Stress and Shortage of ATC

     Earlier this semester, we discussed incidents and accidents that have been caused or associated with pilots and depression or other mental illnesses. We previously looked at the Germanwings Flight 4U9525 accident and how this brought attention to the mental health of pilots and how they have been screened for mental illnesses. As a result of the Germanwings flight in 2015, the Aerospace Medical Association created a group to examine the mental health of pilots. The group concluded there needed to be “greater attention given to mental health issues by aeromedical examiners, especially to the more common and detectable mental health conditions and life stressors that can affect pilots and flight performance. They encouraged this through increased education and global recognition of the importance of mental health in aviation safety” (Scarpa, n.d.). Pilots are not the only ones in the industry that experience mental illnesses or high workloads that can lead to stress. Air traffic controllers are known to be one of the top careers that have the highest amount of stress. “Air traffic controllers (ATCs) are generally considered one of the working groups having to deal with a highly demanding job. In fact, it entails a complex set of tasks requiring very high levels of knowledge and expertise, as well as the practical application of specific skills pertaining to cognitive domains (e.g. spatial perception, information processing, logic reasoning, decision making), communicative aspects and human relations” (Costa, 1996).

      When it comes to medicals, air traffic controllers need a second class medical, although, “this category of air traffic controller does not include FAA employee air traffic control specialists” (FAA, 2016). On the other hand, airline pilots need a first class medical certificate. As a job that is considered to be one of the most stressful jobs, it seems like they should hold a first class medical certificate and should be held to high standards when it comes to being mentally and physically healthy. To understand just how stressful this job can be, there has been research done on the complexity of the job.

To have an idea of its complexity, it is sufficient to mention that, according to a job analysis of en-route controllers carried out by a group of American researchers, six main activities can be identified (i.e. situation monitoring, resolving aircraft conflicts, managing air traffic sequences, routing or planning flights, assessing weather impact, managing sector/position resources), which include 46 sub-activities and 348 distinct tasks. (Costa, 1996)

This is a lot of tasks for one person to be able to handle. This kind of complexity also depends on the amount of aircraft that ATC is dealing with and if there are any problems that are occurring with any of the aircraft or with operational problems on the ground. For different situations, there are different rules and regulations that apply, so the ATC that is working has to be able to switch to the appropriate regulations and quickly apply them when making decisions. They must be able to keep the rules and regulations organized in their minds and be able to switch between the rules and regulations whenever it is required.

     When it comes to their job, air traffic controllers experience a lot of stress due to the complexity of their work. This stress is caused by different areas of the job, but are mainly caused by the operations that come with the job and the structures of their organization. “The most important factors are peaks of traffic load, time pressure, resolving conflicts in the application of rules, and the limitations and reliability of equipment. The factors relating to organizational structure mainly concern shift schedules (and particularly night work), role conflicts, unfavorable working conditions and the lack of control over work” (Stress Prevention in Air Traffic Control, n.d.). There are a lot of operational and organizational concerns that can cause stress to these individuals. It is up to them how they cope with the stress, but some may handle the stress better than others.    

     Another factor that really causes stress to the controllers is the thought about the possible catastrophic results if they were to make a mistake. “Air traffic controllers are also among the groups of workers who are most exposed to critical accidents which cause unusually strong emotional reactions, such as air accidents with loss of life or serious injury, near collisions or loss of control due to overload” (Stress Prevention in Air Traffic Control, n.d.). If they make a mistake, not only are they living with the consequences, but they are also getting in trouble with their employer, are most likely being investigated by the FAA and might have to hear about all the families that have been affected if their mistake led to an accident that had fatalities. This can put a lot of pressure on people to avoid these situations from happening. It could possibly cause a lot of mental problems to some if their mistake led to a catastrophic accident.

     When it comes to the amount of stress that comes with the job, those that pursue this job as a career need to be very careful of the affects that it can have one themselves. With this job comes a lot of responsibilities that includes having thousands of lives in their hands each day with majority of what happens due to the decisions that the controller makes. “Air traffic controllers require high levels of knowledge and expertise, combined with high levels of responsibility, not only with regard to risking lives, but also the high economic costs of aeronautical activities” (Stress Prevention in Air Traffic Control, n.d.). Aviation accidents are not cheap especially when it includes a large aircraft that is carrying passengers. This can cost companies a lot of money because they may have to deal with the legal responsibilities that come with accident especially if there are fatalities. Additionally, they have to clean the accident up and figure out a way to get another aircraft in service since they lost one. Companies do not want to lose out on money due to an aircraft being out of service. This will cost them a lot of money on top of the money they are losing due to the accident.

     Another problem that was mentioned earlier is the problem that deals with shift scheduling. Pilots are not the only ones who are dealing with problems with shift scheduling. Pilots have had new regulations passed to help with the amount of rest hours required. The problem that comes with this is the pilot shortage. Pilots are not the only ones that are experiencing a shortage. There has been a huge decline in the number of air traffic controllers in the system. Because of this, people are working harder and longer trying to keep the skies safe so people can travel and make it to their destinations safely. “Controller staffing has fallen nearly 10 percent since 2011, and the FAA has missed its hiring goals in each of the last five years. With one third of our workforce eligible to retire, the FAA’s bureaucratic structure is failing. In fiscal year 2015, the FAA fell 24 percent below its staffing goals. If this situation continues unaddressed, we will be hard-pressed to maintain current capacity, let alone expand and modernize the system” (NATCA, 2015). There are not enough people becoming controllers to cover the amount of controllers that are leaving. This leaves a lot of stress on those who are not retiring, their employers, and the FAA to recruit people to pursue this as a career.

     Part of the increase in stress is due to the increase in operations at airports and the increase in how many aircraft are landing and taking off at airports. “As the number of aircraft and demands on air-traffic control services has increased over the decades, so has the number of accidents, incidents, and runway incursions (loss of safe separation among aircraft and other ground vehicles). As with most aviation accidents today, many of these occurrences have not been due to faulty control equipment, but rather to human error, including mistakes made by air traffic controllers (Federal Aviation Administration, 2000)” (Pape, Wiegmann, & Shappell, n.d.). The increase in air traffic can lead to more stress which can in turn lead to more human errors. Human errors are something that will always occur because humans are not perfect and they have to make quick, on the spot decisions. This means that training and oversight is very important to help make sure that things are running smoothly.

     The placement of a lot of responsibility on individuals can cause them a lot of stress. Although, every individual handles stress in different ways, but some may not be able to handle as much as others. High amounts of stress and the hard work that comes with being an air traffic controller can affect their health. “A number of studies indicate that the demanding work of air traffic controllers may well be a risk factor in the long term in the development of stress-related symptoms, including headaches, chronic fatigue, heartburn, indigestion and chest pain, as well as such serious illnesses as hypertension, coronary heart disease, diabetes, peptic ulcers and psychoneurotic disorders” (Stress Prevention in Air Traffic Control, n.d.). It is very important that controllers take care of themselves to make sure they remain healthy. “Pilots and controllers remain some of the most difficult groups to persuade to seek mental health assistance, even when they can barely function. Another major obstacle is fear of having to report any counseling or treatment to the FAA and permanently losing their medical certificate and perhaps their career” (AMAS, 2016). This shouldn’t always be the case because some people really need to get medical attention because they are overdoing it and causing harm to their bodies. The problem is that pilots and controllers feel they cannot get it because it will cause them to lose their medical certificate or have to take days off of work or even that it will be made out to be a bigger problem that it really is. This discourages individuals from seeking the help they really need because they feel like they will have some kind of punishment for seeking the appropriate help.

    It is important that there are measures being taken to reduce and relieve the stress for the controllers. Some of the improvements have come in the work environment and the organizational structure to help make things easier. Areas that have been improved are “the external socio-economic environment, technology and work organization, the workplace and the structure of tasks, the improvement of individual responses and behavior, and the health protection and promotion” (Stress Prevention in Air Traffic Control, n.d.). Another really important factor that has been included to help cope with stress is the social support. “Social support is a crucial point in stress management. According to the Karasek and Johnson model, this is one of the three factors that concur in determining stress conditions” (Costa, 1996). I think that controllers along with pilots need to get educated and trained on stress management because of the high workload and demands of the job. It is important that they are all in good mental, physical, and psychological health. Their decisions can affect hundreds of people and they do not always have a long amount of time to make decisions.

References

AMAS. (2016). Counseling, Depression and Psychological Support. Retrieved from Aviation Medicine Advisory Service : https://www.aviationmedicine.com/article/counseling-depression-and-psychological-support/

Costa, G. (1996). Occupational Stress and Stress Prevention in Air Traffic Control. Retrieved from International Labour Organization : http://www.ilo.org/wcmsp5/groups/public/@ed_protect/@protrav/@safework/documents/publication/wcms_250120.pdf

FAA. (2016, March 24). Guide for Aviation Medical Examiners. Retrieved from Federal Aviation Administration: https://www.faa.gov/about/office_org/headquarters_offices/avs/offices/aam/ame/guide/app_process/general/classes/

Federal Aviation Administration (2000). National summit on runway safety, Washington DC.

NATCA. (2015). Controller Staffing Down 10 Percent, Hiring Lags. Retrieved from National Air Traffic Controllers Association: http://www.natca.org/

Pape, A. M., Wiegmann, D. A., & Shappell, S. (n.d.). Air Traffic Control (ATC) Related Accidents and Incidents: A Human Factors Analysis. Retrieved from FAA.gov: http://www.faa.gov/about/initiatives/maintenance_hf/library/documents/media/human_factors_maintenance/air_traffic_control_(atc)_related_accidents_and_incidents.a_human_factors_analysis.pdf

Scarpa, J. P. (n.d.). Pilot Mental Health. Retrieved January 24, 2016, from Aerospace Medical

Association: http://www.asma.org/publications/pilot-mental-health

Stress Prevention in Air Traffic Control. (n.d.). Retrieved from International Labour Organization: http://www.ilo.org/wcmsp5/groups/public/---ed_protect/---protrav/---safework/documents/publication/wcms_118241.pdf

NTSB Most Wanted List

     After doing some research on the above topics, the way I would rank these is pretty similar to how they ranked them. The only difference is that I would put cockpit image recorders as the least important. So my ranking would be: prevent loss of control in flight, fatigue related accidents, reducing distractions, medical fitness, and cockpit image recorders. The reason I think that loss of control is important is because there has been a lot of accident still due to loss of control. “Approximately 450 people are killed each year in GA accidents. Loss of Control is the number one cause of these accidents. There is one fatal accident involving LOC every four days” (FAA, 2015). Loss of control has really affected the general aviation community. “Between 2001 and 2011, over 40 percent of fixed wing GA fatal accidents occurred because pilots lost control of their airplanes” (NTSB, 2015). This seems to be a big issue within the general aviation community and I think this issue needs to be addressed. It seems that there may be a lack in training for pilots on how to maintain control. This could be partly due to automation and the ability to use autopilot. Pilots have become so used to being able to using autopilot that they lose the ability to know if there is a problem or even how to handle it.

     Fatigue has also been and still is an issue. “Human fatigue is both a symptom of poor sleep and health management, and an enabler of other impairments, such as poor judgment and decision making, slowed reaction times, and loss of situational awareness and control” (NTSB, 2016). The impairments that are caused by fatigue can have fatal consequences when flying. “In the last 15 years fatigue has been associated with over 250 fatalities in air carrier accidents investigated by the Safety Board” (Sumwalt, 2008). Although the FAA has issued regulations in regards to fatigue and making sure that pilots are given an adequate amount of time to be able to rest, there is still responsibility on the pilots to make sure they are getting an appropriate amount of sleep. It is important that not only pilots, but others such as ATC, mechanics, and even managers have an adequate amount of rest because their decisions could affect hundreds of lives. Not only pilots, but managers and ATC need to be well rested because they need to be able to be aware of their situation and be able to make the right decisions if a problem occurs.

      Distractions are becoming more and more popular because there have become more things that can be distracting. With the increase in technology, it opens up more options of possible things that can become distracting. “A NASA study of crew error accidents and ASRS reports determined at least 34 different types of competing activities preoccupied or distracted pilots, causing them to neglect an important task at a critical moment. More than half of the incidents involved a failure to monitor the current status or position of the aircraft or failure to monitor the actions of the pilot who was flying or taxiing” (Hopkins, 2013). When it comes to distractions, it isn’t all just cellphones, laptops, or tablets, but it can be tasks that pilots must perform. They can become preoccupied with what they have to do that they lose awareness of things going on around them. “Even though cell phone or laptop use in the cockpit is not a common problem, pilots experience similar distractions from electronic equipment in the normal execution of their flight duties” (Hopkins, 2013). In regards to cellphones and laptops, there are recommendations that the FAA has put out for airlines. “The FAA now recommends all airlines review their operation manuals to ensure pilots are required to turn off cell phones prior to departure from the gate” (Hopkins, 2013). After doing some research, it seemed like distractions from personal cellphones or laptops has not been really common or has caused as many accidents, but since tablets are becoming more popular in the cockpit, this could become a bigger issue. It is important that people are not becoming distracted by the use of their cellphones or laptops, especially during critical parts of the flight because this could cause danger to others.

     Medical fitness is an important issue, but the FAA has tests that help determine the medical fitness of their pilots. They need to pass screenings in order to fly. The problem is the types of diseases or mental illnesses that are not easy to find. “The aviation medical certification system may be the most robust, but pilots are increasingly testing positive for over-the-counter sedating medications. Moreover, although the NTSB has found that obstructive sleep apnea has been a factor in multiple accidents, all transportation modes still lack a complete screening process for this condition” (NTSB, 2015). There are some illnesses that cannot be determined by a simple screening, but that doesn’t mean that having pilots go through more screenings or examinations would be a good idea either. Problems occur with miscommunication between pilots and their employers because they fail to inform them that they are unfit to fly.

     The reason I put cockpit image recorders last is because I think it can possible cause a lot more problems than it may help. “The idea was first proposed in 2000 by the National Transportation Safety Board, which said video cameras ‘would provide critical information to investigators about the actions inside the cockpit immediately before and during an accident’” (Davies, 2014).  This idea has been around for a while and it still hasn’t been implemented. I think that if they go through with it and aircraft become equipped with cockpit image recorders, pilots will feel a lot more under pressure than they may already do. Pilots have spoken out about their disagreement with having cockpit image recorders.

Pilots don't see the disappearance of Flight 370 as a reason to embrace cameras. They cite two reasons for their opposition: Video surveillance will almost certainly be misinterpreted or get into the wrong hands, and it can adversely affect how they do their jobs. There is a wealth of unscripted and non-verbal communication that transpires between pilots and only they can interpret them. Using video cameras in the cockpit would only add to the likelihood of misinterpretation. (Davies, 2014)

This could lead to problems because if people who don’t understand what goes on in the cockpit or how pilots communicate with each other review these videos, what will be the consequences if they misinterpret what happened. If the pilots do not survive, it can negatively affect the company because the pilots cannot speak as to why they did what they did. Another problem is that pilots might have to change how they work. “Pilots say the very presence of a video recording system could be detrimental to pilot performance and decision-making. If cameras were in the cockpit, it could change the way flying gets done, and not for the better. Looking over the shoulder of pilots would pressure them to follow every single rule, which isn't always ideal” (Davies, 2014). Because they would be on camera, they would feel like every move they do is being watched and criticized. If they think that something may be the best option to do in an emergency, but may look bad on camera, what will happen to them. Will they get in trouble for their actions, even though they saved hundreds of lives?

     I think one item on the list that shouldn’t be on there is cockpit image recorders. As I discussed above, I think that this could potentially cause more problems than it will with helping out. I think it will provide a lot of pressure on the pilots who will become so focused on being “perfect” since every move they make will be watched, judged, and criticized. This could add too much pressure that can lead to more stress on the pilots because although they may feel like what they choose to do is what is best or safe to do, the video and their actions may be misinterpreted. Another thing is that if there is an accident and the pilots do not survive to explain what happened, will the video be interpreted properly by the investigators? If it is not, then it can lead to more problems. I think that it may sound like a good idea, but pilots may not be too happy about it and nor would the airlines because they would have to pay to install these systems.

     One item that could be on the list is runway safety. Because approach and landing are the most critical part of the flight and most accidents occur during this phase, it is important to make sure that pilots are trained properly.

Runway safety–related events are the most common type of commercial air transport accident. According to the International Air Transport Association (IATA), 58 percent of all accidents occurred in the runway environment from 2009 through 2013, and the category’s most frequent type is runway excursion, representing about 23 percent of all accidents over the period. While there is a downward trend in aviation accidents overall, runway excursions remain relatively unchanged. (Jackman, 2014)

According to this statistic, more than half of the accidents that occurred within a four year period, between 2009 and 2013 occurred on the runway. This provides a huge liability to the airport and increases the potential risks.

     Of all the items that are listed above, I think the FAA will most likely respond to the distractions in the cockpit and to preventing loss of control. Both of these issues have led to incidents or accidents that can be prevented. If these issues are addressed, we can hopefully see improvements in safety and less incidents or accidents due to these issues. I think that distractions in the cockpit is going to become a bigger issue than it currently is because of the advancements in technology and that more and more pilots are bringing tablets into the cockpit. The FAA can set new regulations to try to help incidents involving distracted pilots from occurring. I also think that preventing loss and control would be addressed because the FAA can set regulations to help prevent this from occurring to improve safety. With both of these issues, safety is a major concern.

References

Davies, A. (2014, July 11). Why Pilots Dislike Being on Cockpit Cam. Retrieved from Wired.co.UK: http://www.wired.co.uk/news/archive/2014-07/11/mh370-cockpit-camera

FAA. (2015, December 10). Fly Safe: Prevent Loss of Control Accidents. Retrieved from Federal Aviation Administration : https://www.faa.gov/news/updates/?newsId=84335

Hopkins, J. (2013, March 8). The Human Factor: Dangerous Distractions. Retrieved from Flying: http://www.flyingmag.com/technique/proficiency/human-factor-dangerous-distractions

Jackman, F. (2014, December). Top 10 Safety Issues. Retrieved from Flight Safety Foundation: http://flightsafety.org/aerosafety-world-magazine/december-2014/top-10-safety-issues

NTSB. (2015). Prevent Loss of Control in Flight in General Aviation. Retrieved from National Transportation Safety Board: http://www.ntsb.gov/safety/mwl/Pages/mwl7_2015.aspx

NTSB. (2015). Require Medical Fitness for Duty. Retrieved from National Transportation Safety Board: http://www.ntsb.gov/safety/mwl/Pages/mwl8_2015.aspx

NTSB. (2016). Reduce Fatigue-Related Accidents. Retrieved from National Transportation Safety Board: http://www.ntsb.gov/safety/mwl/Pages/mwl1-2016.aspx

Sumwalt, R. (2008, June 17). Reduce Aviation Accidents and Incidents. Retrieved from Federal Aviation Administration: https://www.faa.gov/about/office_org/headquarters_offices/avs/offices/afs/afs200/media/aviation_fatigue_symposium/8-19_Sumwalt.pdf

Aviation Organizations

     There are many associations that are available to those who are pursuing aviation as a career. Each individual organization serves its own purpose and has a mission to help people in some way. As an individual who plans to go into aviation management, it is important to belong to associations that can help enhance my knowledge and ability to be a better manager. Two organizations that I plan on belonging to when I am employed and engaged in my career path are American Association of Airport Executives (AAAE) and the Women in Aviation, International (WAI).  

     In September 1928, the American Association of Airport Executives was founded at what is now Los Angeles International Airport. “AAAE is the world's largest professional organization for airport executives, representing thousands of airport management personnel at public-use commercial and general aviation airports. AAAE serves its membership through results-oriented representation in Washington, D.C. and delivers a wide range of industry services and professional development opportunities including training, meetings and conferences, and a highly respected accreditation program” (About AAAE, n.d.). There are different chapters within the United States and even internationally. “AAAE has succeeded over the years, creating a suite of products and services that address airport industry needs, and generate the revenue required to support core association services, such as the Airport Legislative Alliance, Regulatory Affairs, and the Transportation Security Policy departments” (AAAE HISTORY, n.d.). The AAAE has been trying to help airports by providing them the help and resources they need to succeed. The mission of the AAAE is to help aviation professionals learn and gain experience and knowledge about the industry. Since I am currently living in Michigan, I would be a part of the Great Lakes Chapter in the AAAE and part of their mission is “to determine, implement and promote a Code of Ethics for the members of the airport management profession, to promote airport safety and operational efficiency by encouraging the airport management profession to develop and apply modern techniques to airport management, and to establish and develop a systematic interchange of information and experience in the development, maintenance and operation of airports” (Mission and Values, 2015).

     Another organization that I would want to belong to would be the Women in Aviation, International (WAI). Women in Aviation, International was founded in 1990, but became established in 1994. The first conference took place in 1990 in Prescott, Arizona. “Women in Aviation, International is a nonprofit organization dedicated to the encouragement and advancement of women in all aviation career fields and interests” (About WAI, 2015). This organization is not just for women and has a wide range of members who are part of the organization. There are members who are teachers, astronauts, students, and business owners. The Women in Aviation, International tries to help out women and help them understand what women have accomplished in the aviation industry. Part of the goals is to help women of various ages to think about aviation as a career and see the opportunities it provides. “We provide year-round resources to assist women in aviation and to encourage young women to consider aviation as a career. WAI also offers educational outreach programs to educators, aviation industry members and young people nationally and internationally” (About WAI, 2015). Some of the benefits of being part of the Women in Aviation, International is being up to date on things going on in the industry, having discounts for many different things ranging from merchandise to conferences. There are many different chapters around the world and it helps provide networking with other professionals.

     It would be important for me to be a part of the American Association of Airport Executives because this can help me gain knowledge on how to be a better manager and make sure that I am getting all the resources I may need. It would be very important for me to become part of the Women in Aviation, International association because this can help me get help with networking in my career and see the opportunities that I have. I can learn more about other women and how they have impacted the aviation industry. It is important to be part of organizations that could help one out with the career. They can provide information that people may not know about that can help them with their career. It is also important because these can help with networking and with a small industry like aviation, who you know can really help you out.

References

AAAE HISTORY. (n.d.). Retrieved from American Association Of Airport Executives : https://www.aaae.org/aaae/AAAEMBR/About_AAAE/History/AAAEMemberResponsive/About_AAAE/History.aspx?hkey=9d0f3525-8a20-417e-b0be-66c7f68a5fab

About AAAE. (n.d.). Retrieved from American Association of Airport Executives : https://www.aaae.org/aaae/AAAEMBR/About_AAAE/AAAEMemberResponsive/About_AAAE/About_AAAE.aspx?hkey=17fa23bc-bfe6-4589-9c8b-c362c1e7c303

About WAI. (2015). Retrieved from Women In Aviation International : https://www.wai.org/about.cfm

Mission and Values. (2015). Retrieved from Great Lakes Chapter American Association of Airport Executives: http://glcaaae.org/about/mission-values/