Human error is cited as the main contributing factor in aircraft accidents. Swissair (1999) maintains that well over fifty percent of all aircraft accidents arise due to critical human error chains, and emphasises the reality that several unplanned scenarios plague pilots during flight. Professional piloting demands the proficient assimilation and manipulation of information received by the senses in order to respond effectively to dissimilar flight conditions. Based on research done on 1448 German air force pilots, Gerbert and Kemmler (1987) suggest that a four-dimensional human error structure exists, comprising errors vigilance, perception, information processing, and sensorimotor actions that prove to be the main causes of aircraft accidents. Lack of experience with a specific aircraft type and the number of types presently flown contribute to aircraft accidents."Competent pilot performance is characterised by effective decisions in complex situations combined with relevant behaviours, quick planning, action, and suitable, well-timed corrections, applied in critical situations" (M-TWO, 1998, p. 1). It follows then that response conditioning and highly developed information processing schemes are critical for competent piloting. Moreover, responses to emergencies are dependent on the quality and the frequency of emergency procedure training. Repeated exposure to simulator emergency training creates a deposit of appropriate kinaesthetic responses that are memorised and retrieved subconsciously, almost instantly, when the pilot is confronted with similar bona fide emergency situations. Other factors that contribute to aircraft accidents are a lack of experience with a specific aircraft type as well as the number of types presently flown.Flying demands a multifaceted combination of procedural, decisional and motor activities. Procedural activities consist of standard operating procedures and are dictated by the equipment characteristics. Secondly, whenever a condition arises in which there is uncertainty as to the likely result, the pilot makes predictions of the probable outcome based on the choices available and proceeds accordingly. These decisional activities are tremendously complex in the sense that an increase in uncertainty will ultimately lead to an increased probability of failure. Motor activities, such as manipulating the controls to change the orientation of the aircraft are usually continuous (Roscoe, 1980). There are two distinct meteorological settings in aviation. In visual meteorological conditions, the pilot obtains primary information from the external environment. In addition, secondary information is derived from the instrument panel during certain phases of flight, for example, the airspeed and altitude indicators during take-off and landing. Instrument meteorological conditions, requires an absolute digression from conventional flying practice and necessitate heightened levels of attentiveness. Under these conditions, all the senses with the exception of sight, are disregarded. Decisions ...
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