News and Announcements Meeting Reports Prepare for the Future: The 1* Lufthansa Flight Training Human Factors Conference, Seeheim, Germany André Droog EAAP President, The Netherlands The 1 Lufthansa Flight Training Human Factors Confer cence was held atthe Lufthansa Training & Conference Ce ter in Secheim, Germany, on February 17 and 18, 2015, Theme of the Conference was “Prepare for the’ future with a focus on how to train airline pilots. It was avery pleasant, interesting, and also well organized conference ‘with about 150 participants and a nice mixture of speakers from airlines (Lufthansa, United Airlines), ateraft manu- facturers (AIRBUS, Boeing), universities (TU Berlin, field, lines), research institutions (NASA Ames), regulators (FAA), ICAO and a health care institute (Klin um Stutigard), Audience and speakers had some lively dis. cussions (Figure 1). In this report, the presenters mentioned, ‘below do not appear in the same order as they were listed in the conference program Work and Role of the Airline Pilot “To modernize training we need to start with the end in ‘mind. What is the airline pilot's actual work? What do they do that results in good outcomes?” The contribution of Dr. Barbara Holder, Lead Scientist of the Flight Deck Concept Center at Boeing was entitled The Good Pilot She reported on ethnographic fieldwork done by Boeing at 16 operators across Europe, Asia, Oceania, and North and South America in order to better understand 1) the sys- tem in which airline pilots work, and 2) what “good” pilot performance is, given the aviation system, Observed were cockpit crews in their real world of ine operations. Also observed were all aspects of recurrent training. Interviews ‘were conducted with captains, first officers, management © 2015 Hogrefe Publishing pilots, and instructors/evaluators. Airline Operation Centers ‘were observed in their practices regarding flight planning, weather, scheduling, briefings, and maintenance. ‘Not new, but good to hear again: airline pilots have three main tasks: ~ Fly the Airplane (flight path and energy management, use of aircraft systems, airplane configuration, com- municate with ATC); Manage Expected Variability (pre-and in-flight plan- ning; manage operational pressure and workload: assess risks: manage threat and error; manage the erew: represent the airline; self-assess for fatigue, fitness to fly and proficiency; and — Manage Unexpected Variability (recognizing and responding to non-normal and unexpected situations, non-routine decision making, crisis management). In short: “.,. good performance requires the pilot control the airplane and adapt to and manage the variability of ‘operations. Pilots create safety through practice. ‘They apply their practices (managing complexity, problem solving, mitigating risk and threat) on a daily basis to create safety in actual flight opera- tions. ..”. (ef. Barbara Holder) ‘When examining the aviation system itself: it has grown a very complex socio-technological system indeed. “An ait- plane itself is a system of systems (including the design and all advanced technology) and every flight is taking place in/part of a much larger system of competing and cooperating airlines, complex airspace structure and proce- dures, airport infiastructure, legislation, airline policies, national and international policy, and more. Automation Flight deck automation has changed the work of the airline pilot for once and for all. It all started with the automation of aircraft control (autopilovautothrottle). Next came the automation of information (Primary Flight Display, NAV display, intelligent alerts and alarms, engine indications, crew alerting system) and then came the automation of Aviation Psychology and Applied Human Factors 2018; Nol. (127-133 1DOK: 10.1027/2192-0923/a000089 squsuiadunouuy pue sMaNNews and Announcements 128 News and Announcements flight management (Flight Management System). As a con- sequence complexity on the fight deck increased and direct pilot control of the aireraft decreased. Prof. Dietrich Man- zey from Technical University Berlin showed us the still very worthwhile picture of the development of flight deck automation by Billings (1997). He then discussed the vul- nerabilities in the use of automation, some of which are already “old buddies”: sometimes too much reliance on automated systems and reluctance to intervene, lack of mode awareness, confusion errors, FMS. programming and usage errors (see FAA, 2013). A relatively new gener- ation of vulnerabilities, revealed by accidents like that of THY 1591 (2009), AF447 (2009), and Asiana 214 (2013) are contro! automation induced loss of flving skills and the challenges associated with automation-manual transi- tion, Basic manual and cognitive flying skills tend to decline because of lack of practice. Unanticipated situations requiring to manually override automation are often diff cult to understand and handle, and may create a surprise or startle effect causing extra workload and stress. All three mentioned accidents revealed erews having problems with: knowledge and skills for (transition to) manual flight; understanding the automation; the timely recognition and recovery of the airplane stalling or being in an unusual atti- tude; the right control inputs; energy management; and crew coordination related to aireraft control Manual Flight Operations Independently of each other and in more or less the same way, both Harry Nelson, Test Pilot at AIRBUS, and A320/319 Captain Michael Gillen of United Airlines asked the pilots in the audience: “If you had an issue in cruise and Jost all speed data, what piteh and power setting will keep the aircraft flying?” Gillen: “As a result of the widespread use of automation, pilots are no longer required to use their raw data instrument skills on a daily basis, This (cognitively simplified) piloting style combined with a general ‘automation bias, may cause a pilot’ basic instrument flying skills to deteriorate over time, Resulting in increased risks of catastrophic chain events develop- ment in off-nominal situations (instrumentation fail- ure, ete.)” ‘The problem seems also to be linked to a new generation of | pilots with less manual flight training from the beginning. Pilots entering airline service today have training and expe- rience backgrounds very different from those of earlier gen- crations. Harry Nelson summarized the stercotypical backgrounds of the earlier generations of airline pilots ver- sus the “Children of the Magenta” nicely at follows: ‘© Military/Civil background vs. All civil background, ‘© High manual skills vs, High automation skills, Aviation Psychology and Applied Haman Factors 2018; Nol, (2127-138 Figure I. Audience and speakers had lively discussions. ‘© Experienced pilots vs. new hires, ‘© Flight path=Attitude+Power vs. Flight’ path=Flight Director+Auto PilovThrust, ‘© Fear and respect of risk vs, confidence in data, and ‘© Suspicion of automatic systems vs, lack of confidence iy manual reversion, Dr, Kathy Abbott (FAAS Chief Scientific and Technical Advisor) reported that over 60% of accidents reviewed by the FAA Flight Deck Automation Working Group had man- ual handling errors as a factor (Operational Use of Flight Path Management Systems, PARC, FAA, 2013), Also LOSA data shows an inerease in manual mismanagement, especially speed management on descent. Manual flight operations are not just motor skills ("stick and rudder”) bbut many cognitive skills (e.¢., procedural) are involved as well, Degradation of manual flight knowledge and skills is duc to lack of practice. Dr. Immanuel Barshi, Research Scientist at NASA Ames Research Center put it like this: ““Hand-eye skills seem to be reasonably well-retained if initially well-learned, even when they are not prac~ ticed very often: e.g., raw data flying. But still could uuse some practice (because getting “rusty” over time). Cognitive skills erode quickly if not practiced” Related Topics Very interesting presentations, but not reviewed in detail here, were also given by Prof. Graham Braithwaite from Cranfield University about accident investigations and blaming (“Seek out every opportunity to lear, don’t drown in the data”), Captain Andreas Meyer, ICAO, about Safety ‘Management Systems (“SMS's cannot eliminate risk, are largely influenced by human and societal elements, need to be adapted to the organization, require educating peo- ple”), Dr. Terry von Thaden from the University of Illinois, about the effects of fatigue on safety related behavior (Fatigue is not simply an individual professional problem, ‘we can empirically find systemic relations between culture, policy and fatigue”), and Dr, Jirgen Graf from Klinikum © 2015 Hogrefe PublishingNews and Announcements 129 SSS I \ Figure 2. Cpt. Robert Sehrider of Lufthansa made the kick-off presentation. ‘Stuttgart about CRM in Medicine (“Rigorous integration of | hhuman factors in physician's training will facilitate end results in medicine”). Future Training Captain Chesley Sullenberger, retired US Airways captain ‘now, was an experienced and competent pilot ane! measured by his “confident humility” (as Lufthansa Captain Robert Schrider characterized “Sullenberger's leadership, see Figure 2) seemed to have the right personality and attitude for the job. His decision to make an emergency landing on Hudson river, and the successful manual execution of it, thus saving UA Flight 1549 with 155 passengers and crew from disaster, may serve as examples of what we expect from “the good pilot”. Airlines are looking for pilots possessing resilience and “true competence’, and true competence includes wisdom. Harry Nelson: “Data is just data, information is data in a usable form, knowledge is information in a context, wisdom is the application of that knowledge modified by experience. The best experience is about exposure (Cdays you'll always remember"), but as exposure ‘opportunities are reducing tomorrow's pilots will ‘only get what they get” ‘That js, if we don't train them properly. Aviation has been caught out by the rate of change in technology and data availability, but aircraft programs (e., B747, B737, ‘A320, and A320 NEO) live longer now (maybe for even century!) and Nelson is not foreseeing major “game changing” technology, in particular regarding automation before the 5" generation. So we have opportunity to answer some important questions. © 2015 Hogrefe Publishing Can we speed up the acquisition of experience for the younger and new generations of airline pilots? In onder to achieve that we should find ways of providing real exposure to them, For a start, taining objectives should be defined from the understanding of good pilot performance from a systems perspective (ef, Holder), and one of the main objectives will always be ‘safe’ trajectory and energy level'(ef. Nelson, Abbot), With regard to the content of future training: define the future manual skill set, ¢., upset recovery training and high altitude manual fight training (ct, Nelson, Manzey) and tran the management of automa tion surprises, stress management, decision making and leadership (ef. Manzey). With regard to training programs and methods: use virtual reality training and simulations of accident situations (cf. Gillen), use the Comprehensive LOFT (ef, Batshi), use more flexible training syllabi, pro- Vide more manual flying experience during normal fight operations (ef. Manzey), provide training when needed and not at rigid intervals, use modem theories of human performance and learning, use realistic but flexible training scenarios (ef. Holder). With regard to quality instruction: instructors should be trained teachers, standardized and cal- ‘brated (et. Holder). With regard to the system as a whole: simplify procedures! (ef. Schrider), adapt company policies with view to hand flying (ef. Gillen, secure training budget and recognize the safety and operational value it generates (cf, Nelson, Holder). Finally, don’t forget training should be fun! It should be focused on eareer-long leaming. So, all along the Pilot Life- cyele Training, allow for more training time and less check- ing time, allow for testing new ideas, and allow for getting it wrong sometimes. Thanks to Martin Egerth and crew, it was an inspiring conference and real fun joining in and meeting people! For more information on this as well as on the forthcom- ing conference, please view http://www human-factors-con- ference.com/conference! Reference FAA, (2013), Operational Use of Flight Path Management ‘Spsiems. Washington, DC: FAA. Correspondence Address André Droog. Van Speykstraat 498, 9726 BK Groningen The Netherlands Tel. +31 (50) 526-5104 E-mail adroogt@planet.nl Aviation Psychology and Applied Human Factors 2018; Nol. §Q)127-133 squsuiadunouuy pue sMaNNews and Announcements 130 News and Announcements High Performance in Aviation and Related Areas: The 7" International Summer School on Aviation Psychology, Graz (Austria) Zs6fi Berkes* and K. Wolfgang Kallus” Co-Chair EAAP Students, Graz, Austria, Department of Psychology, University of Graz, Austria ISAP stands for International Summer School on Aviation Psychology in Graz, Austria, which was first introduced in 2003. In 2015, ISAP was held from July 6 to 10 at the campus of the University of Graz (Austria). The summer school was organized by the University of Graz in collabo- ration with the Austrian Aviation Psychology Association (AAPA). At this point, ISAP'15 would like to thank all sponsors within the aviation industry for their continued support: Ashgate Publishing (Famham, UK), Austrian Applied Psychology (Austria), the Center for Continuing Education (Graz, Austria), Hogrefe Publishing (Gottingen, Germany), InfoWERK Multimedia (Zil, Austria), Institute {for Evaluation Research (Warzburg, Germany, Graz, Austria), ‘NeuroStat Analytical Solutions (San Antonio, Texas, USA), and Vienna International Airport (Vienna, Austria), Target Audience ‘The summer school has two main target groups: aviation professionals and students. For professionals from the avia- tion sector such as human factors specialists, psychologists, pilots, air traf controllers, cabin crew, maintenance staff, ISAP serves as an opportunity to deepen their knowledge on aviation-related subjects. The exchange between aviation specialists conducting scientific research and practitioners in the aviation industry enables both to combine current research and scientific theories with practice, from which both parties can benefit. Furthermore, ISAP appeals speci ically to university students, making it unique amongst av ation psychology events. The summer school is an affordable option for international undergraduate, graduate and PhD students who strive to educate themselves and dee- pen their competency in different arcas of aviation psychol- ogy and human factors with the help of highly qualified professionals. The exchange between aviation professionals, and students can also serve for both as a professional ne ‘working opportunity. Moreover, the attendance of ISAP"1S Aviation Psychology and Applied Haman Factors 2018; Nol, (2127-138 accredi “Aviation is recognized by EAAP as a course qualifying fe tation such as “Junior Aviation Psychologist”, Psychologist”, or “Human Factors Specialist” ISAP'IS had 111 participants. The summer school truly earned the ttle of an international event as there were par- icipants from 23 different countries worldwide, including the USA, Canada, countries in the Middle East and all across Europe. This year there was also a change in the mar- keting strategy towards. students with the intention to increase the student quota at ISAP. This was organized by a student team personally reaching out to their fellow stu- dents at the University of Graz. but also through social net- ‘working platforms such as Linkedin and Facebook. The new strategy was successful as there were 35 students in attendance (32% of all participants). ISAP’15 Highlights ‘A highlight at ISAP"IS was the well-received Ashgate bbookstand where participants were offered books on avia- ion psychology and human factors for a 50% discount. ISAP'IS has a longstanding collaboration with Ashgate Publishing and was particularly happy to welcome Luigi Fort for the first time personally in Graz who helped partic ipants select the right books for their aviation career. Spe- cial thanks also go to Billy Thompson of NeuroStat Analytical Solutions who generously offered a sponsorship for students to attend ISAP'IS. The sponsorship covered reimbursement of travel and hotel expenses, as well as par- ticipation and other course fees for three students. ISAP"15 and Neurostat Solutions would like to congratulate Clara Haratani_ (University of Graz, Austria), Eduardo Rost (Umea University, Sweden), and Alexander Simon Seifert (University of Salzburg, Austria) again for impressing the selection committee with their motivational letters. and applications in order to receive the sponsorship. ISAP consisted of moming sessions that were kicked off with a keynote presentation every day, after which partici- pants could choose between two parallel tracks with theoret- ical lectures in the moming and practical workshops in the aftemoon, held by renowned aviation professionals. Besides the coffee and lunch breaks, the ISAP'1S student eam orga- nized attractive evening programs including restaurant visits and an official reception at the town hall of Graz, which participants greatly appreciated Scientific Program As customary at ISAP, several different aviation-related top- jes were discussed during the course of the week. On the first day, the focus was on Crew Resource Management (CRM) and Safety Culture. Nicklas Dahlstrdm (Emirates Airlines) opened the woek with his Keynote address on the story and state of CRM and then further delved into the topic in his aftemoon workshops by discussing the © 2015 Hogrefe PublishingNews and Announcements BI Figure 1, Steven Shorrock (EUROCONTROL) and Michaela Schwarz (Austro Control) in action, ‘way forward for CRM, where he assessed the participants’ opinions by live online voting. The lecture on safety culture and systems thinking was held by Steven Shorrock (EURO- CONTROL), at which he discussed emerging trends in the theory of safety culture (e., Safety I vs. Safety II) and explored the value of the safety culture coneept in practice. Afterwards participants had the opportunity to learn about the application of systems thinking to safety at the work- shop led by Steven Shorrock (EUROCONTROL) and Michaela Schwarz (Austro Control, see Figure | (On Day 2 attendees were introduced to the basies of spa- tial disorientation (SD) in aviation and to specific SD- related challenges pilots face while flying. Bob Cheung (University of Toronto) argued that pilots should be pro- vvided with skills to anticipate spatial disorientation and should be educated on ways to recover from SD. In a fol- low-up lecture, Mr. Cheung also presented practical recom mendations and possible countermeasures to SD. Erie Groen (TNO) tied his presentation in with Mr, Cheung’ Afier giving information on Controlled Flight into Terrain (CFIT) and Loss-of-Control In-Flight (LOCD, two major causes of fatal aviation accidents, he introduced the partic- ipants to simulator technologies that facilitate the familiar- ization of pilots with these conditions and possible ways of prevention and recovery. In the parallel session, Carl-Herbert Rokitansky (University of Salzburg) intro- duced the audience to top performance systems, including a live demonstration of intelligent airport operations (see Figure 2), “The second day was concluded by a scientific poster ses- sion, where presenters promoted their posters in a 2-minute slot. Participants then had the opportunity to study the posters more closely, challenge poster presenters on their research © 2015 Hogrefe Publishing Figure 2. Live demonstration of intelligent airport oper- ations/decision support tools (Carl-Herbert Rokitansky, second from righ, and then vote for their favorite. The winner ofthe best poster award and a £150 book voucher from Ashgate Publishi ‘was Alexander Simon Seifert with his research poster on “Introduction of the Questionnaire for the Measurement of ‘Change Loyalty (QMLC)” (see Figure 3). ‘The Keynote speaker on the third day was Jeffrey T, Mitchell from the International Critical Incident Stress Foundation (ICISF). In his presentation on Critical Incident ‘Stress Management (CISM) he introduced attendees to the principles and core elements of CISM while providing ‘numerous real-life examples from his own extensive experi cence in CISM. The afternoon lectures and workshops were dedicated to Human Reliability Management (Oliver Strter, University of Kassel) and selection methods (Billy Thomp- son, Neurostat Analytical Solutions). Furthermore, some selected participants had the chance to test thei flying skills with Reinhard Braunsting! and loana Koglbauer in the flight simulator at the Technical University of Graz, where they learned about combined mental and light simulator training, Figure 3. ‘The poster presenters (from left to right): Jason Harmer, Aleksandra Kapela, Paul Haiduk, Eduardo Rosa, Christoph Santel, Alexander Simon Seifert (the winner of the poster presentation), Allan Shapiro, as well as Luigi Fort from Ashgate Publishing (third from left) and Norah Neuhuber (organizer of the poster session, far right. tration Psychology and Applied Human Factors 2015; No, §Q):127-133 squsuiadunouuy pue sMaNNews and Announcements News and Announcements Figure 4. The participants of the Individual Crisis Management Course with Jeffrey T. Mitchell (first row, third from right) On Days 4 and 5, a selected group of ISAP participants attended the Individual Crisis Intervention Course. by Jeffrey Mitchell and Karl Richstein (Mayday Foundation), ‘where they expanded their knowledge on CISM, while also developing practical skills with hands-on exercises and ert ical incident role plays (see Figure 4). The participants received a certificate on the completion of the basic CISM On the 4" day the participants had the opportunity to attend Naney Leveson’s (Massachusetts Institute of Tech- nology) stimulating keynote address on. system thinking applied to human-machine systems. She presented STAMP, ‘a new model of accident causality based on systems theory and talked about the confusion between safety and reliabil ity, She argued that in order to make progress in accident prevention, the ability to perform integrated human-system design should be enhanced and therefore ideally human fac- tors experts and aeronautical engincers should work together. Neville Stanton from the University of Southamp- ton held the second keynote lecture of the day, on the appli- cation of human factors methods in aviation. In the afiemoon session, Hans-Jérg Lotter (InfoWERK) presented fundamental personal and social competencies in aviation and the prerequisites for robust and reliable systems, Inter- ested participants could then attend a session on possiil ties of telemonitoring for pilots and learn how information- and communication technology can assist psy- chological coaching and treatment (e.., in stress situations). This was presented by Anton Dunzendorfer and Christian Czihak from the Austrian Institute of Technology. Day 5 started with a panel discussion titled “From M tal Training Skills to Mental Health”, led by Robert Bor (Dynamic Change Consultants Ltd, Later Wolfgang Kal- lus (University of Graz) and pilot Christoph Gruber dis- cussed how mental training of athletes could be transferred to pilots (c.g, mental visualising of recovery from unusual attitudes to prevent the risk of panic, manage- ment of stress and anxiety in emengency situations). The parallel session was dedicated to fear of flying, presented Aviation Psychology and Applied Haman Factors 2018; Nol, (2127-138 Figure 5. The EAAP Students meet by Lucas van Gerwen of the VALK Foundation, In two ses- sions he introduced the audience to different psychological complaints of passengers, cabin and cockpit crew and pos- sible therapeutical interventions. The scientific program at ISAP'LS concluded with Trang Dao’s (Santa Cabrini Hospi tal) workshop on aviation mental health, where she pre- sented an overview of detection tools, referral. pathway and possible management models EAAP Students at ISAP ISAP'IS was also the venue of the second EAP Students meeting. The EAAP Students group was founded during the 31" EAAP conference in Malta in 2014 and aims to facil- itate networking amongst international students interested in aviation psychology and to enable mutual exchange of knowledge and information to successfully start a career in aviation, The meeting was a big success and was attended by the student participants of ISAP 5 (sce Figure 5). At the end of the week, participants had the chance to give feedback through an anonymous evaluation form, We ‘would like to thank all who gave us valuable feedback and we will strive to implement your suggestions until ISAP'I7. On behalf of the organizing committee of the University of Graz. and the Austrian Aviation Psychology Association, I would like to express my heartfelt thanks to all of the lecturers, sponsors, and participants for once again making the summer school such a success. Zs Berkes holds a master's degree in psychology (thesis supervised by” Univ Prof. De. K. Wolfgang Kallus) and gradu ated recently from the University of Giz specializing in Work and Organizational Paychology. Zséfi Berkes is also a member ‘of the Austrian Aviation Psychology Asso- ciation (htp:/wwewaviation-psychologyat) and co-chair of the EAP Students tou. © 2015 Hogrefe PublishingNews and Announcements Univ-Prof, Dr. K. Wolfgang Kallus has ‘been the head of the section on work, ‘organizational, and environmental psy” chology at the Department of Psychology, University of Graz, Austria, since 1998 His main research interest focuses on psychophysiologieal measurements in avi- ation ineluding spatial disorientation training for pilots, human faetors in maintenance, and safety culture in air traffic management. He is also chair of the Austrian Aviation Psychology Associ- ation and president of Psychophysiology in Ergonomics (ht: pie-ienorg)), Meeting Announcement EAAP — 32" Conference of the European Association for Aviation Psychology September 26-30, 2016 Cascais, Portugal EAA is promoting the study of psychology and the appli- cation of psychology and human factors in aviation to the end of continuous improvement of aviation safety and effi- cieney. The biannually organized EAAP conferences aim to bring together people working in the field of aviation psy- chology and human factors, either as researchers, teachers, practitioners or students, and to encourage them to share their latest findings and experience. Also people working in related fields, like aerospace medicine, and those with ‘mere interest in aviation psychology are very welcome. Key Topics and Themes “Thinking, High and Low: Cognition and Decision Making in Aviation” will be the main theme for the EAAP32. How can we improve operational and managerial decision ‘making in aviation? How can we improve our judgement © 2015 Hogrefe Publishing Correspondence Address Zs Berkes ‘Co-Chair EAAP Students E-mail zsofL berkes@amail.com and problem solving capabilities? What can psychological research tell us? What roles should design, selection, train- ing and investigation play? What should we know about our personal biases and how to overcome them? What roles do fatigue, fitness and mental health pla Specialized keynote speakers will introduce the theme. Professionals from universities, research institutions, air- lines, air forces, air navigation service providers, airports, ‘manufacturers, maintenance facilities, regulators, bureaus of air safety investigation, and any other players in the avi- ation system are invited to contribute by paper or poster. Master and PhD students of aviation psychology or human factors are most welcome to contribute as well. Topics may be related to civil, military or general avia- tion and to selection, training, ergonomics, mental health, incident and accident investigation, organizational resit- ience and safety management, Abstracts for proposed papers or posters should be submitted online ‘The conference is recognized by EAAP as an accredited course for the fulfillment of the requirements to become an EAAP-certified Aviation Psychologist, Human Factors Spe- cialist in Aviation or Junior Aviation Psychologist. For any further details about the program, venue, confer- ence fees, registration and accommodation please visit the conference website Contact Michacla Schwarz Seeretary General AAP E-mail: secretarygencral@eaap.net ‘Web hitp://conference.caap.net Aviation Psychology and Applied Human Factors 2018; Nol. §Q)127-133 squsuiadunouuy pue sMaN