Impact of culture on aviation safety

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Cockpit of a Boeing 787 787-flight-deck.jpg
Cockpit of a Boeing 787

Culture can affect aviation safety through its effect on how the flight crew deals with difficult situations; cultures with lower power distances and higher levels of individuality can result in better aviation safety outcomes. In higher power cultures subordinates are less likely to question their superiors. The crash of Korean Air Flight 801 in 1997 was attributed to the pilot's decision to land despite the junior officer's disagreement, while the crash of Avianca Flight 052 was caused by the failure to communicate critical low-fuel data between pilots and controllers, and by the failure of the controllers to ask the pilots if they were declaring an emergency and assist the pilots in landing the aircraft. The crashes have been blamed on aspects of the national cultures of the crews.[ citation needed ]

Contents

Cultural differences in aviation

Geert Hofstede classified national cultures into six dimensions, two of which can be applied to the flight deck: power distance, which defines the "nature of relations between subordinates and superiors", or "how often subordinates are afraid to express disagreement"; [1] and whether the culture is collectivist or individualist in nature. Western cultures are individualistic and have a low power distance, whereas most Asian and Latin cultures are on the other side of the spectrum. [2] Low power-distance and high individualism in Western culture may have contributed to a better safety record than in Taiwan and India.[ citation needed ] In a more collectivist society like Taiwan, a possible explanation for this might be that personal decision-making skills are not as developed. [3] In Western society, the power-distance is lower in general; "making decisions, implementing them, and taking responsibility for their consequences" is part of their life, making personal decisions easier to make. [4] [5] [ clarification needed ]

Past incidents

Tenerife airport disaster

Wreckage of Tenerife airport disaster Het verongelukte KLM-toestel De Rijn, Bestanddeelnr 929-1005 - cropped.jpg
Wreckage of Tenerife airport disaster

On March 27, 1977, two Boeing 747 passenger jets, KLM Flight 4805 and Pan Am Flight 1736, collided on the foggy runway at Los Rodeos Airport (now Tenerife North Airport), on the Spanish island of Tenerife, Canary Islands, killing 583 people, making it the deadliest accident in aviation history. Before takeoff, the KLM flight engineer expressed his concern about the Pan Am not being clear of the runway by asking the pilots in his own cockpit, "Is he not clear, that Pan American?" The KLM captain emphatically replied "Oh, yes" and continued with the takeoff, snubbing the junior officer's concern. This event led to widespread establishment of crew resource management as a fundamental part of airline pilots' training. [6]

Korean Air Flight 801

Animation of Korean 801 on approach

On approach to Guam in 1997, Korean Air Flight 801 crashed, mainly due to pilot fatigue and poor communication between the flight crew. The captain made the decision to land despite the junior officer's disagreements, eventually bringing the plane down short of the runway, highlighting how a pilot can contribute to a disaster. [7] In high power distance cultures, it is uncommon for subordinates to question their superiors. "Leaders may be autocratic". [8] [ importance? ] High power distance can be seen as the willingness to be in an unequal position, making it a challenge for an officer lower in the hierarchy to question the decisions of the one in power. At the same time, even in a high uncertainty avoidance culture, with the crew more likely to follow standard operating procedures (SOPs), the crew might react less efficiently to a novel situation. [9]

Avianca Flight 052

HK-2016, the Boeing 707 involved in the Avianca 052 crash. HK-2016 Boeing 707-321B Avianca Colombia.jpg
HK-2016, the Boeing 707 involved in the Avianca 052 crash.

Avianca Flight 052 from Bogotá to New York crashed after running out of fuel, a problem caused by language and cultural barriers. Both crew spoke Spanish as their primary language, but the first officer had better proficiency in English. "Colombia is a highly masculine, high power distance, and collectivist country", which might have led to the crew's reluctance to ask for help from the New York controllers when they knew they were in trouble. [10]

Japan Air Lines Cargo Flight 1045

In 1977, Japan Air Lines Cargo Flight 1045 (a cargo aircraft) crashed shortly after takeoff from Anchorage en route to Tokyo, killing all 3 crew. The captain was a US national, with the other two being Japanese. Neither Japanese pilot mentioned the captain's intoxication or stopped him from flying the plane. They were reluctant to do so, and given Japan's moderately high power-distance index, their deference to authority could have been a major contributing factor. Had they done so, it would have humiliated the captain, who was clearly their superior, and from there on, it was impossible "to prevent the captain from taking control of the aircraft, even at the cost of an accident." [11]

Germanwings Flight 9525

In 2015, Germanwings Flight 9525 was crashed intentionally into the French Alps by first officer Andreas Lubitz after the captain left the cockpit for a bathroom break; the captain was then locked out. Commentators noted cultural factors that indirectly lead to the crash, including Germany's strong protection of privacy and the perception that German regulations could do no wrong. [12] Germany's privacy laws usually inhibit a physician from disclosing a patient's medical history to a third party, as was the case with Lubitz, who never disclosed his mental health issues with his employer Lufthansa (who owned Germanwings). [13]

Other impacts of culture in airline safety

Although crew resource management (CRM) can improve safety in the aviation industry, it is not widely accepted across all cultures. This is likely due to differences in uncertainty avoidance, or "the need for rule-governed behavior and clearly defined procedures". Standard operating procedures are more easily accepted in high uncertainty avoidance cultures, such as Greece, Switzerland, Korea, and some Latin American cultures. In the United States, however, where flexibility is emphasized, pilots may not be as accepting of CRM culture. [14]

Improvements can be made to CRM by drawing on the strengths of both individualistic and collectivisic cultures. Western assertiveness can be helpful in developing a low power-distance cockpit, while the Eastern interdependence brings cooperation, interdependence, and communication to create a safer flying environment. [15]

Ideally, "CRM represents low power distance (free exchange of information among the crew) and collectivism (recognition and acceptance of crew interdependence), a rare cultural combination." [16]

Related Research Articles

<span class="mw-page-title-main">Tenerife airport disaster</span> 1977 runway collision in Spain and deadliest accident in aviation history

The Tenerife airport disaster occurred on March 27, 1977, when two Boeing 747 passenger jets collided on the runway at Los Rodeos Airport on the Spanish island of Tenerife. The collision occurred when KLM Flight 4805 initiated its takeoff run during dense fog while Pan Am Flight 1736 was still on the runway. The impact and resulting fire killed all on board KLM Flight 4805 and most of the occupants of Pan Am Flight 1736, with only 61 survivors in the front section of the aircraft. With a total of 583 fatalities, the disaster is the deadliest accident in aviation history.

<span class="mw-page-title-main">United Airlines Flight 232</span> 1989 aviation accident

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In aviation, a controlled flight into terrain is an accident in which an airworthy aircraft, fully under pilot control, is unintentionally flown into the ground, a mountain, a body of water or an obstacle. In a typical CFIT scenario, the crew is unaware of the impending collision until impact, or it is too late to avert. The term was coined by engineers at Boeing in the late 1970s.

<span class="mw-page-title-main">Aviation safety</span> State in which risks associated with aviation are at an acceptable level

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<span class="mw-page-title-main">Saudia Flight 163</span> August 1980 aircraft fire in Riyadh, Saudi Arabia

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<span class="mw-page-title-main">Gulf Air Flight 072</span> 2000 aviation accident

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United Airlines Flight 173 was a scheduled flight from John F. Kennedy International Airport in New York City to Portland International Airport in Portland, Oregon, with a scheduled stop in Denver, Colorado. On December 28, 1978, the aircraft flying this route ran out of fuel while troubleshooting a landing gear problem and crashed in a suburban Portland neighborhood near NE 157th Avenue and East Burnside Street, killing 10 on board.

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NOTECHS is a system used to assess the non-technical skills of crew members in the aviation industry. Introduced in the late 1990s, the system has been widely used by airlines during crew selection process, picking out individuals who possess capable skills that are not directly related to aircraft controls or systems. In aviation, 70 percent of all accidents are induced from pilot error, lack of communication and decision making being two contributing factors to these accidents. NOTECHS assesses and provides feedback on the performance of pilots' social and cognitive skills to help minimize pilot error and enhance safety in the future. The NOTECHS system also aims to improve the Crew Resource Management training system.

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References

  1. ↑ Merritt, Ashleigh (May 2000). "Culture in the Cockpit Do Hofstede's Dimensions Replicate?". Journal of Cross-Cultural Psychology. 31 (3): 283–301. doi:10.1177/0022022100031003001. PMID   11543415. S2CID   1232442.
  2. ↑ Hayward, Brent (1997). "Culture, CRM and aviation safety". The Australian Aviation Psychology Association.
  3. ↑ Engle, Michael (2000). "Culture in the cockpit—CRM in a multicultural world". Journal of Air Transportation World Wide. 5 (1).
  4. ↑ Li, Wen-Chin; Harris, Don; Chen, Aurora (April 2007). "Eastern Minds in Western Cockpits: Meta-Analysis of Human Factors in Mishaps from Three Nations". Aviation, Space, and Environmental Medicine. 78 (4): 424.
  5. ↑ Harris, Don; Li, Wen-Chin (May 2008). "Cockpit Design and Cross-Cultural Issues Underlying Failures in Crew Resource Management". Aviation, Space, and Environmental Medicine. 79 (5): 537–538. doi:10.3357/asem.2271.2008. PMID   18500053.
  6. ↑ Baron, Robert. "The Cockpit, the Cabin, and Social Psychology". Global Operators Flight Information Resource. Retrieved May 11, 2011.
  7. ↑ "Controlled Flight Into Terrain Korean Air Flight 801 Boeing 747-300, HL7468 Nimitz Hill, Guam August 6, 1997" (PDF). ntsb.gov. Washington D.C.: National Transportation Safety Board. January 13, 2000. NTSB/AAR-00/01. Retrieved November 1, 2015.
  8. ↑ Helmreich, Robert (June 2004). "Culture, threat, and error: lessons from aviation". Canadian Journal of Anesthesia. 51 (1): R1–R4. doi: 10.1007/bf03018331 .
  9. ↑ Helreich, Robert (1999). "Building Safety on the Three Cultures of Aviation". Proceedings of the IATA Human Factors Seminar: 39–43.
  10. ↑ Rosekind, Mark (February 1996). "Cross-Cultural Barriers to Effective Communication in Aviation". NTRS.
  11. ↑ Strauch, Barry (April 2010). "Can Cultural Differences Lead to Accidents? Team Cultural Differences and Sociotechnical System Operations". Human Factors. 52 (2): 246–263. doi:10.1177/0018720810362238. PMID   20942254. S2CID   2255110.
  12. ↑ Kirchner, Stephanie (April 1, 2015). "Crash challenges German identity, notions of privacy". The Washington Post. Retrieved December 26, 2022.
  13. ↑ Shuster, Simon (March 27, 2015). "German Privacy Laws Let Pilot 'Hide' His Illness From Employers". Time. Retrieved December 26, 2022.
  14. ↑ Helmreich, Robert; Merritt, Ashleigh; Wilhelm, John (November 13, 2009). "The Evolution of Crew Resource Management Training in Commercial Aviation". The International Journal of Aviation Psychology. 9 (19–32).
  15. ↑ Merriti, Ashleigh (January 1996). "Human Factors on the Flight Deck The Influence of National Culture". Journal of Cross-Cultural Psychology. 27 (1): 5–24. doi:10.1177/0022022196271001. S2CID   145616613.
  16. ↑ Hofstede, Geert (1991). Cultures and organizations: Software of the mind. Maidenhead, UK: McGraw-Hill.
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