Les exigences opérationnelles du métier de pilote sont susceptibles d'engendrer de la somnolence et des niveaux de charge mentale inadéquats (i.e., trop faible ou trop élevé) au cours des vols. Les dettes de sommeil et les perturbations circadiennes liées à divers facteurs (e.g., longues périodes de services, horaires de travail irrégulier, etc.) demandent aux pilotes de repousser sans cesse leurs limites biologiques. Par ailleurs, la charge de travail mental des pilotes présente de fortes variations au cours d'un vol : élevée au cours des phases critiques (i.e., décollage et atterrissage), elle devient très réduite pendant les phases de croisière. Lorsque la charge mentale devient trop élevée ou, à l'inverse, trop faible, les performances se dégradent et des erreurs de pilotage peuvent apparaître. La mise en oeuvre de méthodes de détection de l'état de somnolence et du niveau de charge mentale en temps quasi réel est un défi majeur pour le suivi et le contrôle de l'activité de pilotage. L'objectif de la thèse est de déterminer si la voix humaine peut permettre de détecter d'une part, l'état de somnolence et d'autre part, le niveau de charge mentale d'un individu. Dans une première étude, la voix de participants a été enregistrée lors d'une tâche de lecture avant et après une nuit de privation totale de sommeil (PTS). Les variations de l'état de somnolence consécutives à la PTS ont été évaluées au moyen de mesures auto-évaluatives et électrophysiologiques (ÉlectroEncéphaloGraphie [EEG] et Potentiels Évoqués [PEs]). Les résultats ont montré une variation significative après la PTS de plusieurs paramètres acoustiques liés : (a) à l'amplitude des impulsions glottiques (fréquence de modulation d'amplitude), (b) à la forme du signal acoustique (longueur euclidienne du signal et ses caractéristiques associées) et (c) au spectre du signal des voyelles (rapport harmonique sur bruit, fréquence du second formant, coefficient d'asymétrie, centre de gravité spectral, différences d'énergie, pente spectrale et coefficients cepstraux à échelle Mel). La plupart des caractéristiques spectrales ont montré une sensibilité différente à la privation de sommeil en fonction du type de voyelles. Des corrélations significatives ont été mises en évidence entre plusieurs paramètres acoustiques et plusieurs indicateurs objectifs (EEG et PEs) de l'état de somnolence. Dans une seconde étude, le signal vocal a été enregistré durant une tâche de rappel de listes de mots. La difficulté de la tâche était manipulée en faisant varier le nombre de mots dans chaque liste (i.e., entre un et sept, correspondant à sept conditions de charge mentale). Le diamètre pupillaire - qui est un indicateur objectif pertinent du niveau de charge mentale - a été mesuré simultanément avec l'enregistrement de la voix afin d'attester de la variation du niveau de charge mentale durant la tâche expérimentale. Les résultats ont montré que des paramètres acoustiques classiques (fréquence fondamentale et son écart type, shimmer, nombre de périodes et rapport harmonique sur bruit) et originaux (fréquence de modulation d'amplitude et variations à court-terme de la longueur euclidienne du signal) ont été particulièrement sensibles aux variations de la charge mentale. Les variations de ces paramètres acoustiques étaient corrélées à celles du diamètre pupillaire. L'ensemble des résultats suggère que les paramètres acoustiques de la voix humaine identifiés lors des expérimentations pourraient représenter des indicateurs pertinents pour la détection de l'état de somnolence et du niveau de charge mentale d'un individu. Les résultats ouvrent de nombreuses perspectives de recherche et d'applications dans le domaine de la sécurité des transports, notamment dans le secteur aéronautique. / Operational requirements of aircraft pilots may cause drowsiness and inadequate mental load levels (i.e., too low or too high) during flights. Sleep debts and circadian disruptions linked to various factors (e.g., long working periods, irregular work schedules, etc.) require pilots to challenge their biological limits. Moreover, pilots' mental workload exhibits strong fluctuations during flights: higher during critical phases (i.e., takeoff and landing), it becomes very low during cruising phases. When the mental load becomes too high or, conversely, too low, performance decreases and flight errors may manifest. Implementation of detection methods of drowsiness and mental load levels in near real time is a major challenge for monitoring and controlling flight activity. The aim of this thesis is therefore to determine if the human voice can serve to detect on one hand the drowsiness and on the other hand the mental load level of an individual. In a first study, the voice of participants was recorded during a reading task before and after a night of total sleep deprivation (TSD). Drowsiness variations linked to TSD were assessed using self-evaluative and electrophysiological measures (ElectroEncephaloGraphy [EEG] and Evoked Potentials [EPs]). Results showed significant variations after the TSD in many acoustic features related to: (a) the amplitude of the glottal pulses (amplitude modulation frequency), (b) the shape of the acoustic wave (Euclidean length of the signal and its associated features) and (3) the spectrum of the vowel signal (harmonic-to-noise ratio, second formant frequency, skewness, spectral center of gravity, energy differences, spectral tilt and Mel-frequency cepstral coefficients). Most spectral features showed different sensitivity to sleep deprivation depending on the vowel type. Significant correlations were found between several acoustic features and several objective indicators (EEG and PEs) of drowsiness. In a second study, voices were recorded during a task featuring word-list recall. The difficulty of the task was manipulated by varying the number of words in each list (i.e., between one and seven, corresponding to seven mental load conditions). Evoked pupillary response - known to be a useful proxy of mental load - was recorded simultaneously with speech to attest variations in mental load level during the experimental task. Results showed that classical features (fundamental frequency and its standard deviation, shimmer, number of periods and harmonic-to-noise ratio) and original features (amplitude modulation frequency and short-term variation in digital amplitude length) were particularly sensitive to variations in mental load. Variations in these acoustic features were correlated to those of the pupil size. Results suggest that the acoustic features of the human voice identified during these experiments could represent relevant indicators for the detection of drowsiness and mental load levels of an individual. Findings open up many research and applications perspectives in the field of transport safety, particularly in the aeronautical sector.

The reality of modern military training is the rapprochement of nations and the construction of military alliances to enhance nations defense cooperation and expand capabilities. Preparing for this scenario of cultural diversity is the challenge in designing military training programs for different groups. While training has a basic structure, different cultural environments require different approaches. Using a quantitative method, collected through a survey study, this thesis examines Brazilian and Swedish fighter pilots' perceptions of organizational culture and its impact on training. The flight simulator training environment was used for operationalization due to its characteristics of accessibility, fidelity to real operations, and flexibility in the training program.  The results showed that organizational culture was identified with a statistically significant difference in the indexes of individualism, masculinity, uncertainty avoidance, and indulgence between the two populations studied. This has implications for both training planning and capability management in the Air Force.

Given the high-risk nature of military flight operations and the significant resources required to train U.S. Naval Aviation personnel, continual improvement is required in the selection process. In addition to general commissioning requirements and aeromedical standards, the U.S. Navy utilizes the Aviation Selection Test Battery (ASTB) to select commissioned aviation students. Although the ASTB has been a good predictor of aviation student performance in training, it was proposed that incremental improvement could be gained with the introduction of novel, computer administered performancebased measures: Block Rotation (BRT) and a Navy-developed Compensatory Tracking task. This work constituted an initial validation of the BRT, an interactive virtual analog of Shepard-Metzler’s (1971) Mental Rotation task that was developed with the intention of quantifying mental rotation and psychomotor ability. For Compensatory Tracking, this work sought to determine if data gathered concord with results in extant literature, confirming the validity of the task. Data from the BRT were examined to determine task reliability and to formulate relevant quantitative/predictive performance human models. Results showed that the BRT performance is a valid spatial ability predictor whose output can be modeled, and that Compensatory Tracking task data concord with the psychometric properties of tracking tasks that have been previously presented in the literature.

No description available.

[pt] A Síndrome de Burnout é uma reação ao estresse duradouro no ambiente de trabalho e traz prejuízos tanto para o indivíduo quanto para a organização na qual ele está inserido. Ela pode acometer profissionais de diversos setores, impactando na saúde mental e no desempenho dos trabalhadores. Assim, é importante que existam instrumentos capazes de avaliar os sintomas de burnout em grupos ocupacionais distintos. O objetivo da presente pesquisa foi buscar evidências de validade baseada na estrutura interna e na relação com variáveis externas do Inventário de Burnout no Trabalho (IBT) em uma amostra de pilotos militares brasileiros. A amostra foi composta por 259 pilotos militares (98,1 por cento homens), de todas as regiões do Brasil. Foram conduzidas análises fatoriais confirmatórias a fim de verificar a plausibilidade de diferentes estruturas fatoriais do instrumento: unidimensional, tridimensional e um modelo de segunda ordem. O modelo tridimensional e o de segunda ordem apresentaram índices de ajuste satisfatórios (CFI igual 0,956; TLI igual 0,951; RMSEA igual 0.090 (0,083 - 0,097)). As cargas fatoriais também foram satisfatórias, com variações de 0,657 a 0,958. Além disso, os escores de burnout apresentaram relação forte e positiva com as variáveis neuroticismo, ansiedade, estresse e depressão e correlação forte e negativa com engajamento e satisfação no trabalho. Pode-se concluir que o IBT é uma medida confiável para a avaliação do burnout em pilotos militares brasileiros. / [en] Burnout Syndrome is a reaction to chronic stress in the workplace and causes harm to both the individual and the organization in which he is inserted. It can affect professionals from various sectors, impacting mental health and worker performance. Thus, it is important to have measures capable of assessing burnout symptoms in different occupational groups. The aim of this research was to look for evidence of validity based on the internal structure and relationship with external variables of the Burnout at Work Inventory (IBT) in a sample of Brazilian military pilots. The sample consisted of 259 military pilots (98.1 per cent men) from all regions of Brazil. Confirmatory factor analyzes were conducted to verify the plausibility of different factor structures of the instrument: one-dimensional, three-dimensional and a second-order model. The three-dimensional model and the second-order model presented satisfactory adjustment indices (CFI equal 0.956; TLI equal 0.951; RMSEA equal 0.090 (0.083 - 0.097)). The factor loadings were also satisfactory, ranging from 0.657 to 0.958. In addition, burnout scores showed a strong and positive relationship with the variables neuroticism, anxiety, stress and depression and a strong and negative correlation with engagement and job satisfaction. It can be concluded that IBT is a reliable measure for the evaluation of burnout in Brazilian military pilots.

The sample comprised 92 candidates who have completed the Ground School Phase of the trainee pilot training programme. The independent variables are Raven's Advanced Progressive Matrices Test, the Blox Test and the Vienna Determination Test. The dependent variable is the candidates' results after the Ground School Phase of their training. The results indicated that only the Advanced Ravens test and the Vienna Determination test (Phase 3} correlate positively with the Ground School Phase results of the candidates. The current battery emphasises cognitive abilities and psycho-motor functioning and does not cover personality traits of prospective candidates. It is recommended that new instruments are included (to cover the measurement of personality traits), that the sample size should be increased by promoting pilot training among previously disadvantaged students and that the current pilot profile should be updated as a matter of urgency. / Industrial and Organisational Psychology / M.A. (Industrial Psychology)

The sample comprised 92 candidates who have completed the Ground School Phase of the trainee pilot training programme. The independent variables are Raven's Advanced Progressive Matrices Test, the Blox Test and the Vienna Determination Test. The dependent variable is the candidates' results after the Ground School Phase of their training. The results indicated that only the Advanced Ravens test and the Vienna Determination test (Phase 3} correlate positively with the Ground School Phase results of the candidates. The current battery emphasises cognitive abilities and psycho-motor functioning and does not cover personality traits of prospective candidates. It is recommended that new instruments are included (to cover the measurement of personality traits), that the sample size should be increased by promoting pilot training among previously disadvantaged students and that the current pilot profile should be updated as a matter of urgency. / Industrial and Organisational Psychology / M.A. (Industrial Psychology)

Thesis (MBA)--Stellenbosch University, 2001. / ENGLISH ABSTRACT: The South African Air Force (SAAF) is loosing pilots at an alarming rate and if not addressed with a matter of urgency will become the most critical problems facing the Air Force in the future. This study analyses the problem in comparison to other Air Forces, and how airline hiring and lack of Air Force leadership are contributing to the current situation. Employee retention is a problem inherent in most organisations. The study also examines the reasons that motivate employees to leave any organisation and what world-class organisations are doing to reduce employee turnover. This is used as a logical starting point towards finding a long-term solution as to how the Air Force can retain its pilots. This solution includes increasing pay, dealing with quality of life issues and by examining job and career issues. The paper concludes that the implementation of a multi-faceted solution will allow the Air Force and other organisations to retain its essential core of pilots/employees in spite of increased competition from other employers. / AFRIKAANSE OPSOMMING: Die Suid-Afrikaanse Lugmag (SALM) verloor tans sy vlieëniers teen 'n hewige tempo, en as hierdie toestand nie dadelik en met erns aangespreek word nie, sal dit seer sekerlik die mees kritiese probleem word wat die SALM in die toekoms in die gesig sal staar. Hierdie geskryf staan te doel om die probleem te analiseer vergelyke te trek met ander Lugmagte, asook hoe lugredery aanstellings en die te kort aan Lugmag leierskap die huidige situasie vererger. Werknemer retensie is 'n inherente probleem in meeste organisasies. Hierdie studie ondersoek verder, die redes wat werknemers motiveer om 'n betrokke organisasie te verlaat, asook wat wêreldklas organisasies tans doen om werknemer omset te verminder. Dit word dan as 'n logiese vertrekpunt gebruik om 'n langtermyn oplossing te vind waarmee die SALM sy vlieëniers sal kan behou. Die oplossing sluit in verhoogde en meer kompeterende salaris pakkette, beter hanteering van kwessies met betrekking tot die standaard van lewensgehalte asook die ondersoek na beter werksomstanighede en loopbaan moontlikhede. Die geskryf sluit af met die gevolgtrekking dat slegs die implementering van 'n multi-faset oplossing die SALM, en ander organisasies, in staat sal stel om sy/hulle essensiële kern van vlieëniers/werknemers te behou, ten spyte van verhoogde kompetisie van ander werkgewers.

Cette thèse porte sur les processus de sélection, formation et encadrement (SFE) des gestionnaires, appelés pilotes et considérés comme agents de changement dans les télécentres communautaires au Mali. Ces processus sont étudiés sous l'angle de leur contribution positive ou négative à l'implantation et au développement de ces centres. Les projets "technologies de l’information et de la communication", initiés par les partenaires techniques et financiers, répondent au besoin des autorités maliennes préoccupées par un souci de connecter les 703 communes du pays. À la suite du sommet mondial sur la société de l’information en décembre 2003 à Genève, l’UNESCO et la Coopération suisse ont décidé d’installer des centres multimédias communautaires dans trois pays d’Afrique (Mali, Mozambique, Sénégal). Ces implantations de télécentres ont été réalisées sur le modèle de ce qui avait été fait en Asie sans tenir compte des besoins réels des bénéficiaires et des conditions particulières (économiques, politiques, culturelles) des sites d’implantation. Malgré les conditions parfois difficiles de l’Afrique, les populations témoignent un enthousiasme réel pour les technologies de communication. Les TIC ont connu une croissance considérable et se sont multipliées partout en Afrique, à des degrés divers. Néanmoins, elles n’ont pas encore atteint la majorité des populations africaines, car 70% de celles-ci vivent en zones rurales souvent marginalisées par les difficultés économiques. Après l’implantation des télécentres, les sites ont donc été confrontés à la difficile tâche de sélectionner les pilotes comme agents de changement. Les responsables chargés de la mise en œuvre des projets ont choisi les pilotes dans leur réseau familial. En ce sens, la thèse met l’accent sur l’importance du rôle d’un pilote dans un télécentre et l’appui qu’il peut générer dans la population bénéficiaire. Nous proposons un modèle qui part de l’action des agents de changement, et ce, afin de potentiellement susciter une prise de conscience chez les décideurs locaux. Nous avons fait une étude de cas sur quatre sites pour mieux connaître les processus de sélection, formation et encadrement des pilotes et nous avons tenté d'identifier les facteurs qui, dans ces processus, ont pu influencer le niveau de réussite de chacun de ces centres. / This dissertation examines the processes of selecting, training, and mentoring managers, also known as "pilots," and considered as change agents in the development of community telecentres in Mali. These processes are analyzed according to their positive and negative outcomes regarding the establishment and development of telecentres. The Information and Communication Technologies (ICT) project, launched by technical and financial partners, responds to the needs of Malian authorities in their efforts to connect the country’s 703 communes. Following the World Summit on the Information Society, held in Geneva on December 2003, UNESCO and the Swiss Agency for Development and Cooperation (SDC) decided to establish multimedia community telecentres in three African countries (Mali, Mozambique, and Senegal). The setting-up of these telecentres was modeled after a similar project conducted previously in Asia, without however taking into account the primary needs of the beneficiaries, nor their specific conditions (both economic, political, and cultural). Despite the difficult conditions that sometimes characterize the African context, African populations express a genuine interest for Information and Communication Technologies. The ICT sector has witnessed a considerable and widespread growth throughout many African countries, although with various degrees of success. However, a majority of the African population has still not been connected, since 70% of the population lives in more economically marginalized rural areas. Once the telecentres were established in various locations, most of them were confronted with the difficult challenge of selecting "pilots," to serve as change agents. Those in charge of selecting the pilots favored people located within their own family networks. Therefore, the dissertation emphasizes the pilot’s decisive role in the telecentres, and the support that he is able to generate within the beneficiary population. We put forward a model starting from the actions of the change agents, hoping to stimulate awareness amongst local deciders. We conducted a case study on four different sites in order to better understand the processes of selecting, training, and mentoring pilots, with a focus on the key factors influencing, for each of those processes, the level of success in all the telecentres.

Lotsar måste anlitas av fartyg för att assistera vid hamnanlöp eller riskfyllda passager. Sjöfartsverket som arbetsgivare åt lotsarna ser problematik med rekrytering av nya lotsar som i kombination med pensionsavgångar skapar en brist av behöriga lotsar. Antagningskraven till den lotstjänst som finns idag är bland annat att sjöbefälet ska sjökaptensbehörighet. En smalare bas tillgängliga svenska sjöbefäl idag gör att Sjöfartsverket måste undersöka alternativa utbildningsmöjligheter till framtidens lotsar, för att säkerställa en tillräcklig bemanning på samtliga lotsstationer. Undersökningens syfte var att undersöka hur  framtida lotsutbildning och lotsrekrytering kan se ut för att möta framtidens behov av lotsar. Från semistrukturerade intervjuer med Sjöfartsverket, lotsar, sjökaptener och rederirepresentanten Svensk sjöfart framkom att flera alternativ är i konstruktionsfas men i stort bara preliminära. Bland alternativen finns en lotsutbildning på högskolenivå som påbyggnadsutbildning efter sjökaptensexamen. Centrala frågor i rekryteringsprocessen berör erfarenhet och utbildningens uppbyggnad. Sjöfartsverket anser att en förändring måste genomföras, men är osäkra på vilken lösning som är framtidssäker. / Pilots must be hired by vessels to assist in harbour manoeuvre or perilous passages. The Swedish Maritime Administration as an employer to the pilots sees problems with recruitment for pilot training, which in combination with pension departures creates a shortage of authorized pilots. The admission requirements for the pilot training available today include the Seaman to hold a master’s certificate. Fewer number of Swedish maritime officers available today forces the authority to examine alternative solutions to today's pilot training to ensure an adequate manning of all pilot stations. Conducting semi structured interviews carried out with the Swedish Maritime Administration, pilots, sea captains, Swedish Shipowners’ Association revealed that several options are in the design phase but largely only preliminary. Where among the alternative about a pilot training at tertiary level as postgraduate course after graduating the Nautical Science program. Key issues concern experience and the structure of education. The Maritime Administration only knows for sure that something has to be done but are unsure of which solution is future-proof.