PubMed · 2749661
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K Solheim. 1989-06-20. [Aircrashes].. https://pubmed.ncbi.nlm.nih.gov/2749661/
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A total of 24 pilots viewed dynamic encounters between their own aircraft and an intruder aircraft on a 2-D cockpit display of traffic information (CDTI) and estimated the point and time of closest approach. A three-level alerting system provided a correct categorical estimate of the projected miss distance on 83% of the trials. The remaining 17% of alerts were equally divided between misses and false alarms, of large and small magnitude. Roughly half the pilots depended on automation to improve estimation of miss distance relative to the baseline pilots, who viewed identical trials without the aid of automated alerts. Moreover, they did so more on the more difficult traffic trials resulting in improved performance on the 83% correct automation trials without causing harm on the 17% automation-error trials, compared to the baseline group. The automated alerts appeared to lead pilots to inspect the raw data more closely. While assisting the accurate prediction of miss distance, the automation led to an underestimate of the time remaining until the point of closest approach. The results point to the benefits of even imperfect automation in the strategic alerts characteristic of the CDTI, at least as long as this reliability remains high (above 80%).
This study examined specific and general psychological distress 8.5 years following the 1992 cargo aircraft crash in Amsterdam. Participants included 334 occupationally exposed fire fighters and 834 occupationally exposed police officers compared with reference groups of 194 fire fighters and 634 police officers who were exposed to duty-related stressors other than the disaster. On the standardized instruments of psychological distress, exposed fire fighters reported more somatic complaints and fatigue, while exposed police officers reported higher psychological distress on all aspects. The degree and type of exposure at the disaster site and other background factors were associated with several outcomes of psychological distress levels of exposed rescue workers. The disasters' aftermath of rumors about potential health consequences due to toxic exposure likely contributed to the long-lasting psychological distress of some of the rescue workers as well.
INTRODUCTION: The majority of aviation crashes and casualties take place in general and sport aviation. Although gliding has gained popularity in recent decades, we could find no systematic analysis of glider accidents. This study determined factors associated with both non-fatal and fatal glider accidents to document their position within sport and general aviation accidents, and to suggest preventive measures and improvements. METHODS: We performed a retrospective review of glider accidents for the period 2001-2005 in the database maintained by the U.S. National Transportation Safety Board (NTSB). RESULTS: A total of 117 non-fatal and 26 fatal glider accidents were reported for the 5-yr period. Adverse weather was the cause in 20% of all non-fatal accidents, 60% of which occurred in the cruise phase. Logistic regression revealed that fatal accidents were predicted by pilot error, flight phase, and home-built aircraft. DISCUSSION: Factors contributing to glider crashes are specific to this type of sport aviation. Owners of home-built gliders should pay particular attention to the aircraft's specifications and design limits.