Sustaining Member
Experimental Psychology
27 Medical Drive #09-00
Singapore 117510
Republic of Singapore
65 6485 7139
William G. Volante
Sustaining Student Member
2038 Corner Meadow Circle
Orlando, FL 32820
352-328-5516
RETURNING MEMBERS
Patricia Barrientos, PhD
Angus Rupert, PhD
Robin Low, MD
Geoff McCarthy, PhD
10
BOOK REVIEW By
President Elect Don White
Reviews of Human Factors and Ergonomics; VOL-
UME 9: Human Performance in Teleoperations and
Beyond, Edited by David B. Kaber, PhD, CHFP.
Published by the Human Factors and Ergonomics
Society.
The editor, David B Kaber, is a
professor in the Edward P. Fitts
Department of Industrial and
Systems Engineering (ISE) at
North Carolina State University
and serves as an associate facul-
ty member in the Departments
of Biomedical Engineering and
Psychology. He is also director
of the ISE Ergonomics Laboratory and a NIOSH-
sponsored Occupational Safety & Ergonomics Train-
ing Program. Dr. Kaber’s research background is in
human-automation interaction with a focus on robot-
ics and transportation systems.
Each review in each volume of Reviews of Human
Factors and Ergonomics Series covers a specific top-
ic of timeliness and importance for human factors
and human factors engineering researchers and prac-
titioners. Volumes are broader in scope than hand-
books and deeper in detail than encyclopedias, and
they include both discipline-specific and problem-
oriented chapters.
Reviews of Human Factors and Ergonomics Volume
9 is the second volume in this series and focuses on
human performance with teleoperation systems and
human-robot interaction (HRI) in complex and con-
temporary applications of robotics. Jointly, the chap-
ters highlight the persistent need for human-in-the-
loop control of remote robot operations in unstruc-
tured and highly dynamic environments and tasks, as
well as substantial progress made in teleoperation
technologies for specific applications. The various
domains of study include: space telerobotics, tele-
operation systems for micro and nanoscale environ-
ments, (e.g., drug molecule development and cellular
manipulation), humanoid robots for the elderly and
special population assistance, and telepresence robots
for video conferencing and remote social interaction.
All application-focused chapters identifies lessons
learned from existing systems, systematic design ap-
proaches for new systems, and design guidelines for
improvements in teleoperation performance. Theoret-
ical topics presented include modeling human perfor-
mance in HRI applications and human control of
multiple robots and unmanned vehicles in, for exam-
ple swarm applications. The thoughts on teleopera-
tions presented in Volume 9 are unique, refreshing
and practical relative to highly constrained applica-
tion of artificial intelligence in robotics for human
cognitive task performance. For artificial intelli-
gence professionals specifically in robotics for hu-
man cognitive task performance I would recommend
this book.
—————————————————————-
Reviews of Human Factors and Ergonomics; VOLUME 9: Human
Performance in Teleoperations and Beyond
Contents
Preface
David B. Kaber
Chapter 1. Space Telerobotics: Unique Chal-
lenges to Human-Robot Collaboration in Space
Terrence Fong, Jennifer Rochlis Zumbado, Nan-
cy Currie, Andrew Mishkin, and David L. Akin
Chapter 2. Haptic Feedback in Teleoperation in
Micro- and Nanoworlds
(Continued on page 11)
Prof. Kaber
Reviews of Human Factors and Ergonomics is pub-lished for HFES by SAGE Publications. To order the online version, contact SAGE, 2455 Teller Road, Thousand Oaks, CA 91320; [email protected]; phone: 1-800-818-SAGE (7243); fax: 805-375-1700.
ISBN 978-1-4833-5193-3
6 x 9 inches, 303 pages
11
Aude Bolopion, Guillaume Millet, Cécile Pacoret,
and Stéphane Régnier
Chapter 3. Modeling Human Performance for
Human-Robot Systems
Caroline E. Harriott and Julie A. Adams
Chapter 4. Human Interaction With Multiple Re-
mote Robots
Michael Lewis
Chapter 5. Teleoperation and Beyond for Assis-
tive Humanoid Robots
Michael A. Goodrich, Jacob W. Crandall, and
Emilia Barakova
Chapter 6. Design Challenges and Guidelines
for Social Interaction Using Mobile Telepresence
Robots
Katherine M. Tsui and Holly A. Yanco
Index
(Continued from page 10)
Call for AsHFA Fellow Nominations By Leon Hrebien
It is that time of year when we solicit our membership to submit nominations of our colleagues for AsH-FA Fellowship. The Aerospace Human Factors Association has many accomplished and productive mem-bers who are deserving of this honor based on their outstanding contributions to AsHFA and/or notewor-thy performance in the field of Aerospace Human Factors. All newly elected Fellows will be introduced and recognized at the AsHFA Annual Business Meeting in May To be eligible for nomination as an AsHFA Fellow, the nominee must:
have been a member of AsHFA for at least five years, have had a minimum of five years work experience related to Aerospace Human Factors, have been nominated by a member or Fellow of AsHFA, and
12
Pilots Say Drones Are Threat to Medical Helicop-ters
Medical helicopter pilots are concerned that drones could cause problems for emergency calls.
Gary Colecchi is a helicopter pilot for Cook Chil-dren's Medical Center in Fort Worth. Just like many pilots, he has a lot of concerns about drones flying near his helicopter.
"We fly with a single pilot," said Colecchi. "If a drone
takes me out, it's pretty much going to be cata-
strophic."
Last July that could have happened. A medical heli-
copter pilot spotted a drone flying around the heli-
pad at Cook Children's Medical Center. The helicop-
ter was grounded for about 45 minutes until the
airspace was clear.
"If I'm going to a location and there is a patient and
there's a drone in the area, I will abort the landing
and probably return to base," said Colecchi.
Colecchi has never had to make that call. But it's
only a matter of time with the growing trend of peo-
ple using drones.
"The stress is always there no matter what we're
doing," said Colecchi. "Drones are an increasing
problem that we're seeing every day now."
Reported drone encounters have tripled over the
last year. So far in 2015, the Federal Aviation Ad-
ministration reports there were more than 700
manned aircraft and drone encounters nationwide.
In 2014, there were only 238.
The FAA is planning to require owners to register
their drone. The administration expects about
700,000 drones to be sold between now and the
end of the holiday season.
"Drones are here and they're here to stay," said
Colecchi. "We have to adapt, we have to learn to
share the air space, rules and regulations, and eve-
rybody can have fun. I can fly my patient safely and
they can have fun."
http://www.nbcdfw.com/news/local/Pilots-Say-
Drones-Are-Threat-to-Medical-Helicopters-
346271392.html
NEWS: 15 December 2015 FAA regulates drones,
requires registration. The Academy of Model Aero-
nautics, the US representative to the Fédération
Aéronautique Internationale Aeromodelling Com-
mission, was involved in the regulatory planning.
More information about FAI and that AMA here:
http://www.fai.org/ciam-about-us/ciam-
organisation
http://amablog.modelaircraft.org/
amagov/2015/12/16/amas-voice-gains-national-
exposure/
February 2016 Volume 25 Issue 4
The Aerospace Human Factors Association Newsletter
13
Aerospace Human Factors Association welcomed in Bogota
Three members of AsHFA participat-
ed in the 1st International Seminar
on Mental Health in Aviation, Bogo-
ta Colombia, October 26-28, 2015.
Pictured here are Drs. Ray King, John
Caldwell, and Thomas Nesthus and
AsMA members Drs. David Powell
and Consuelo Gonzalez Guzman.
(Continued on page 19)
The Galactics and Friends!
14
They’ve been promising us flying cars since The Jetsons. I want
my flying car...but perhaps a jetpack will suffice.
Excerpted from The Guardian, 14 November 2015
New Zealand-based Martin Aircraft Company’s flagship product is an unconven-
tional flying machine: a jetpack that might seem like a prop from a sci-fi movie,
were it not for the fact that it’s well on the road to commercialization.
In October, New Zealand’s civil aviation authority cleared the company’s Prototype
12 model jetpack for manned flights. The fan-propelled jetpack, when shown in
June at the Paris Air Show, could soar almost 1,000 meters and fly up to half an
hour. The company’s jetpacks are expected to become commercially available some-
time in the second half of 2016.
The jetpack’s development is one example of the big ideas and big bets being made (Continued on page 15)
The Martin Jetpack
15
across transportation-focused enterprises, where companies like Martin Aircraft are racing to the far edges of what’s possible. We live on the precipice of a time when cars will be “fully autonomous in the long term”, according to TeslaCEO Elon Musk. In a call with electric vehicle shareholders this month, he gave it 15 to 20 years.
There are plenty of other transportation entrepreneurs with similarly imaginative plans of their own, from spaceships that make suborbital flights to aircrafts that take off and land vertically.
The Guardian reached out to a few of these innovators to get a sense of where the fu-ture of transportation is headed. We asked how they’re addressing the inherent tech-nical challenges and why they decided to get into this space in the first place. What we found is strong optimism for a near future where strapping on a jetpack could be as normal as getting behind the wheel.
Martin Aircraft CEO Peter Coker knows his business might appear to be built on a fantastically improbable vision.
“It was my son who persuaded me to join the company,” Coker said, despite the chal-
lenges. “We were on holiday, and my son, who works for a boutique investment com-
pany in London, rightfully pointed out: ‘Why wouldn’t you want to be involved in the
biggest change in aviation in the last century?’”
In a hurry to get their jetpacks to market, 2015 has been something of a defining year
for the company, which has in recent months been locking up agreements, partner-
ships and showing off the design to potential customers. It has expanded to 53 peo-
ple across 13 nationalities and is listed on the Hong Kong stock exchange.
Describing the future of jetpacks, Coker envisions a “highway in the sky” or a “fourth
dimension of transport”, where the average person can rapidly travel from one point
to another.
“We quickly realized the utility around something like this is greater than it being
just a personal jetpack,” said Coker, a former Lockheed Martin executive. “We also
see an opportunity in the commercial sector – for oil and gas, mining and farming.”
The concept of a flying jetpack might sound like a hard sell to dubious investors and
perhaps a bridge too far for potential partners and customers. But Coker says just
seeing the thing can help clinch a sale. When his company shows a picture or video
of the concept or presents a prototype in action, Coker says it “immediately triggers
(Continued from page 14)
(Continued on page 16)
16
the dream I had when I was a kid”. In some ways, he says, getting that buy-in is the
easy part.
It’s certainly less complicated than surmounting the inherent technical challenges
that come with building a system that includes a gas engine and two fans that provide
the needed lift.
“When you take people through the philosophy of how it operates – like all good in-
novations, it’s a complicated delivery that looks simple – they get it,” Coker says.
“They get the utility of it, and every time we go present it somewhere, someone also
comes up with some different way to use it.”
(Continued from page 15)
The full article is available on The Guardian web site:
http://www.theguardian.com/technology/2015/nov/14/transportation-tech-
entrepreneurs-martin-elio-xcor-xti-next
The company’s web site, which includes some quite involved videos of flight testing:
http://www.martinjetpack.com/
Editor’s note: One problem that may be insurmountable is noise pollution. There are re-
markably few quiet places left on earth, and any real deployment of these will drown out
everything naturally audible. Much of biodiversity is dependent on acoustic communica-
tion, and regulatory issues for acoustic content will have to be considered in licensing of
locally used personal flight equipment. –DK
17
Pilot errors preceded US Airways flight 1702 crash: NTSB Report
National Transportation Safety Board documents confirm that pilots of US Airways flight 1702 failed to enter required takeoff information into the aircraft's flight computer prior to a March 2014 crash in Philadelphia.
The documents, released in recent weeks, also show that the carrier has since updated its pilot hand-book to address issues highlighted by the safety regulator.
The documents include only factual reports, and not a finding of probable cause, which will be includ-ed in the NTSB's final report.
The pilots of the aircraft, an Airbus A320 registered N113UW, performed a high-speed rejected takeoff at about 18:30 local time, causing the nose gear to collapse.
The aircraft skidded to a stop along the runway, and passengers exited via emergency slides, notes the NTSB.
None of the 149 passengers or five crew sustained injuries, according to the NTSB. However, at least one passenger filed a suit against the carrier seeking damages for a shoulder injury.
Documents trace the accident to the pilots' failure to enter correct takeoff information into the flight computer after they selected a new runway on the multi-purpose control and display unit (MCDU).
American Airlines, which merged with US Airways, did not immediately comment.
According to the NTSB, prior to the flight the first officer manually entered Philadelphia's Runway 27R into the flight management computer, even though they intended to takeoff from Runway 27L.
The captain, who had nearly 4,500h in Airbus narrowbodies, noticed the discrepancy while taxiing, and the first officer corrected it, according to the NTSB.
That change prompts the pilots to re-enter takeoff performance data, like V-speeds and flex tempera-ture, which the computer uses to calculate engine thrust.
The pilots, however, did not enter the figures despite a message reading "CHECK TAKE OFF DATA", ac-cording to the NTSB.
Without those figures, the computer also does not display V-speeds on the primary flight display, doc-uments show.
Now on the runway, the captain advanced the throttles to the flex thrust setting, and the aircraft accel-erated.
At about 80kt, a computer voice warned "Retard", and the aircraft's computer issued the message "ENG THR LEVERS NOT SET".
"Thrust is not set," said the first officer.
"The thrust is set," replied the captain, continuing the takeoff roll.
18
AsMA Council Annual Meeting highlights
1. There will be an early bird rate for registration fees for members from 1 Jan through 31 Jan. The regular advance registration fee for members will be $430, but during the month of January the early bird registration fee for members will be $355. Only caveats are you have to be a mem-ber of AsMA, it has to be made during the month of January, and you have to pay the amount in full, i.e. no split/partial payments. This is a pretty good deal and Jeff hopes many will take ad-vantage of it.
2. The per diem room rate for Atlantic City for the AsMA Scientific Meeting will be $97 plus tax. Self parking will be free, but if you want valet parking there will be a one-time $10 fee.
3. The ASMA Executive Director asked each constituent organization to seriously consider moving as many meetings as possible to either Sunday or Friday. The plan is to have the usual Sunday Council meeting completed by 2:00pm, leaving the time period 2:00 - 6:00 pm open for constitu-ent organization meetings. The overall intent is to eliminate conflicts between constituent meetings and scientific sessions. Jeff realizes some meetings may not be able to move to Sunday or Friday, but he asks that we seriously give it some consideration this year. This does not apply to our Wed luncheon. Friday is an option in that Harrah's has made their entire facility available to us that day as well. AsMA will have full run of the place.
4. Another good deal! Harrah's is allowing us to bring in our own AV equipment!! This is a HUGE improvement over what we had to live with in the past. That means we won't have to pay exorbi-tant fees if we want to have AV available for our luncheon speaker.
Colonel Donald J. White, USAF(Ret), FRAeS, FAsHFA, FAsMA
19
Aerospace Human Factors Association welcomed in Bogota (continued)
Drs. Thomas Nesthus and Ray King were invited to deliver scientific presentations during the “1st Internation-
al Seminar on Mental Health in Aviation,” which was held in Bogota, Colombia at the Movich 26 Hotel, Octo-
ber 26-28, 2015. The main objectives of the seminar was to promote the exchange of operational experience
among the international aeromedical community, to advance the skills and knowledge on mental health and
fatigue issues in aviation, and to improve worldwide aviation safety and prevent operational events related
to human factors.
Approximately 250 participants attended the meeting from the aviation industry including medical and safety
personnel, pilots, flight attendants, air traffic controllers, and the Colombian military.
Dr. Nesthus specifically addressed fatigue in aviation operations and details of the U.S.’s new 14 CFR part 117
Flightcrew Member Duty and Rest Requirements, while Dr. King spoke on methods of mental health assess-
ment, mainly by using psychological testing, in the selection of aviators.
Dr. David Powel (New Zealand) talked about operational use of Fatigue Risk Management Systems and Dr.
John Caldwell (U.S.) presented workshop materials on Fatigue in Aviation.
(Continued from page 13)
20
AsMA and AsHFA Presence at SPACECOM, Houston, November 2015
21
AsMA and AsHFA
at SPACECOM, Hou-
ston, November 2015
22
Introduction of 2015 AsHFA Fellows
John A. Caldwell
J. Lynn Caldwell
Peter A. Hancock
Eduard M. Ricaurte
Gerald W. Saboe
Barry S. Shender
Nominations/Elections Results (E. Ricaurte)
2015 Award Announcements (C. Brown):
Henry L. Taylor Founder’s Award: Annette L. Sobel, M.D., M.S., FAAFP, FAsMA, P.E.
Stanley N. Roscoe Award: John Paul McIntire
William E. Collins Award: Jeffery K. Hovis, Ph.D.
23
Risks From In-Flight Pilot Error Persist
(requested for inclusion by Eduard Ricuante)
Eurocontrol study finds quarter of pilots fail to take cor-
rect action when alarms go off
Tegel Airport in Berlin. The Eurocontrol study examined
data from 800 incidents in European airspace last year.
By ANDY PASZTOR: Wall Street Journal 10 December
2015
Pilots responding improperly to midair-collision alarms
pose one of the top safety risks for airline passengers
across Europe, according to studies by the regional au-
thority that show little improvement in addressing the
danger.
One-quarter of cockpit crews who received such com-
puter-generated emergency warnings failed to take the
correct evasive action, according to data from some 800
incidents in European airspace last year.
Reacting to such commands, which typically pop up less
than 30 seconds before a possible collision, roughly 8%
of pilots did the opposite of what the technology com-
manded, such as pulling the plane up when the alert
told them to push it down. Another 17% climbed or de-
scended too slowly or too quickly, according to analyses
by Eurocontrol, which handles and coordinates Europe-
an air traffic.
Individual airlines and locations weren't disclosed, but
all the events occurred outside airport radar coverage.
Improper pilot responses rose to 36% for follow-up
alerts, according to Tzvetomir Blajev, the Eurocontrol
official who headed the study. Results from previous
years were comparable.
None of the close calls analyzed led to accidents, but
"the number of improper responses is concerning," Mr.
Blajev said in an interview. "We are looking for more
information to start safety-improvement actions."
Findings from recent studies in the U.S. or elsewhere
haven't been disseminated, so it isn't possible to com-
pare regions. Based on historical data buttressed by re-
cent but limited anecdotal information, some safety
experts estimate the error rate to be comparable.
Business jets also are equipped with comparable warn-
ing systems, but the performance level of those pilots is
even less clear.
In a separate, detailed analysis of dozens of the most
serious European midair close calls in 2014, Eurocontrol
concluded that only sheer luck prevented two from end-
ing in tragedy.
"The normal safety barriers broke down completely"
partly due to pilots' failures to respond properly, ac-
cording to Mr. Blajev, who directs the agency's safety-
improvement initiatives.
Further efforts are under way to determine factors in-
fluencing cockpit reactions, he said.
Some independent safety experts believe pilot compla-
cency and undue reliance on cockpit automation are
major reasons behind the slip-ups. "When something
really goes wrong, crews may not be ready to respond
emotionally, or otherwise," according to consultant
Robert Matthews, a former U.S. Federal Aviation Ad-
ministration safety analyst.
The rate of pilot errors in avoiding potential midair colli-
sions in Europe was disclosed at an international safety
conference in Miami Beach in November.
The Eurocontrol study was based on data drawn from
just 13 radar facilities, a small portion of those in the 42
countries whose airspace Eurocontrol handles or coordi-
nates. It involved an average of 120 incidents each
month, indicating that such incidents likely occur thou-
sands of times each year throughout Europe.
Risks From In-Flight Pilot Error Persist (Continued on page 24)
24
(continued)
A spokesman for the European Aviation Safety Agency, the region's safety regulator, didn't have any immedi-
ate comment.
Years before the Eurocontrol study, Airbus Group SE opted to equip its A380 and A350 jets with technology to auto-
matically put the planes into the appropriate climb or descent trajectory, without any pilot action. The company incor-
porated the technology partly out of concern that pilots would react too slowly or otherwise incorrectly to warnings.
Crews are trained to respond within a few seconds.
Current collision-avoidance systems, called TCAS or ACAS, have dramatically reduced the specter of midair crashes
world-wide.
When onboard computers determine two aircraft are on a potential collision course, they issue a general warning fol-
lowed by a more urgent and specific alert called a resolution advisory. That shows up on the instrument panel, typically
depicting the other plane in red and instructing pilots to immediately climb or descend.
The start and duration of such advisories depends on variables including altitude, closing speed and pilot reactions.
Computers on opposing planes communicate with each other during maneuvers and can adjust the warnings they is-
sue, with the goal of ensuring pilots maintain a safe vertical separation of at least 300 feet. Pilots are informed once the
danger passes.
The automated commands "should always be followed precisely by flight crews, that's the firm policy of Eurocontrol,"
according to Mr. Blajev.
In the U.S., pilots and regulators say aviators have somewhat greater leeway to adjust responses, based on their judg-
ment, specifics of the situation and whether crews are able to clearly see the other plane or know its intentions.
Yet the systems aren't foolproof, because equipment failures or pilot mistakes have resulted in several high-profile
tragedies since the 1990s. One of the most dramatic crashes occurred in 2002 over European airspace, when a DHL Inc.
cargo jet collided with a Russian-built charter plane carrying dozens of teenage tourists, resulting in 71 fatalities.
http://www.wsj.com/articles/risks-from-in-flight-pilot-error-persist-1449783996
(Continued from page 23)
25
Crash in my home town: Train for the flight, then fly the training.
by David Kazdan, MD, PhD Commercial/instrument ASEL AsHFA Newsletter editor On 25 August 2014, four undergraduate stu-
dents of Case Western Reserve University in Cleve-land, Ohio were killed in a Cessna 172R crash. The CWRU community still mourns its loss and discusses the crash. The National Transportation Safety Board final report was recently issued; all material here is excerpted from it unless stated as author’s opinion.
The 19 year old pilot had invited three other stu-
dents on a night sightseeing trip to the Lake Erie is-land, about a 55 nautical miles straight-line distant, 65 nm if staying within overwater regulations. The pilot and one passenger were second-year students; the other two were first year students trying to gain admission to the sophomores’ fraternity. The air-craft had rated cruise speed of 105 knots.
The pilot had qualified for his private pilot’s cer-
tificate about a year earlier. In rough numbers, the pilot had 110 hours logged, mostly in Cessna 172s, when he joined the flying club the summer before the crash, and he logged about 12 hours during the that year. His medical certificate was current and without restrictions. The report does not discuss logged total or recent night hours, nor the pilot’s night passenger-carrying currency.
The airplane, kept at Cuyahoga County Airport
(KCGF), was reserved on the club’s internet reserva-tion system at 2030 local time for a four hours peri-od. Pilot and passengers were seen on the ramp boarding at about 2100; the airplane was seen idling on the taxiway for 30 minutes, then the pilot called ground control for taxi clearance. He reported poor radio reception, read back the clearance correctly on ground’s repeat transmission, and began to taxi. He began taxiing to the wrong end of the (only) run-way. He was corrected. He turned around and tax-ied to the runup area.
At about 2200, the pilot called the control tower
and requested takeoff clearance, was given clear-ance for runway 6, and told the control tower oper-ator that sightseeing to the east was planned (the
islands are west). The airplane took off and the pilot promptly reported poor climb performance to tow-er, requesting return to the airport. He was cleared for landing, began a crosswind turn, and crashed.
The aircraft had total time of about 6000 hours;
the engine about 3,700 hours with time since facto-ry overhaul about 2,100 hours. National Transporta-tion Safety Board (NTSB) estimation from fueling and flight records showed approximately 36 gallons of fuel on board at the accident takeoff.
Weather conditions reported at the departure
airport at 2200 were wind from 140 at 10 knots; visi-bility 10 miles; clouds 3,500 ft. scattered; ceiling 20,000 ft. broken; temperature 24 degrees Celsius; dew point 20 degree Celsius, and altimeter 30.09 inches of mercury. Records indicate that there were three computerized weather briefing requests from N4207P on the day of the accident. All three were for flights from CGF to 89D (Kelley’s Island Land Field Airport, Kelley’s Island, Ohio). The first two briefings were logged at 1609:04 and 1609:19. Those briefings had a proposed departure time of 2030. The third briefing was at 2024:06 with a proposed departure time of 2100.
The FAA's Civil Aerospace Medical Institute per-
formed forensic toxicology testing on specimens from the pilot with negative results for drugs and alcohol.
Witnesses who were with the pilot and passen-
gers before the flight stated the pilot asked two of the passengers how much they weighed. One wit-ness recalled that the passenger who would become the right front seat passenger stated he weighed 200 pounds. The witness stated the pilot performed some calculations in his head and indicated that he believed they would be below the weight limit for the airplane. Three iPhones were located in the wreckage. One of the iPhones was able to be ac-cessed and it was sent to the NTSB Vehicle Recorder Division for examination. The iPhone was owned by one of the passengers. At 20:33:01, a text message first referenced the flight. Text messages continued with the same recipient until 21:37. The messages discussed a destination of Kelley's Island; a half hour flight each way for a total flight time of one hour; and the possibility of further communication about the flight using Snapchat. At 21:49, a 10-second vid-
26
eo was taken from the back right passenger seat while the aircraft was taxiing. The video panned from the right exterior of the airplane to the forward inte-rior. Persons were in both the left and right front seats. The person in the right front seat was not touching the flight controls. The person in the left front seat had both hands on the yoke. The flap han-dle was visible in the full up position.
The NTSB final report estimated the aircraft was
as much as 165.6 pounds over maximum weight and with center of gravity aft of approved limit. The Board’s Probable Cause statement includes:
The witness observations and the impact geometry are con-
sistent with the pilot failing to maintain adequate airspeed
while turning to return to the airport, resulting in the airplane
exceeding its critical angle of attack and experiencing an aero-
dynamic stall. A postaccident examination of the airplane and
engine did not reveal any anomalies that would have prevented
normal operation of the aircraft.Weight and balance calcula-
tions showed that the airplane was between 93.6 and 165.6
pounds over maximum gross weight at the time of the accident.
The decreased takeoff climb performance reported by the pilot
was likely due to the airplane’s over gross weight condition.
The family of one of the two freshman students
has filed lawsuits against the university fraternity, the flying club that rented the plane, the pilot’s es-tate, and the plane’s owner (who is the owner of the flying club).
Editorially, this was a tragedy for the pilots, pas-
sengers, families, and communities involved. I am a faculty member at CWRU and am asked about this accident with distressing frequency. It is hard to avoid the conclusion that this was a lapse in pilot-in-command judgment. A low-time, non-instrument rated pilot planned a night flight without calculating weight and balance. He then flew instead of making a good no-go decision. The aircraft was probably not
performing to its manufacturer’s specifications be-cause of age and hours of use if nothing else, as all FAA teaching material warns. The weather was clear but warm and humid. The pilot reported a problem with the aircraft (the communications radio) and made an error during ground handling. The pilot then took off at night, found himself dealing with un-familiar aircraft flight characteristics because of the overload and aft balance, and probably experienced a stall-spin accident trying to return to the airport.
I invite readers to attend the AsMA presentation
in April, “Training Issues for the Adolescent Student Pilot.” The first author is my sister, Hollis Muñoz, PhD; her degree work and career were in special ed-ucation and she is expert in issues of education and training for the learner with a neuropsychologically still-developing adolescent brain.
Fly and teach carefully. Reference: NTSB final report CEN14FA453
The Aerospace Human Factors Association A constituent organization of the Aerospace Medical Association
Newsletter
The accident aircraft as seen the morning after the crash.
27
AsHFA FACEBOOK and SOCIAL "STUFF" SITE REPORT
The Aerospace Human Factors Association website now has 450-plus people that are following it (LIKES),
up from less than 10 about 2 years ago. Our posts are being forwarded and SHARED generally on average
to 1,000 folks during the average week. People from all over the world are engaging with our website at a
steadily increasing rate, based upon the analytics.
Ilaria Cinnelli has been very active finding us really good material to post there, as have others that are
on our Editorial Board for the site. Keep those interesting posts and SHARES coming! Let me know if you
wish to be considered for the Editorial Board for this Facebook site.
BREAK-- now to another frequency....
As most of you know, an ancillary musical group has formed largely based from AsHFA/AsMA friends (and
named on Facebook as "The Galactics and Friends"). Several AsHFA members are a part of this diverse
band, and have played in Orlando, and Puebla for two aerospace medicine conferences. Dr Felix Porras
brought about 30 symphony musicians from Los Cabos, Mexico to play with some AsHFA Galactics mem-
bers for an evening program. And, several others from our community played with Oscar Dominguez for a
few songs at Cafe Frida in Puebla as well. The band's Facebook site is called "The Galactics and Friends"--
check it out if you have a minute.
If any AsHFA member plays an instrument, or sings (even background vocals), let me know at the email
address below and we will try to get you into a song or two in Atlantic City. We are developing a set list
now.
Thanks for the Facebook LIKEs for our pages, and keep those posts and comments coming!
Dwight
Dwight Holland, MD, PhD
FAsHFA, AsMA, FRAeS
AsHFA Facebook Site Administrator
Past-President AsHFA
28
Case Western Reserve University School of
Nursing Flight Nursing Updates
We mentioned in the last newsletter that CWRU has the na-
tion’s first civilian air-evacuation ambulance training simula-
tor. The following report by Celeste Adelfes on the school’s
summer program is excerpted from her article in Air Medical
Journal.
The Dorothy Ebersbach Academic Center for Flight
Nursing in Cleveland, Ohio holds an annual flight camp
designed for master’s degree nursing students in the
Acute Care Nurse Practitioner program, subspecializing
in flight nursing at the Frances Payne Bolton School of
Nursing at Case Western Reserve University. The week-
long interprofessional training is open to any healthcare
provider working in an acute care setting and focuses on
critical care updates, trauma, and emergency care within
the critical care transport environment. The camp, now in
its 13th year, aims to educate the current workforce with-
in the air-medical practice arena, provide an opportunity
for graduate nursing students to gain specialized training
in caring for critically ill and injured patients in unstruc-
tured environments, and serve as a continuing education-
al format for flight and transport personnel to review and
renew their air medical practice skills. Training is com-
prised of didactic lectures, surgical skill stations, and
high fidelity simulation. The camp concludes with a mass
casualty simulation in a natural synthetic environment
specific to air-medical practice.
This year, 29 graduate nursing students enrolled in a mas-
ter’s degree program from Puerto Rico attended flight
camp. The majority of these students work in the emer-
gency and critical care areas in Puerto Rico. Although
the Emergency Department in Puerto Rico sees and cares
for trauma patients, there is no formal trauma training
program. Further, the country only has one rotor-wing air
medical transport service at the Puerto Rico Medical
Center in San Juan.
Summer camp 2015, consisted of 28.5 continuing educa-
tion hours: 17.5 hours of didactic, 4 hours of skills, 4
hours of simulation, and 3 hours dedicated to a disaster
drill. The medical day included topics on acute coronary
syndrome, cardiogenic shock, sepsis, acute respiratory
distress syndrome, aortic syndromes, ventilator manage-
ment, pediatric emergencies, OB emergencies, and criti-
cal care pharmacology. The trauma day included lectures
on managing neurologic, thoracic, and pediatric traumas,
managing the burn patient, flight physiology, land zone
training, and environmental medical emergencies of hy-
pothermia, drowning, and mass casualty. The skills day
included airway management, ultrasound, chest decom-
pression, as well as central and arterial line insertion. The
disaster drill focused on triaging and managing tornado
victims and allowed flight camp participants to apply
their knowledge and skills learned from the camp’s lec-
tures, labs, and simulation.
New to the Dorothy Ebersbach Academic Center for
Flight Nursing and flight camp this year was the addition
of a high fidelity, medically configured, helicopter simu-
lator for critical care transport training. This is the na-
tion’s very first fully articulating high fidelity helicopter
simulator; built inside the frame of an actual Sikorsky S-
76 helicopter. The simulator has been a tremendous
learning tool, providing faculty with a structured environ-
ment for training related to stressors of flight, patient
packaging, radio communication, crew resource manage-
ment, and situational awareness.
A large portion of summer camp this year was dedicated
to trauma and critical care transport within the helicopter
simulator to meet the learning objectives of our partici-
pants from Puerto Rico. Students were first briefed on
the safety and use of the helicopter simulator. The simu-
lator was used to run students through various in-flight
patient scenarios, giving them a firsthand experience of
how the unique environment of flying can affect the plan
of care. Students were presented with critical care
transport scenarios and asked to determine a plan of care
for the patient based on their knowledge and experience.
Participants soon discovered that their basic, primary as-
sessment skills they rely on in the hospital setting, were
not always applicable in the back of a helicopter, due to
sound, vibration, and movement. Faculty were able to
observe and evaluate participant’s ability to manage the
patient, provide prompts, and re-direct as needed with the
aid of two interior mounted GoPro cameras and the abil-
ity to communicate via aviation headsets. Recording the
in-flight simulations gave faculty the ability to review
and debrief scenarios with students, optimizing their
learning experience.
29
Spatial disorientation over-whelmed Kazan 737 crash crew
Spatial disorientation could have led the pilots of an ill-fated Tatarstan Airlines Boeing 737-500 to per-ceive that the aircraft was flying inverted as it dived towards the ground. The crew had been attempting a go-around, in dark-ness, at Kazan on 17 November 2013. Russia's Interstate Aviation Committee (MAK) says the captain probably had the impression that the missed approach was being conducted automatical-ly, not realising that the autopilot had disengaged. This impression might have arisen, it states, because the underslung engines of the 737 would have gen-erated motion similar to that created by an automat-ed go-around. The first officer had been pre-occupied and was not monitoring the aircraft's parameters during the ini-tial phase of the go-around. For the first 25s of the go-around the captain made no definite control inputs. Flight-data recorder infor-mation shows the first evidence of specific action came just 18s before impact, the captain pushing forward on the control column as the aircraft's pitch increased to 25°. The 737's nose lowered but the captain continued to push on the column, putting the aircraft into a 20° nose-down attitude at 2,200ft above ground - the jet having breached the height specified for the go-
around procedure. It began descending at more than 5,000ft/min. Analysis by the UK's Air Accidents Investigation Branch, aimed at assessing the effect of somato-gravic illusion, concluded that the crew could have perceived that the aircraft had inverted as it transi-tioned rapidly from climb to descent. MAK adds that this sudden change could have mo-mentarily generated a disorientating sense of weightlessness, causing loose items as well as dirt and dust to float freely in the cockpit. Simulation of the accident indicates that the last possible chance to recover from the dive passed about 5s before impact, when the aircraft was at a height of around 1,900ft and pitched 40° nose-down. The aircraft would have lost around 1,600ft in such a manoeuvre and been subjected to forces of 3-3.5g, but could have pulled out of the dive about 200-300ft above the ground, says MAK. But the loss of situational awareness by the crew, and the possible influence of somatogravic illusion, meant that no such recovery was attempted. Sink-rate and ground-proximity warnings did not spur the pilots to try to pull out of the dive, says MAK, but instead resulted in the "completely oppo-site" effect, with the control column being pushed further forward. Simulations showed the applied effort was more than 22kg. Forces generated by the increasing dive angle and rate of descent could have prevented any possibility of the first officer's taking control of the aircraft from the captain. The jet was 75° nose-down at the point of impact. MAK has detailed the results of tests on 11 Boeing 737 pilots of varied experience - drawn from five Russian carriers - intended to examine their ability to cope with a go-around under pressured condi-tions. These tests, carried out in December 2014, showed that only one-third of the pilots completed the missed approach procedure correctly. The exercise
(Continued on page 30)
30
also revealed that the pilots had difficulty in an-swering questions relating to the logic of the auto-pilot, flight-director, and auto-throttle during an approach and go-around. "This reflects both a lack of the necessary level of knowledge, and a gap between theoretical knowledge and practical skills," says MAK. https://www.flightglobal.com/news/articles/spatial-disorientation-overwhelmed-kazan-737-crash-c-420452/
Included by
Eduard M. Ricaurte, M.D., M.S
(Continued from page 29)
31
Thursday, April 28, 10:0 AM Avalon 15-16
Panel: FROM THE BRIEFING ROOM TO THE EXAM ROOM: ADAPTING COGNITIVE SCIENCE DEVEL-OPED FOR AVIATION TO CLINICAL MEDICINE
Chair: Keith Ruskin
PANEL OVERVIEW: PROBLEM STATEMENT: Medicine and aviation both involve high-risk activi-ties in which there is a “command and control” hierarchy that places life-or-death decision mak-ing in the hands of a small number of operators. Life-critical processes are composed of complex sequences of actions that require continuous communication and coordination with a team of professionals who vary in training and expertise. Both require continuous education to keep pace with constantly evolving tools, techniques and procedures. TOPICS: Military and civilian aviation has addressed human performance issues by introducing standardized instruction and procedures that reduce risk for all phases of flight. For example, over a half century ago the United States Navy introduced the Naval Air Training and Operating Procedures Standardization (NATOPS) program, which codifies training requirements, crew re-source management and other activities that have collectively helped to reduce the mishap rate by over 20-fold. Similarly, in 1978 the National Safety Transportation Board recommended changes in commercial aviation training, emphasizing the management of crew coordination and communication. In an effort to increase patient safety, the medical community is adopting tech-niques developed by the aviation community, and has dramatically improving patient safety. Tools such as checklists, cognitive aids, and advanced training can also increase safety. APPLICATIONS: Psychologists and other human performance experts are translating the exten-sive literature on aerospace human factors into operational recommendations that benefit clini-cal practice in all specialties. This work is of broad interest to physicians and other healthcare or aerospace professionals who would like to apply human performance research in the areas of cognitive aids and enhanced training to operational problems. This presentation will help attendees to adapt recent scientific advances in human performance for use in clinical settings and to identify opportunities for future research.
Papers include:
Come one, come all to the AsHFA panel
at
ASMA’s annual scientific meeting for 2016
32
[429] RETROSPECTIVE REVIEW OF HUMAN FACTORS MODELS FOR ACCIDENT ANALYSIS
AND PREVENTION AND A NEED FOR FUTURE MODEL UNIQUENESS
d.j. white
[431] ENABLING EFFECTIVE TRAINING: BUILDING FOR LIFELONG EDUCATION
R. Hubal and D. Schmorrow
[430] WELCOME TO THE BORG: ASSIMILATING AIRCEW INTO THE SAFETY CULTURE THRU CREW
RESOURCE MANAGEMENT
J. Harvey
[431] ENABLING EFFECTIVE TRAINING: BUILDING FOR LIFELONG EDUCATION
R. Hubal and D. Schmorrow
[432] ADVANCES IN TEAMWORK: THE FUTURE OF CREW RESOURCE MANAGEMENT
K. Ruskin
[433] A REVIEW OF THE HUMAN FACTORS IN FLIGHT TEST CONCERNS ABOUT THE
SPACESHIPTWO OCTOBER 2014 FATAL MISHAP
D.A. Holland
[I’m sorry I won’t be attending—I will be presenting elsewhere at the same time —DK]
AsHFA is also co-sponsoring:
AsPS Panel: Human Performance Optimization Through Aerospace and Operational Physiological Enhancement
This panel will present results from five United States Air Force School of Aerospace Medicine and Air Force Research Laboratory studies addressing physiological variations to sustain performance in a high-G environment, a trust based analysis of the Air Force Automatic Ground Collision Avoidance System (AGCAS), the effects of adding cognitive training to a functional agility regimen, an alterna-tive training plan to reduce musculoskeletal injuries and a cooling mechanism to mitigate the physi-
33
ological stressors caused by heat stress. The presentations will take us from the air to the ground with regard to mitigating threats to human performance for special operators. The first presenta-tion describes alternative methods for employing the Anti-G Straining Maneuver and ultimately managing sustained G-forces. The second presentation examined the F-16 pilots' trust to the AG-CAS and its ability to mitigate Controlled Flight Into Terrain. The third presentation will explore the efficacy of including an explicit cognitive training battery to a military PT regime to enhance per-formance in the battlefield. The fourth presentation describes alternative musculoskeletal train-ing, via kettlebell use, to maintain cardiovascular fitness and minimize impact forces on operators with lower extremity issues. The final presentation addresses the effects of a novel cooling mecha-nism to reduce the physiological stressors caused by prolonged work in hot, humid environments to reduce heat stress related injuries for special operators. These studies will provide the audience with actionable concepts they can take to their warfighter to enhance human performance in aus-tere/high-G environments as well as methodologies to sustain optimal physical fitness/performance. Mission performance is maximized through education, training, and enhanced crew survivability. These elements are integrated with our translational research which includes physio-logical and environmental components.
Members’ other abstracts (at least ones we know about now!):
WOMEN'S HEALTH ISSUES IN AVIATION, April 28, 2016 from 3:30 PM to 5:00 PM , Avalon 7-9.
David Kazdan: "THE MEDICAL ISSUES OF THE WOMEN AIRFORCE SERVICE PILOTS,"
AEROSPACE MEDICINE: THEN, NOW, AND THE FUTURE, April 28, 10:00 AM to 11:30 AM, Avalon 1-3.
34
Panels Also Co-sponsored by AsHFA:
AsPS Panel: Human Performance Optimization Through Aerospace and Operational Physiological En-
hancement
This panel will present results from five United States Air Force School of Aerospace Medicine and Air
Force Research Laboratory studies addressing physiological variations to sustain performance in a
high-G environment, a trust based analysis of the Air Force Automatic Ground Collision Avoidance
System (AGCAS), the effects of adding cognitive training to a functional agility regimen, an alternative
training plan to reduce musculoskeletal injuries and a cooling mechanism to mitigate the physiologi-
cal stressors caused by heat stress. The presentations will take us from the air to the ground with re-
gard to mitigating threats to human performance for special operators. The first presentation de-
scribes alternative methods for employing the Anti-G Straining Maneuver and ultimately managing
sustained G-forces. The second presentation examined the F-16 pilots' trust to the AGCAS and its abil-
ity to mitigate Controlled Flight Into Terrain. The third presentation will explore the efficacy of includ-
ing an explicit cognitive training battery to a military PT regime to enhance performance in the battle-
field. The fourth presentation describes alternative musculoskeletal training, via kettlebell use, to
maintain cardiovascular fitness and minimize impact forces on operators with lower extremity issues.
The final presentation addresses the effects of a novel cooling mechanism to reduce the physiological
stressors caused by prolonged work in hot, humid environments to reduce heat stress related injuries
for special operators. These studies will provide the audience with actionable concepts they can take
to their warfighter to enhance human performance in austere/high-G environments as well as meth-
odologies to sustain optimal physical fitness/performance. Mission performance is maximized
through education, training, and enhanced crew survivability. These elements are integrated with our
translational research which includes physiological and environmental components.
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have been elected by a majority vote of the active AsHFA Fellows. The current process to submit a nomination for Fellowship in AsHFA is relatively simple and straightforward. To initiate a nomination for Fellowship, any current member of AsHFA should do the following:
state the basis for the nomination (e.g., “for outstanding accomplishment in Human Factors (research, management, etc.”).
provide supporting documentation (a written description of the nominee’s accomplishments and a recent CV will usually suffice), and
submit the nominating material via e-mail to the Chair of the AsHFA Fellows Group, Leon Hrebien, at [email protected] on or before March 11, 2016.
Please prepare and submit your nominations at your earliest convenience
From Friends in AsPA:
Aerospace Physiology Society (AsPS) will be hosting a get-together and dinner at
Kelsey's Atlantic City Restaurant, 1545 Pacific Avenue on Wednesday, 27 April be-
ginning at 6:30pm. We invite members of AsHFA to join us! The dinner will include
a 2-hour buffet of southern cooking and includes a non-alcoholic beverage. There
will be a pay as you go bar. Dinner tickets may be purchased at the AsPS booth on
Monday and Tuesday during AsMA for $30. Please check Facebook in the coming
weeks for more information.
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Impressions and observations from MDRS Crew 158 Mars Analog Simulation mission
reported by
Ilaria Cinelli, M.Eng., PhD(C) and Philippe A. Souvestre, MD, CES, CEA/PhD Created in 2001 near Hanksville, in the central high plain desert of Utah, USA, Mars Desert Research Station (MDRS) is a full-scale Mars analogue facility that supports Earth-based research specific to Mars focused hu-man planetary exploration. MDRS is one of four Mars Analog Research Stations operated by Mars Society. To date, 160 MDRS crews have performed observations, evaluations and scientific studies using a 2-week mis-sion pattern. Such missions offer unprecedented opportunity to understand human performance challenges whilst living and working in isolation with utmost restricted logistics and communication.
Besides the impressive breath-taking particulars of the location itself, deliberately depleted premises and re-stricted facilities and logistics, unrelenting pre-planned activities driven to deal with, accommodate, and ex-ploit for research purpose constant austere remoteness and seclusion are the characteristics make MDRS one of the best environment specifically analogue to the planet Mars. Mars Analog Astronaut Simulation mis-sions are full immersion expeditions where crews live and work in isolation and confinement in remote ex-treme environments which are Mars analogues.
(Continued on page 37) MDRS
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Crew 158 was formed in collaboration with MarsWithoutBorders (MWOB) as a group of international, inter-disciplinary and intercultural team of Analog Astronauts scientists, engineers, space physicians and artists using 21st century technologies for enabling safe and effective human factors in Outer Space and planetary exploration.
MWOB focuses on training Mars Analog and Commercial Astronauts and developing capabilities for Space exploration. All MDRS Crew 158 are affiliated to MWOB of which the three Jewells are the co-founders. MWOB membership includes scientists, engineers, aerospace and space physicians and other expertises ded-icated to R&D of new technologies and system capabilities to sustain and enhance astronaut’s health, perfor-mance, and safety, including “spin off” applications for greater health care and accident and risk prevention on Earth.
(Continued on page 38)
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Crew 158 landed on Mars on the 24th of November 2015 and landed back on Earth on December 13, 2015 after having carried out a very busy 2-weeks mission. Mission objectives were to adapt and test on site advanced yet already recognized performance enhancing towards enabling great-er human systems and factors critically necessary to explore Outer Space and Mars. All planned activities were approved by Crew Commander, Dr. S. Jewell and MDRS Mission Support, an inter-national team of relevant experts located worldwide. Crew 158 also included Nicholas Jewell as the Executive Officer, Dr. Philippe Souvestre as the Crew Health & Safety Officer, Eng. Ilaria Cinelli as the Crew Engineer/Biomedical Scientist, and Emmy Jewell as the Journalist/Green Hab Officer. Daily routines included Extra-Vehicular Activity/Intra-vehicular Activity (EVA/IVA), in-house logis-tics duties, experiments, crew briefings and meetings, entertainment, and sleeping time. CDR Jewell organized EVA leadership rotation regarding territorial exploration, experiment, human performance evaluation, and crew relevance. EVA Analogue Martian equipment included space-suit, oxygenator, helmet, boots and gloves, and radio equipment simulating atmospheric and en-vironmental restrictions and human systems interface and co-factors. MDRS provided selected and limited resources in the Hab as per during a real mission; much restricted use of water, pow-er and gas was planned in advanced. Up to 2 gallons of water per day/person were indicative of the self-imposed crew life style inclusive from personal care to toilet flush, essentially used for cooking and drinking!! A precisely restricted fixed amount of only dehydrated food (from carrots to meat) was only provided at mission start. Mission related investigations, observations and evaluations covered areas as different as prelimi-nary discussions and initial estimation over primary benefits of 1/ selected chronogeobiomedical countermeasures to adverse effects of serious environmental issues such as EMF overload and very restricted space such as acupuncture and biophotonic therapeutic stimulations, 2/ aeropon-ics, 3/ UAV/Rover supported SAR operational patterns, as well as 4/ yoga and meditation over physical and mental performances and stress coping capabilities as well as 5/ full fledge scientific studies on astrogeobiology. Other expected phenomenological observations covered 6/ crew in-ter-individual dynamics and behavioral interaction evolution, and 6/ collective creativity towards maintaining morale and discipline, and strengthening individual and crew drive with respect to mission objectives despite permanent environmental challenges.
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Pre-planned educational activities included pre-recorded telecom addressing college students’ questions and a couple of media time with HBO and a French TV scientific pro-gram. In summary, as mission time passed by, besides the obvious need we all had to further discover, explore, live and sense in person every minute of MDRS’ Mars analogue real life scientific and operational opportunities and challenges, we rapidly came to feel within the unique paramount enlightening experience growing through many in-trapersonal and interpersonal levels and ways!!... NOTE - Restricted communication Ilaria Cinelli, M.Eng, PhD(C) Philippe A. Souvestre, MD, CES, CEA/PhD Email(s): [email protected], [email protected]
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1. The per diem room rate for Atlantic City for the AsMA Scientific Meeting
will be $97 plus tax. Self parking will be free, but if you want valet
parking there will be a one-time $10 fee.
2. Jeff has asked each constituent organization to seriously consider moving as
many meetings as possible to either Sunday or Friday. The plan is to have
the usual Sunday Council meeting completed by 2:00pm, leaving the time
period 2:00 - 6:00 pm open for constituent organization meetings. The
overall intent is to eliminate conflicts between constituent meetings and
scientific sessions. Jeff realizes some meetings may not be able to move to
Sunday or Friday, but he asks that we seriously give it some consideration
this year. This does not apply to our Wed luncheon. Friday is an option in
that Harrah's has made their entire facility available to us that day as
well. AsMA will have full run of the place.
3. Another good deal! Harrah's is allowing us to bring in our own AV
equipment!! This is a HUGE improvement over what we had to live with in the
past. That means we won't have to pay exorbitant fees if we want to have AV
available for our luncheon speaker.
Colonel Donald J. White, USAF (Ret)
FRAeS, FAsHFA, FAsMA
Reminders on AsMA Annual Scientific Meeting registration:
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SAVE THE DATE TAG Meeting 70
Location: NASA Langley Research Center, Hampton, VA
Dates: May 9-13, 2016
Theme: System-level solutions to support the design, integration and use of autonomy Incorporation of autonomy into real-world operational environments will create a more complex system, with new interdependencies and new relationships among various operational elements, and will require humans and ma-chines to work together in new and different ways. Existing system performance metrics, certification criteria, and safety standards are insufficient to address the added complexities and novel characteristics of advanced autonomy. The challenge for this TAG is to identify a path forward in addressing these and other issues, includ-ing development of system-level performance metrics, certification of complex sociotechnical systems that include autonomous components, and criteria for function allocation between humans and autonomy that consider sys-tem-level constraints. Meeting Approval: Meeting approval is currently under review by the Undersecretary of Defense for Acquisition, Transportation, and Logistics (USD(ATL)), and will be posted online when finalized. Registration, abstract submission, venue and lodging information are available at a registration website
will be included in a call for submissions to be released in early January. There will be no registration fee for this meeting. Travel and per diem costs will be the responsibility of attendees’ home organizations. Important Dates: Abstract Submission Fri 26 Feb 2016 Submitted online Full Submission Invitations Released Fri 18 Mar 2016 Due to submitters Final Presentations Due Fri 15 Apr 2016 Due to SubTAG Chairs
Call for proposals to be released in early January. Please check website: http://www.acq.osd.mil/rd/hptb/hfetag/
We look forward to seeing you there!
William Kosnik, PhD Chair, DoD HFE TAG [email protected]
SubTAG Session Format: Generally run about two hours with individual paper presentations that are between 15-30 minutes in length. However, since this varies from session to session, acceptance notifications will contain more detailed information about presenta-tion time allotments. Do not include classified, acquisition sensitive, or proprietary information. You may wish to have your sponsor's approval before briefing at the TAG. The presentation you submit to the SubTAG chair along with your summary will be posted on the TAG website. SubTAG Presentation Format: Presentations in Power Point or pdf format are preferred. Submissions should be made via the online form. Presenters are advised to bring copies on PC-readable CDs to the session. Poster Format: Posters should be mounted on foamcore or a similar solid backing material, suitable for display on wood-en easels or attachment to walls. There are no size restrictions as long as the content can fit on a standard easel with an 18-24" base.
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Aerospace Human Factors Association Annual Dues Current AsMA Member: Yes____ No____ (Constituent Organization Members must be AsMA Members)
AsHFA member: __________ Renewal __________ Year _________ New Member
NAME/Title:_____________________________________________________________
Highest Degree: ______________________________ Year: _______________
Specialty:________________________________________________________________
Degree received from:______________________________________________________
Preferred Address: Home _____ Business_____ (please check one)
________________________________________________________________________
________________________________________________________________________
________________________________________________________________________
Phone: ( )____________ Home ____ or Business______ (check one)
Email:__________________________________________________________________
Three areas of interest:_____________________________________________________
Other AsMA-related Memberships____________________________________________
Send completed form and a $15.00 check, drawn from a U.S. Bank payable to:
Aerospace Human Factors Association Membership
Thomas Nesthus
1804 Woodland Rd
Edmond, OK 73013
Aerospace Human Factors Association A Constituent Organization of the Aerospace Medical Association
