Consideration of group situation awareness and contextual elements for enhancing the human factor during long-duration spaceflight

1995 ◽  
Author(s):  
Dwight Holland
Keyword(s):  
Situation Awareness ◽  
Human Factor ◽  
Long Duration ◽  
Contextual Elements ◽  
Group Situation

Railway Human Factors and Operational Issues

2017 ◽  
Vol 2608 (1) ◽  
pp. 1-9
Author(s):  
Christina M. Rudin-Brown ◽  
Darlene Roosenboom ◽  
Clayton Finch-Field
Keyword(s):  
Human Factors ◽  
Situation Awareness ◽  
Human Factor ◽  
Video Recording ◽  
Video Data ◽  
Train Control ◽  
Widespread Availability ◽  
Operational Issues ◽  
Stress Fatigue ◽  
Operator Behavior

The widespread availability and affordability of voice and video recording systems allows researchers in all modes of transportation to observe, document, and study operator behavior. For example, naturalistic driving studies use technology to record discreetly everyday vehicle operations and driver behavior to understand the risk factors that contribute to unsafe situations. It has been proposed that similar technology could be used in locomotives to observe and evaluate the crew's use of controls and human factor issues. The joint (government–industry) Locomotive Voice and Video Recording (LVVR) project was convened to assess LVVR technology, document safety benefits, and identify best practices. An evaluation of safety-relevant human factors and operational issues was conducted to determine the adequacy of three types of recording systems (voice only, video only, and voice and video) to record and document locomotive crew behavior. All the LVVR systems that were evaluated, regardless of mode, allowed the identification of crews’ responses to train control signals. Although it was often possible to identify operators’ roles in the cab and their use of locomotive controls, evaluation of human factor issues—such as crew resource management, stress, fatigue, workload, situation awareness, and distraction—was less reliable. Recording modality and system-specific issues that limit the use of LVVR were identified. Collectively, the results indicate that LVVR systems that collect voice and video data and that are of sufficient technical quality to provide clear, unambiguous recordings are the most conducive to the assessment of crew operational and human factor issues.

Recording and Evaluation of Human Factor Events with a View to System Awareness and Ergonomic Weak Points within the System, at the Example of Commercial Aeronautics

2000 ◽  
Vol 44 (22) ◽  
pp. 835-838 ◽  
Author(s):  
Bernd Linsenmaier ◽  
Oliver Straeter
Keyword(s):  
Situation Awareness ◽  
Human Factor ◽  
Point Of View ◽  
Sufficient Information ◽  
Event Analysis ◽  
Human Errors ◽  
Analysis Scheme ◽  
Weak Points ◽  
Computer Based ◽  
Almost All

The risk for human errors is particularly high, if a person has not considered enough information about his situation. This consideration of information also can be described as situation awareness. It will become dangerous, if a person assesses his awareness higher as it is actual. This discrepancy between subjective and actual situation awareness can be found out at almost all Human Factor (HF) Events. With the examination of the situation awareness, the event analysis is carried out consistently from the point of view of the man. By this concept, HF Events can be examined even more on ergonomic aspects. It is however necessary that reports about HF Events provide sufficient information about the situation awareness. For this a computer-based event analysis scheme is used to report events interactively. With this software, we currently investigate how it is possible to create uniform and comparable event reports. The complete event is divided up into sub-events and is described using the Man Machine System framework. The demarcation of the sub-events is mainly made by allocation of the persons involved. This human and system related view also allows describing the situation awareness of this person and provides data for the later analysis of the situation awareness.

The LDE-Type Flare Occurrence (1969-1993)

1994 ◽  
Vol 144 ◽  
pp. 279-282
Author(s):  
A. Antalová
Keyword(s):  
Time Series ◽  
Fourier Analysis ◽  
Sunspot Cycle ◽  
List Type ◽  
Type Number ◽  
Solar Cycles ◽  
Type Iv ◽  
Long Duration ◽  
Cycle Maximum ◽  
Flare Index

AbstractThe occurrence of LDE-type flares in the last three cycles has been investigated. The Fourier analysis spectrum was calculated for the time series of the LDE-type flare occurrence during the 20-th, the 21-st and the rising part of the 22-nd cycle. LDE-type flares (Long Duration Events in SXR) are associated with the interplanetary protons (SEP and STIP as well), energized coronal archs and radio type IV emission. Generally, in all the cycles considered, LDE-type flares mainly originated during a 6-year interval of the respective cycle (2 years before and 4 years after the sunspot cycle maximum). The following significant periodicities were found:• in the 20-th cycle: 1.4, 2.1, 2.9, 4.0, 10.7 and 54.2 of month,• in the 21-st cycle: 1.2, 1.6, 2.8, 4.9, 7.8 and 44.5 of month,• in the 22-nd cycle, till March 1992: 1.4, 1.8, 2.4, 7.2, 8.7, 11.8 and 29.1 of month,• in all interval (1969-1992):a)the longer periodicities: 232.1, 121.1 (the dominant at 10.1 of year), 80.7, 61.9 and 25.6 of month,b)the shorter periodicities: 4.7, 5.0, 6.8, 7.9, 9.1, 15.8 and 20.4 of month.Fourier analysis of the LDE-type flare index (FI) yields significant peaks at 2.3 - 2.9 months and 4.2 - 4.9 months. These short periodicities correspond remarkably in the all three last solar cycles. The larger periodicities are different in respective cycles.

Relation Between Level of Prefrontal Activity and Subject's Performance

1999 ◽  
Vol 13 (2) ◽  
pp. 117-125 ◽  
Author(s):  
Laurence Casini ◽  
Françoise Macar ◽  
Marie-Hélène Giard
Keyword(s):  
Brain Activity ◽  
Sensory Information ◽  
Practice Phase ◽  
Trained Subjects ◽  
Anagram Task ◽  
Economic Information ◽  
Long Duration ◽  
Level Of Activity ◽  
The Brain ◽  
Processing Mechanism

Abstract The experiment reported here was aimed at determining whether the level of brain activity can be related to performance in trained subjects. Two tasks were compared: a temporal and a linguistic task. An array of four letters appeared on a screen. In the temporal task, subjects had to decide whether the letters remained on the screen for a short or a long duration as learned in a practice phase. In the linguistic task, they had to determine whether the four letters could form a word or not (anagram task). These tasks allowed us to compare the level of brain activity obtained in correct and incorrect responses. The current density measures recorded over prefrontal areas showed a relationship between the performance and the level of activity in the temporal task only. The level of activity obtained with correct responses was lower than that obtained with incorrect responses. This suggests that a good temporal performance could be the result of an efficacious, but economic, information-processing mechanism in the brain. In addition, the absence of this relation in the anagram task results in the question of whether this relation is specific to the processing of sensory information only.

An Application of the HFACS Method to Aviation Accidents in Africa

2016 ◽  
Vol 6 (1) ◽  
pp. 33-38 ◽  
Author(s):  
Isaac Munene
Keyword(s):  
Human Factors ◽  
Physical Environment ◽  
Human Factor ◽  
Flight Training ◽  
African Countries ◽  
Causal Factors ◽  
Aviation Accidents ◽  
Factors Analysis ◽  
Adverse Weather ◽  
Decision Errors

Abstract. The Human Factors Analysis and Classification System (HFACS) methodology was applied to accident reports from three African countries: Kenya, Nigeria, and South Africa. In all, 55 of 72 finalized reports for accidents occurring between 2000 and 2014 were analyzed. In most of the accidents, one or more human factors contributed to the accident. Skill-based errors (56.4%), the physical environment (36.4%), and violations (20%) were the most common causal factors in the accidents. Decision errors comprised 18.2%, while perceptual errors and crew resource management accounted for 10.9%. The results were consistent with previous industry observations: Over 70% of aviation accidents have human factor causes. Adverse weather was seen to be a common secondary casual factor. Changes in flight training and risk management methods may alleviate the high number of accidents in Africa.

Effects of Fatigue on Cognitive Performance in Long-Duration Simulated Flight Missions

2020 ◽  
Vol 10 (2) ◽  
pp. 82-93
Author(s):  
Eduardo Rosa ◽  
Ola Eiken ◽  
Mikael Grönkvist ◽  
Roger Kölegård ◽  
Nicklas Dahlström ◽  
...  
Keyword(s):  
Executive Functions ◽  
Task Performance ◽  
Cognitive Performance ◽  
Cognitive Tasks ◽  
Fatigue Index ◽  
Fighter Aircraft ◽  
Long Duration ◽  
Metacognitive Accuracy

Abstract. Fighter pilots may be exposed to extended flight missions. Consequently, there is increasing concern about fatigue. We investigated the effects of fatigue and cognitive performance in a simulated 11-hr mission in the 39 Gripen fighter aircraft. Five cognitive tasks were used to assess cognitive performance. Fatigue was measured with the Samn–Perelli Fatigue Index. Results showed that performance in the non-executive task degraded after approximately 7 hr. Fatigue ratings showed a matching trend to the performance in this task. Performance in tasks taxing executive functions did not decline. We interpreted that fatigue can be overridden by increased attentional effort for executive tasks but not for non-executive components of cognition. Participants underestimated their performance and metacognitive accuracy was not influenced by fatigue.

Review of Flightdeck Performance: The Human Factor.

1991 ◽  
Vol 36 (8) ◽  
pp. 730-730
Author(s):  
No authorship indicated
Keyword(s):  
Human Factor
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