The Experts below are selected from a list of 2058 Experts worldwide ranked by ideXlab platform
Gerede Ender - One of the best experts on this subject based on the ideXlab platform.
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Silence in the tower: analysing the reasons of air traffic controllers avoiding voluntary reporting
'Vilnius Gediminas Technical University', 2021Co-Authors: Under Ilker, Gerede EnderAbstract:Defined in the organizational behavior literature as employee avoidance of expressing their feelings, thoughts and ideas, the concept of organizational silence refers to the failure to submit reports voluntarily in the context of Aviation safety. Due to various factors, Aviation Employees may avoid reporting. However, managers need voluntary reports from their Employees to prevent future accidents. The primary purpose of this study is to find out why air traffic controllers, one of the most critical safety components of flight operation, fail to do voluntary reporting. In addition, whether controllers are involved in real-life voluntary reporting and whether the factors that prevent voluntary reporting vary by demographic variables. The data collected from 212 controllers were subjected to Confirmatory Factor Analysis by using the Statistical Package for Social Sciences (SPSS) 24 program and the reasons for their failure to do voluntary reporting were identified. Furthermore, the study concluded that approximately 27% of controllers did not submit voluntary reporting on unsafe situations or safety-enhancing recommendations they had seen
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Molk v letalstvu: razvoj in validacija orodja za merjenje razlogov, da osebje za vzdrževanje letal ne poroča
University of Maribor Faculty of Organizational Sciences, 2021Co-Authors: Under Ilker, Gerede EnderAbstract:Background and purpose: Organizational silence, seen as the greatest obstacle to the success of organizations and expressed as a refraining from expressing feelings, and ideas about problems encountered in their organizations, is identified as the avoidance of voluntary reporting in Aviation organizations. The main purpose of this research is to identify and develop a tool to measure the various reasons for Aviation Employees’ remaining silent about the unsafe acts and events they witness, and the factors causing them to refrain from adopting safety enhancement proposals. Methodology: Within the scope of the study, a data collection tool was developed. Explanatory and confirmatory factor analysis of the data obtained from 483 Employees was conducted to test the reasons for not reporting voluntarily in Aviation. Results: As a result, it was found that Employees did not participate in voluntary reporting due to factors of silence based on relational and prosocial factors, disengagement, quiescence and acquiescence, along with fear and defensiveness. Conclusion: Accordingly, organizations need to acknowledge and act with the awareness that organizational silence is a common phenomenon. The importance of voluntary reporting should be explained to Employees at every opportunity and the number of quality voluntary reports should be increased. However, this should go beyond the simple slogans of ‘Safety comes first in this workplace’ or ‘Safety first’ hanging on the wall of every organization. Keywords: Organizational silence, Reporting, Safety management system, Aircraft maintenanceOzadje in namen: Organizacijski molk, ki je često največja ovira za uspeh organizacij, se kaže kot izogibanje izražanja čustev in idej o težavah, s katerimi se srečujejo njihove organizacije. Opredelimo ga lahko kot izogibanje prostovoljnemu poročanju v letalskih organizacijah. Glavni namen te raziskave je opredeliti in razviti orodje za merjenje razlogov, zaradi katerih letalski uslužbenci molčijo o nevarnih dogodkih in dogodkih, ki so jim priča, ter dejavnikih, zaradi katerih se vzdržijo sprejemanja predlogov za izboljšanje varnosti. Zasnova / metodologija / pristop: V okviru študije je bilo razvito orodje za zbiranje podatkov. Pojasnjevalna in potrditvena faktorska analiza podatkov, pridobljenih od 483 zaposlenih, je bila izvedena za preizkus razlogov za prostovoljno poročanje v letalstvu. Rezultati: Posledično je bilo ugotovljeno, da zaposleni niso sodelovali pri prostovoljnem poročanju zaradi dejavnikov molka, ki temeljijo na relacijskih in prosocialnih dejavnikih, razdruževanju, mirovanju in popuščanju ter strahu in obrambnosti. Zaključek: V skladu s tem morajo organizacije priznati in delovati z zavedanjem, da je organizacijski molk pogost pojav. Pomen prostovoljnega poročanja je treba zaposlenim razložiti ob vsaki priložnosti in povečati število kakovostnih prostovoljnih poročil. Vendar bi to moralo presegati preprosta gesla „Varnost je na prvem mestu na delovnem mestu“ ali „Varnost najprej“, ki visi na steni vsake organizacije. Ključne besede: Organizacijska tišina, Poročanje, Sistem varnega upravljanja, Vzdrževanje leta
Under Ilker - One of the best experts on this subject based on the ideXlab platform.
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Silence in the tower: analysing the reasons of air traffic controllers avoiding voluntary reporting
'Vilnius Gediminas Technical University', 2021Co-Authors: Under Ilker, Gerede EnderAbstract:Defined in the organizational behavior literature as employee avoidance of expressing their feelings, thoughts and ideas, the concept of organizational silence refers to the failure to submit reports voluntarily in the context of Aviation safety. Due to various factors, Aviation Employees may avoid reporting. However, managers need voluntary reports from their Employees to prevent future accidents. The primary purpose of this study is to find out why air traffic controllers, one of the most critical safety components of flight operation, fail to do voluntary reporting. In addition, whether controllers are involved in real-life voluntary reporting and whether the factors that prevent voluntary reporting vary by demographic variables. The data collected from 212 controllers were subjected to Confirmatory Factor Analysis by using the Statistical Package for Social Sciences (SPSS) 24 program and the reasons for their failure to do voluntary reporting were identified. Furthermore, the study concluded that approximately 27% of controllers did not submit voluntary reporting on unsafe situations or safety-enhancing recommendations they had seen
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Molk v letalstvu: razvoj in validacija orodja za merjenje razlogov, da osebje za vzdrževanje letal ne poroča
University of Maribor Faculty of Organizational Sciences, 2021Co-Authors: Under Ilker, Gerede EnderAbstract:Background and purpose: Organizational silence, seen as the greatest obstacle to the success of organizations and expressed as a refraining from expressing feelings, and ideas about problems encountered in their organizations, is identified as the avoidance of voluntary reporting in Aviation organizations. The main purpose of this research is to identify and develop a tool to measure the various reasons for Aviation Employees’ remaining silent about the unsafe acts and events they witness, and the factors causing them to refrain from adopting safety enhancement proposals. Methodology: Within the scope of the study, a data collection tool was developed. Explanatory and confirmatory factor analysis of the data obtained from 483 Employees was conducted to test the reasons for not reporting voluntarily in Aviation. Results: As a result, it was found that Employees did not participate in voluntary reporting due to factors of silence based on relational and prosocial factors, disengagement, quiescence and acquiescence, along with fear and defensiveness. Conclusion: Accordingly, organizations need to acknowledge and act with the awareness that organizational silence is a common phenomenon. The importance of voluntary reporting should be explained to Employees at every opportunity and the number of quality voluntary reports should be increased. However, this should go beyond the simple slogans of ‘Safety comes first in this workplace’ or ‘Safety first’ hanging on the wall of every organization. Keywords: Organizational silence, Reporting, Safety management system, Aircraft maintenanceOzadje in namen: Organizacijski molk, ki je često največja ovira za uspeh organizacij, se kaže kot izogibanje izražanja čustev in idej o težavah, s katerimi se srečujejo njihove organizacije. Opredelimo ga lahko kot izogibanje prostovoljnemu poročanju v letalskih organizacijah. Glavni namen te raziskave je opredeliti in razviti orodje za merjenje razlogov, zaradi katerih letalski uslužbenci molčijo o nevarnih dogodkih in dogodkih, ki so jim priča, ter dejavnikih, zaradi katerih se vzdržijo sprejemanja predlogov za izboljšanje varnosti. Zasnova / metodologija / pristop: V okviru študije je bilo razvito orodje za zbiranje podatkov. Pojasnjevalna in potrditvena faktorska analiza podatkov, pridobljenih od 483 zaposlenih, je bila izvedena za preizkus razlogov za prostovoljno poročanje v letalstvu. Rezultati: Posledično je bilo ugotovljeno, da zaposleni niso sodelovali pri prostovoljnem poročanju zaradi dejavnikov molka, ki temeljijo na relacijskih in prosocialnih dejavnikih, razdruževanju, mirovanju in popuščanju ter strahu in obrambnosti. Zaključek: V skladu s tem morajo organizacije priznati in delovati z zavedanjem, da je organizacijski molk pogost pojav. Pomen prostovoljnega poročanja je treba zaposlenim razložiti ob vsaki priložnosti in povečati število kakovostnih prostovoljnih poročil. Vendar bi to moralo presegati preprosta gesla „Varnost je na prvem mestu na delovnem mestu“ ali „Varnost najprej“, ki visi na steni vsake organizacije. Ključne besede: Organizacijska tišina, Poročanje, Sistem varnega upravljanja, Vzdrževanje leta
Matthew Lemelin - One of the best experts on this subject based on the ideXlab platform.
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new genetic technology may help pilots Aviation Employees and color vision researchers
Aviation Space and Environmental Medicine, 2013Co-Authors: Nelda J Milburn, Jay Neitz, Thomas Chidester, Matthew LemelinAbstract:Color vision research is not new for the Federal Aviation Administration (FAA); the Civil Aerospace Medical Institute has been conducting color vision research and publishing the results since 1967 ( 3 ). The FAA originally initiated color vision research because of the emerging use of color coding in the airport environment and the FAA has continued a line of color vision research because of the increasing use of color coding resulting from changing technology inside the cockpit, on air traffic control displays, and in the airport environment. Color can be used to convey meaning without supplemental signage such as the ubiquitous traffic signal that alerts drivers to proceed with caution via a yellow flashing light or to stop via a red flashing light. However, that meaning is only conveyed if the driver can distinguish between the yellow and the red colors. Approximately 8 to 10% of the male population ( 5 ) has a congenital color vision deficiency and, depending upon the type and severity of that deficiency, that task of interpreting the meaning of color coding may be difficult or impossible. Consequently, the FAA has long maintained a color vision standard for aero-medical screening to ensure that pilots and air traffic controllers can perform safety-related tasks without adverse consequences. Throughout the past few years, the FAA has explored a variety of color vision tests, searching for a valid screening test that has high sensitivity and specificity, meaning the ability to detect the presence or absence of the deficiency, respectively. Basically, color vision tests can be categorized as diagnostic, screening, or occupational tests. Diagnostic tests are designed to specifically diagnose the type and degree of deficiency, the screening tests focus on differentiating between normal or deficient color vision, and the occupational tests seek to separate those capable versus incapable of certain tasks such as identifying colors of wires or lights (e.g., the Farnsworth Lantern test that was developed to assess the ability of potential Navy signalmen for identifying red, green, and white lights). A few tests have been developed for the purpose of precisely diagnosing and classifying color vision; however, when color vision test scores are compared to performance on occupational tasks such as identifying or discriminating colors used in signal lights, precision approach path indicator (PAPI) lights, colored navigation lights, color coded map reading tasks, color coded air traffic control displays, and cockpit displays, a specific cut-point on those selection tests has not been found that can fully separate those who can from those who cannot accurately perform the color-coded pilot or air traffic control tasks. Some tests, including new computerized instruments, have been designed to differentiate defects involving the long wavelength sensitive cones (protan-type), middle wavelength sensitive cones (deutan-type), and short wavelength sensitive cones (tritan-type). Congenital protan and deutan deficiencies are, collectively, extremely common, affecting 1 in 12 men and 1 in 230 women; however, recent evidence indicates that tritan defects are virtually never present at birth (e.g., congenital) and the inherited forms involve S cone photoreceptor degeneration that develops later in life with the exact onset depending upon the specific mutation ( 1, 4 ). Thus, the exact frequency of inherited tritan defects is uncertain; however, it is probably less than 1 in 500. In part, because the underlying pathophysiology has not been well understood, few tests have been available that are capable of detecting tritan deficiencies. In the past, those tests included the single Farnsworth F2 pseudoisochromatic plate (PIP), the Moreland anomaloscope, the Hardy, Rand, Rittler PIP test, and, most recently, the Oculus anomaloscope. Consequently, the occupational color vision tests used by most agencies only screen for the most common (protan and deutan) types of defects. The newly developed computerized color vision tests, including the Colour Assessment and Diagnostic Test, the Cambridge Colour Test, the Cone Contrast Test, and the Computerized Color Vision Test, are all designed to detect tritan defects. However, tritan weaknesses have been noted in several of the FAA ‘ s recent studies in much higher than the traditionally expected numbers and diagnostic agreement is low among those tests when tritan deficiencies are involved. In the past, the FAA and other regulatory organizations have not, or have rarely, required tritan color vision screening in their occupational screening because of the following three factors: the rarity of the congenital defect, the unknown number of individuals affected by acquired deficiencies, and the lack of effective, reliable, valid, and affordable equipment with which to diagnose the deficiency.
Nelda J Milburn - One of the best experts on this subject based on the ideXlab platform.
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new genetic technology may help pilots Aviation Employees and color vision researchers
Aviation Space and Environmental Medicine, 2013Co-Authors: Nelda J Milburn, Jay Neitz, Thomas Chidester, Matthew LemelinAbstract:Color vision research is not new for the Federal Aviation Administration (FAA); the Civil Aerospace Medical Institute has been conducting color vision research and publishing the results since 1967 ( 3 ). The FAA originally initiated color vision research because of the emerging use of color coding in the airport environment and the FAA has continued a line of color vision research because of the increasing use of color coding resulting from changing technology inside the cockpit, on air traffic control displays, and in the airport environment. Color can be used to convey meaning without supplemental signage such as the ubiquitous traffic signal that alerts drivers to proceed with caution via a yellow flashing light or to stop via a red flashing light. However, that meaning is only conveyed if the driver can distinguish between the yellow and the red colors. Approximately 8 to 10% of the male population ( 5 ) has a congenital color vision deficiency and, depending upon the type and severity of that deficiency, that task of interpreting the meaning of color coding may be difficult or impossible. Consequently, the FAA has long maintained a color vision standard for aero-medical screening to ensure that pilots and air traffic controllers can perform safety-related tasks without adverse consequences. Throughout the past few years, the FAA has explored a variety of color vision tests, searching for a valid screening test that has high sensitivity and specificity, meaning the ability to detect the presence or absence of the deficiency, respectively. Basically, color vision tests can be categorized as diagnostic, screening, or occupational tests. Diagnostic tests are designed to specifically diagnose the type and degree of deficiency, the screening tests focus on differentiating between normal or deficient color vision, and the occupational tests seek to separate those capable versus incapable of certain tasks such as identifying colors of wires or lights (e.g., the Farnsworth Lantern test that was developed to assess the ability of potential Navy signalmen for identifying red, green, and white lights). A few tests have been developed for the purpose of precisely diagnosing and classifying color vision; however, when color vision test scores are compared to performance on occupational tasks such as identifying or discriminating colors used in signal lights, precision approach path indicator (PAPI) lights, colored navigation lights, color coded map reading tasks, color coded air traffic control displays, and cockpit displays, a specific cut-point on those selection tests has not been found that can fully separate those who can from those who cannot accurately perform the color-coded pilot or air traffic control tasks. Some tests, including new computerized instruments, have been designed to differentiate defects involving the long wavelength sensitive cones (protan-type), middle wavelength sensitive cones (deutan-type), and short wavelength sensitive cones (tritan-type). Congenital protan and deutan deficiencies are, collectively, extremely common, affecting 1 in 12 men and 1 in 230 women; however, recent evidence indicates that tritan defects are virtually never present at birth (e.g., congenital) and the inherited forms involve S cone photoreceptor degeneration that develops later in life with the exact onset depending upon the specific mutation ( 1, 4 ). Thus, the exact frequency of inherited tritan defects is uncertain; however, it is probably less than 1 in 500. In part, because the underlying pathophysiology has not been well understood, few tests have been available that are capable of detecting tritan deficiencies. In the past, those tests included the single Farnsworth F2 pseudoisochromatic plate (PIP), the Moreland anomaloscope, the Hardy, Rand, Rittler PIP test, and, most recently, the Oculus anomaloscope. Consequently, the occupational color vision tests used by most agencies only screen for the most common (protan and deutan) types of defects. The newly developed computerized color vision tests, including the Colour Assessment and Diagnostic Test, the Cambridge Colour Test, the Cone Contrast Test, and the Computerized Color Vision Test, are all designed to detect tritan defects. However, tritan weaknesses have been noted in several of the FAA ‘ s recent studies in much higher than the traditionally expected numbers and diagnostic agreement is low among those tests when tritan deficiencies are involved. In the past, the FAA and other regulatory organizations have not, or have rarely, required tritan color vision screening in their occupational screening because of the following three factors: the rarity of the congenital defect, the unknown number of individuals affected by acquired deficiencies, and the lack of effective, reliable, valid, and affordable equipment with which to diagnose the deficiency.
Jay Neitz - One of the best experts on this subject based on the ideXlab platform.
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new genetic technology may help pilots Aviation Employees and color vision researchers
Aviation Space and Environmental Medicine, 2013Co-Authors: Nelda J Milburn, Jay Neitz, Thomas Chidester, Matthew LemelinAbstract:Color vision research is not new for the Federal Aviation Administration (FAA); the Civil Aerospace Medical Institute has been conducting color vision research and publishing the results since 1967 ( 3 ). The FAA originally initiated color vision research because of the emerging use of color coding in the airport environment and the FAA has continued a line of color vision research because of the increasing use of color coding resulting from changing technology inside the cockpit, on air traffic control displays, and in the airport environment. Color can be used to convey meaning without supplemental signage such as the ubiquitous traffic signal that alerts drivers to proceed with caution via a yellow flashing light or to stop via a red flashing light. However, that meaning is only conveyed if the driver can distinguish between the yellow and the red colors. Approximately 8 to 10% of the male population ( 5 ) has a congenital color vision deficiency and, depending upon the type and severity of that deficiency, that task of interpreting the meaning of color coding may be difficult or impossible. Consequently, the FAA has long maintained a color vision standard for aero-medical screening to ensure that pilots and air traffic controllers can perform safety-related tasks without adverse consequences. Throughout the past few years, the FAA has explored a variety of color vision tests, searching for a valid screening test that has high sensitivity and specificity, meaning the ability to detect the presence or absence of the deficiency, respectively. Basically, color vision tests can be categorized as diagnostic, screening, or occupational tests. Diagnostic tests are designed to specifically diagnose the type and degree of deficiency, the screening tests focus on differentiating between normal or deficient color vision, and the occupational tests seek to separate those capable versus incapable of certain tasks such as identifying colors of wires or lights (e.g., the Farnsworth Lantern test that was developed to assess the ability of potential Navy signalmen for identifying red, green, and white lights). A few tests have been developed for the purpose of precisely diagnosing and classifying color vision; however, when color vision test scores are compared to performance on occupational tasks such as identifying or discriminating colors used in signal lights, precision approach path indicator (PAPI) lights, colored navigation lights, color coded map reading tasks, color coded air traffic control displays, and cockpit displays, a specific cut-point on those selection tests has not been found that can fully separate those who can from those who cannot accurately perform the color-coded pilot or air traffic control tasks. Some tests, including new computerized instruments, have been designed to differentiate defects involving the long wavelength sensitive cones (protan-type), middle wavelength sensitive cones (deutan-type), and short wavelength sensitive cones (tritan-type). Congenital protan and deutan deficiencies are, collectively, extremely common, affecting 1 in 12 men and 1 in 230 women; however, recent evidence indicates that tritan defects are virtually never present at birth (e.g., congenital) and the inherited forms involve S cone photoreceptor degeneration that develops later in life with the exact onset depending upon the specific mutation ( 1, 4 ). Thus, the exact frequency of inherited tritan defects is uncertain; however, it is probably less than 1 in 500. In part, because the underlying pathophysiology has not been well understood, few tests have been available that are capable of detecting tritan deficiencies. In the past, those tests included the single Farnsworth F2 pseudoisochromatic plate (PIP), the Moreland anomaloscope, the Hardy, Rand, Rittler PIP test, and, most recently, the Oculus anomaloscope. Consequently, the occupational color vision tests used by most agencies only screen for the most common (protan and deutan) types of defects. The newly developed computerized color vision tests, including the Colour Assessment and Diagnostic Test, the Cambridge Colour Test, the Cone Contrast Test, and the Computerized Color Vision Test, are all designed to detect tritan defects. However, tritan weaknesses have been noted in several of the FAA ‘ s recent studies in much higher than the traditionally expected numbers and diagnostic agreement is low among those tests when tritan deficiencies are involved. In the past, the FAA and other regulatory organizations have not, or have rarely, required tritan color vision screening in their occupational screening because of the following three factors: the rarity of the congenital defect, the unknown number of individuals affected by acquired deficiencies, and the lack of effective, reliable, valid, and affordable equipment with which to diagnose the deficiency.
