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Indian Express
4 days ago
- Science
- Indian Express
Why cockpit ergonomics matters
US National Transportation Safety Board (NTSB) chief Jennifer Homendy called recent US-media claims that deliberate pilot action caused the Air India flight AI 171 crash 'premature and speculative'. 'India's Aircraft Accident Investigation Bureau (AAIB) just released its preliminary report. Investigations of this magnitude take time,' she said. Since last week's preliminary report stated that the Boeing-787 crashed after its fuel control switches 'transitioned from 'RUN' to 'CUTOFF'' moments after take-off, there has been much speculation about the reason behind this. Suggestions of deliberate pilot action come from the fact that these switches are designed to only be intentionally moved, and are foolproof using a bracket and stop lock mechanisms. In fact, almost everything inside an aircraft cockpit — from the placement of control interfaces and instruments to the design of the pilots' seating — is well thought of with the ultimate aim of improving efficiency, effectiveness, and safety. This is called cockpit ergonomics. 'Science of work' Ergonomics, also referred to as 'human factors,' is defined by the International Ergonomics Association (IEA) as 'the scientific discipline concerned with the understanding of interactions among humans and other elements of a system and the profession that applies theory, principles, data, and methods to design in order to optimise human well-being and overall system performance.' The word 'ergonomics' comes from the Greek ergon (work) and nomos (laws), which scholars translate to 'the science of work'. The point of this discipline is to optimise the interaction between humans and systems. Ergonomics in cockpit design specifically focuses on creating a workspace for pilots that minimises their physical and cognitive workload, which in turn makes an aircraft easier and safer to fly. The early days of aircraft development did not centre ergonomic considerations. While the importance of human factors was recognised by many — the United States' National Advisory Committee for Aeronautics in 1921 held that instruments aboard aircraft must be made for 'the easiest possible reading and manipulation' — this did not necessarily translate to conscious design decisions. In 'Investigations of aviation accidents and lessons to be drawn from them' (1924), pioneering French aviator Félix Devaluez noted 'pilot error' was the second most prevalent cause of plane crashes but attributed this to pilots' 'error of judgment or lack of reasoning ability'. He recommended improvement of training regimens and rigorous technical examinations to address the issue. It was near the outbreak of World War II that newly established aviation psychology units in both Britain and the US became 'the first to deal with the problem of pilot error as a design problem instead of a personnel or training problem,' Prof Steven J Landry wrote in 'Human Factors and Ergonomics in Aviation' published in the Handbook of Human Factors and Ergonomics (2021). In 1951, US Air Force Lieutenant Colonel Paul Fitts edited a seminal US-government commissioned report that outlined key human factor challenges in aviation. Fitts wrote that 'machines should be made for men; not men forcibly adapted to machines' and that the 'disregard of physiological and sensory handicaps… [and] human limitations… led to the the production of mechanical monstrosities which tax the capabilities of human operators and hinder the integration of man and machine…' ('Human Engineering for an Effective Air Navigation and Traffic-Control System', 1951). This got the ball rolling vis-à-vis ergonomics in aviation: major developments, from the creation of modern air traffic control to subsequent revolutions in cockpit design can be traced to Fitts' report, and his groundbreaking work on ergonomics. A few key aspects of cockpit ergonomics are as follows. Layout of instrumentation: It is vital that pilots can quickly and accurately access vital information even in high-stress situations. For instance, beginning in the 1970s, the availability of cathode-ray and computing technology enabled the replacement of single-sensor, single instrument (SSSI) displays with electronic displays. Cockpits went digital: values were easier to read than on analogue instrumentation, more information could be packed in less unit space, and linked to computers, electronic displays could present information in novel, ergonomic ways such that the pilot focuses only on what matters the most at any given situation. The modern Electronic Flight Instrument System (EFIS) comprises a primary flight display (PFD), a multi-function display (MFD), and engine indicating and crew alerting system (EICAS) display. Human machine interface (HMI): HMI is a feature of a certain machine through which humans directly engage and interact with it. Inside a cockpit, this would refer to the design of specific knobs, touchscreens, buttons, and other control interfaces. HMI considerations in a cockpit are essentially geared towards making it simpler to operate any system — controls must be easy, intuitive to reach and use — while preventing accidental operation. For instance, the design of the Boeing 787's fuel control knob includes brackets (raised surfaces) which prevent them from being touched accidentally, and the knob itself has a stop-lock mechanism requiring deliberate action to change the switch's position. Even so, in the light of the Ahmedabad crash, some experts have suggested moving the switch from the busy thrust console, and introducing a cap to further improve safety. Pilot seating & visibility: Ergonomically-designed seating helps prevent discomfort and fatigue for pilots by ensuring they maintain optimal posture even while also having full control and situational awareness. Pilots should have as clear a view of their surroundings, both within and outside the aircraft, without having to unduly strain themselves. Over the years, the introduction of heads-up displays (a transparent display that shows data in a pilot's line of sight), and customisable seating have been major developments in this regard. The most cutting-edge aircraft seats also come with sensors which monitor pilots' vitals, and can send alerts about potential health issues & fatigue. Moreover, there have been numerous developments towards improving the visibility of displays and control surfaces under all lighting conditions, including the introduction of backlighting and anti-glare features. Apart from this, ergonomic considerations go into the design of alarm and warning systems (including the choice of audio signals), communications systems within and outside the aircraft, and standard protocols for coordination between pilot and co-pilot, which have evolved over the years to further define roles while also increasing redundancies. For instance, the protocol for cutting fuel off from a particular engine requires both pilots to concur and confirm before the action is carried out. Development in cockpit ergonomics is a 'cat and mouse game': past challenges drive improvement and innovation which throw up a different set of problems which then have to be dealt with. Catastrophic accidents are often crucial drivers of change. The most important trend to have emerged in cockpit ergonomics — and aviation ergonomics, in general — over the past century is the gradual shift towards automation. The earliest 'autopilot' system, essentially a gyroscopic stabiliser that kept the aircraft stable without pilots touching the controls, was conceptualised for aircraft as early as the 1910s. As flights became longer, and the aircraft grew in complexity, more and more functions began to be automated, especially with the introduction of modern computers aboard aircraft. The central thrust towards automation is to make the pilot's life easier, and reduce human-error. 'By performing mundane and repetitive tasks, automation has reduced crew workloads and attentional demands, allowing them to focus on tasks that are of higher priority,' Martin Brennan and Wen-Chin Li wrote in 'The Design Principles of Flight Deck Automation' published in 2017 in the Journal of Air Safety and Management. Today, all kinds of tasks aboard a cockpit are automated, and in normal circumstances, the plane pilots itself for most of the duration of a flight. But this automation also creates a certain dependence, which in the long run, has limited pilots' exposure to manual flying and reduced their ability to 'build and retain the competencies necessary to take control during emergent events,' Brennan and Li wrote. Moreover, as Boeing's faulty Maneuvering Characteristics Augmentation System (MCAS), designed to improve an aircraft's handling in certain situations showed, 'bad' automation can have deadly consequences. The flawed system was responsible for two crashes in 2018 and 2019 that claimed 346 lives in total. The debate around automation is perhaps best exemplified in the fundamental differences between the Boeing and Airbus cockpits. Airbus, which is far more automation-forward, in the 1980s introduced fly-by-wire (FBW) systems allowing for electronic handling of its aircraft with pilot inputs entered through a sidestick. The A320 flight deck was considered to be a 'revolution' in cockpit design, which significantly simplified pilot operations, and reduced fatigue and workload. While Boeing has introduced FBW in its modern aircraft, it still allows for far more manual 'freedom' for pilots. Notably, Boeing aircraft have retained the age-old yoke, which sits between the pilot's legs. Its philosophy, the American aviation giant claims, keeps the pilot central to all critical decisions, allows greater control during emergencies, or in case of computers failing to do their job.
Time of India
13-07-2025
- Automotive
- Time of India
AI171 preliminary probe: 2018 report flagged fuel switch concern, but said it wasn't 'unsafe'
Air India crash (Picture credit: ANI) MUMBAI: The preliminary report of Aircraft Accident Investigation Bureau (AAIB) into the June 12 Air India flight 171 crash in Ahmedabad refers to a serviceability bulletin on the Boeing-787's fuel control switch which indicates a potential equipment malfunction, but deemed it was not an unsafe condition. The AAIB report mentioned that the fuel switches of engine one and two of the Boeing 787-8 Dreamliner aircraft were cut off within a gap of one second and later turned on before the crash. Capt Sam Thomas, president of the Airline Pilots' Association of India, said: "The AAIB report refers to a serviceability bulletin concerning the fuel control switch gates, which indicates a potential equipment malfunction. The tone and direction of the investigation suggest a bias toward pilot error. ALPA categorically rejects this presumption and insists on a fair, fact-based inquiry." What is the possible technical issue? The AAIB report refers to the 'Special Airworthiness Information Bulletin (SAIB) No. NM-18-33' issued by the US regulator, the Federal Aviation Administration (FAA), in Dec 2018. The bulletin is about the potential disengagement of the fuel control switch locking feature. The bulletin was issued after reports came in from operators of Boeing 737s that the fuel control switches were installed with the locking feature disengaged. by Taboola by Taboola Sponsored Links Sponsored Links Promoted Links Promoted Links You May Like '이것' 부족하면 운동 소용없다.. 갱년기 살찐 진짜 이유 워킹맘 로즈 더 알아보기 Undo The said fuel control switch design, including the locking feature, is similar on various Boeing airplane models, including the B787, the aircraft that crashed. The FAA recommended: "Inspect the locking feature of the fuel control switch to ensure its engagement. While the airplane is on the ground, check whether the fuel control switch can be moved between the two positions without lifting up the switch. If the switch can be moved without lifting it up, the locking feature has been disengaged and the switch should be replaced at the earliest opportunity." The AAIB report said: "The airworthiness concern was not considered an unsafe condition that would warrant an airworthiness directive (AD) by FAA. As per information from Air India, the suggested inspections were not carried out as the SAIB was advisory and not mandatory."
New Indian Express
01-07-2025
- General
- New Indian Express
Air India suspends two pilots on Delhi-Vienna Boeing flight after take-off incident
NEW DELHI: Within two days of the horrific Ahmedabad plane crash, there was another near mishap of an Air India flight during take-off from Delhi to Vienna in bad weather. The First Captain and co-pilot managed to land the Boeing -777 safely at Vienna airport. The duo has been suspended by the airline and the aviation regulator, the Directorate General of Civil Aviation (DGCA), is now probing the incident. A DGCA official confirmed to TNIE that an inquiry into an incident involving an Air India flight was on. According to a flight tracker website, AI 187 took off from Terminal 3 of the Indira Gandhi International Airport around 3 am on June 14. The flight is said to have lost altitude while taking off due to the turbulent weather and the cockpit had received numerous warning messages. The pilots though managed to steer the aircraft safely to Vienna. A source said, 'The pilots reported the matter to the airline and they alerted the DGCA about it, which is a mandatory requirement. The internal probe has been completed,' said a source. An Air India spokesperson said, 'Upon receipt of the pilot's report, the matter was disclosed to DGCA in accordance with regulations. Subsequently, upon receipt of data from the aircraft's recorders, further investigation was initiated. The pilots have been off-rostered pending the outcome of the investigation.' Air India refused to share details citing the ongoing inquiry. On June 12, AI-171, a Boeing-787 flight crashed just outside the Ahmedabad airport killing 275 people including 241 on board the plane.
Time of India
18-06-2025
- Time of India
Air India flight to Bali disrupted midway: Flight returns to Delhi safely; air route affected due to volcanic activity
Air India flight to Bali disrupted midway; returns to Delhi safely after volcanic eruption alert Air India flight AI2145 from Delhi to Bali was forced to return mid-air back to Delhi on Wednesday due to reports of a volcanic eruption near Bali airport. The aircraft landed safely in Delhi, and all passengers were disembarked, the airline confirmed. In an official statement, an Air India spokesperson said, 'Air India flight AI2145, on 18 June 2025 from Delhi to Bali, was advised to return to Delhi due to reports of volcanic eruption near the destination airport Bali, in the interest of safety.' The airline has expressed regret over the inconvenience caused and announced measures to assist affected passengers. 'Every effort has been made to minimise it by providing hotel accommodation to the affected passengers. Full refunds on cancellation or complimentary rescheduling has also been offered to them if opted,' the statement added. Watch: Mount Lewotobi erupts in Indonesia; sends ashes 10kms in the sky The disruption comes amid broader operational challenges. According to the Directorate General of Civil Aviation (DGCA), 83 Air India wide-body flights were cancelled between June 12 and 17, including 66 Boeing-787 services. The eruption of Mount Lewotobi Laki-Laki volcano in eastern Indonesia has disrupted dozens of international and domestic flights, according to Bali's Ngurah Rai International Airport.
The South African
14-06-2025
- General
- The South African
Air India crash: Traffic saves student
A student is reeling after missing the deadly Air India flight that killed 241 passengers and 12 crew members. Bhoomi Chauhan was stuck in traffic which delayed her by 10 minutes. Despite checking-in online, the 28-year-old, was turned away by airline staff. Chauhan recalled being angry before leaving the airport in frustration. The business administration student who lives in London with her husband was in India for a holiday. Speaking to The BBC, Chauhan said shortly after leaving the airport, she received a call saying that the plane had crashed. 'This is totally a miracle for me. When I missed the flight, I was dejected. Only thing that I had in mind was, 'If I had started a little early, I would have boarded the plane',' she said. Meanwhile, the Global Indian Organisation (GIO) South Africa extended its sympathies to the families impacted by the heartbreaking plane crash. The organisation's president, Claudette Sigamoney said her thoughts and prayers are with the people of India after the devastating and deadly plane crash. 'May the families of all those on board, alongside the emergency services attending the scene, find comfort, solace and the strength to persevere in these moments. May this tragic incident galvanise our collective humanity, inspiring us to come together in support of those affected, and may we find the courage to hold on to hope as we work towards a brighter future,' said Sigamoney. The organisation also paid tribute to the heroic efforts of the emergency services and those providing support amid the deadly plane crash. 'May their selfless acts of kindness be a beacon of light in the darkness, illuminating a path forward filled with a collective capacity of compassion, resilience, hope and healing. Let us strive for peace, understanding, and support, empowering each other to create a more compassionate world,' added Sigamoney. At least eight people on the ground were also killed following the plane crash. However, one passenger, Vishwashkumar Ramesh, survived and was treated for injuries. The cause of the crash is under investigation. According to reports, the Indian government is considering whether it should ground the Boeing-787 fleet in the country. The investigation also seeks to find out if Air India was at fault, following the plane crash. Let us know by leaving a comment below, or send a WhatsApp to 060 011 021 11. Subscribe to The South African website's newsletters and follow us on WhatsApp, Facebook, X and Bluesky for the latest news
