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Abubuwan da ke haifar da Sauyi yanayi da damuwa na jirgin sama

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Five major sources of environmental stressor affect pilot's operation.
Manyan tushe guda biyar na damuwa na muhalli suna shafar matukan jirgi.

A cikin jirgin sama, ana samun Damuwa wanda ya ke fito daga cikin muhalli a sama damuwa game da muhallin jirginsama.[1] An bayyana damuwa a matsayin halin da ake ciki, mai canji, ko yanayin da ke katse aikin mutum na yau da kullun kuma, mafi yawan lokuta, yana haifar da barazana.[2] Ana iya danganta shi ba kawai da lafiyar hankali ba, har ma da lafiyar jiki.[3]

Yin aiki a cikin yanayin jirgin sama yana kawo haɗuwa da abubuwan damuwa waɗanda suka bambanta da yanayi da ƙarfi. A cikin masana'antar jirgin sama, manyan matsalolin muhalli sune Matsin loka, hayaniya, da zafin jiki.[4] Wadannan damuwa suna da alaƙa da juna, ma'ana cewa kasancewar mutum na iya sa wasu su faru. Masana kimiyya sun yi nazarin kowane mai damuwa don sanin yadda za a rage tasirin sa.[3]

Matsalar muhalli

[gyara sashe | gyara masomin]
Bombardier Dash-8 Q400 aircraft which was involved in Colgan Air Flight 3407 accident on February 12, 2009.
Jirgin Bombardier Dash-8 Q400 da ke cikin hadarin jirgin saman Colgan Air Flight 3407 a ranar 12 ga Fabrairu, 2009

Matsin lokaci

[gyara sashe | gyara masomin]

Matsin lokaci yana faruwa lokacin da akwai iyakacin lokaci akan ayyuka ko ayyukan membobin ma'aikatan. [ana binciken hujja] [ana bukatar] Misali, kasar Sin tana fuskantar karin bukatar zirga-zirgar jiragen sama, don haka kamfanonin jiragen sama a kasar Sin suna ba da karin jirage tare da fatan samun sabis mai inganci. [ana binciken hujja] [citation need] Wannan yana sanya matsin lamba ga ma'aikatan jirgin su yi aiki na tsawon sa'o'i a kan jadawalin lokaci, wanda ke haifar da matsi na lokaci kuma yana sa kuskuren ɗan adam ya fi dacewa. Christopher Wickens, tsohon shugaban Jami'ar Illinois Urbana-Champaign's Aviation Human Factors Division, ya sami dangantaka tsakanin lokacin amsawa da ƙimar kuskure: Da sauri matuƙin jirgin ya bincika sashin kayan aikin jirgin, ƙarancin fahimtarsa ko ta zai kasance. James Reason, mai binciken kuskuren ɗan adam, ya gano cewa matsa lamba na lokaci yana ƙara yuwuwar kuskuren ɗan adam sau goma sha ɗaya.

Dangane da samfurin bayanai daga Tsarin Rahoto na Tsaron Jiragen Sama (ASRS), tsantsawar jadawalin shine mafi yawan abin da ke haifar da matsi na lokaci, da masu aiki da tsayayyen hanyoyin zirga-zirga (FBOs) sune na biyu mafi yawan abubuwan da ke haifar da damuwa na jirgin sama. Rahoton ASRS ya nuna cewa hanyoyi daban-daban na matsin lamba na lokaci na iya haifar da amsawar sarkar, tare da ɗayan yana kaiwa zuwa wani.

Tushen matsin lokaci sun hada da: [5]

Tushen Kashi (%)
Shirye-shiryen lokaci 53
Sabis ɗin FBO mai jinkiri 39
Fasinjoji sun bayyana da wuri 38
Matsalar kula da fasinjoji 37
Saurin 36
Cutar ATC 32
Sashe mara aiki 19
Ayyukan da ke haifar da yanayi 18

Time pressure is impossible to avoid entirely, and the goal of researchers is to minimize the resulting human error. Pilots should be careful when facing such pressure, and take time to prioritize and re-evaluate their performances.[ana buƙatar hujja][<span title="This claim needs references to reliable sources. (December 2015)">citation needed</span>] Furthermore, use of checklists is highly recommended.[ana buƙatar hujja]

Workload significantly increases during night flying.
Ayyukan aiki suna ƙaruwa sosai yayin tashi da dare.

Ayyuka da yawa suna faruwa ne lokacin da yawan aikin ya wuce iyakar ikon aiki na matukin jirgi. Nazarin ya nuna cewa wannan shine mafi girman dalilin muhalli na damuwa na jirgin sama.[6] Akwai kyakkyawar dangantaka tsakanin nauyin aiki da matakin damuwa.[7] Dangane da tsarin aiki na Karasek, damuwa ta aiki ta haifar da aikin canji da sarrafa aiki.[8] Yawancin lokaci, lokacin da matukan jirgi suka sami sabon aiki, suna farawa ta hanyar tashi da jiragen sama da ba a saba da su ba a lokutan da ba su dace ba, kuma waɗannan abubuwan biyu na iya haifar da damuwa.[8] Bugu da ƙari, saboda mutane kaɗan ne ke aiki da dare, kowane mutum yana da alhakin ayyuka da yawa fiye da ma'aikacin rana.[8] Abu na biyu na samfurin Karasek, kula da aiki, yana nufin alhakin yanke shawara na ma'aikata.[8] Mafi girman wannan alhakin, mafi girman damuwa.[8]

Wani binciken da Wickens, na Jami'ar Illinois, ya yi, ya gano cewa aikin aiki yana shafar wayar da kan jama'a, ƙwarewa mai mahimmanci wajen sarrafa jirgin sama ta hanyar sararin samaniya mai girma uku tare da haɗari.[9] A lokacin jirgin, dole ne matukan jirgi su saka idanu da sarrafa masu canji shida. Uku daga cikinsu - yaw, farar, da mirgina - suna da alaƙa da matakai na jirgin sama kuma an san su da masu canji. Sauran uku - tsawo, matsayi, da karkatarwa na gefe - suna da alaƙa da hanyar jirgin sama an san su da masu canjin matsayi.[9] Wickens ya ba da shawarar cewa saka idanu da sarrafa waɗannan masu canji yana haifar da aiki mai yawa wanda zai iya haifar da rashin sanin sararin samaniya.[9]

Masana kimiyya sun fara ƙoƙarin rage kuskuren ɗan adam daga aiki ta hanyar haɓaka nuni na kayan aikin jirgin. Masu zanen Cockpit sun yi nazarin abubuwa biyu.[10] Na farko, tsarin kayan aiki, yana nufin ko jirgin ya kamata ya bayyana ya juya yayin da bango ya kasance mai ɗorewa (exocentric) ko kuma bango ya kamata ya juya yayin cewa jirgin yana da ɗorewa. [9] Masu zanen sun kammala cewa, kodayake ƙwararrun matukan jirgi suna aiki daidai a kowane nau'in nuni, matukan jirage gabaɗaya suna aiki mafi kyau tare da nuni na waje. Abu na biyu, digiri na haɗin kai, yana nufin ko nuni na jirgin ya kamata ya zama nau'i biyu ko nau'i uku. Masu zanen sun gano cewa, duk da cewa nuni na 2-D yana rage rashin tabbas na bayanai saboda suna buƙatar aikin tunani na tsaye da na gefe don canza su zuwa hotuna na 3-D, nuni na 3-D yana ba da cikakken bayani ga matukan jirgi tare da ƙaramin aiki.[9]

Gajiya

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Hukumar Tsaro ta Sufuri ta Kasa ta ba da shawarar cewa matukan jirgi su yi kuskuren yanke shawara da kuma dabarun idan sun kasance a farka na tsawon lokaci fiye da matsakaicin lokaci.[11] Ya ba da rahoton cewa, daga 1974 zuwa 1992, gajiya ta shiga cikin kashi 7.8 na hatsarori na Air Force Class A, kashi 4 cikin 100 na hatsarorin Sojoji, da kashi 4 zuwa 7 cikin 100 na hadarin jirgin sama.[11] Nazarin ya nuna bambancin dangantaka tsakanin gajiya da iyawar jiki.[12] Yayin da gajiya ke ƙaruwa, ƙarfin jiki yana raguwa, kamar yadda haƙuri da yardar rai ke yi.[13] Rage motsawa bayan jirgin sama mai tsanani yana cutar da aikin matukin jirgi.[13][14]

Wani binciken ya nuna irin wannan dangantaka tsakanin gajiya, aikin tunani, da aikin ɗan adam. An dauki matakai na ra'ayi, aiki, da kuma matakan ilimin halayyar mutum ga mahalarta takwas, masu shekaru 22 zuwa 36, a kan ayyuka masu rikitarwa guda uku bayan asarar barci na dare ɗaya.[15] Bayanan sun ba da shawarar cewa yayin da ci gaba da farkawa ke ƙaruwa, lokacin amsawa mai sauƙi yana ƙaruwa, yana lalata shirye-shiryen masu aiki don ayyuka.[15]

Idan aka ba da rikitarwa ayyukan da ke cikin jirgin sama, guje wa gajiya yana da ƙalubale. Koyaya, bincike ya nuna cewa dabarun tsarawa kafin da bayan zirga-zirga na iya inganta faɗakarwar matukin jirgi da amincin jirgin sama.[11] Kwamitin Kungiyar Likitocin Kayan Kayan Kwarewar Kayan Kungiyar Kayan Kimiyyar Kayan Kyakkyawan Kayan Kwararrun Kwararrun ya ba da shawarar hypnotics da sauran abubuwa, wasu ba a tsara su ba, don kara ingancin barcin matukan jirgi kafin tashi. Rahoton kwamitin ya bayyana cewa Sojojin Sama na Amurka suna amfani da magungunan hypnotic, kamar su temazepam, Zolpidem, da Zaleplon, don wannan dalili.[16] Koyaya, tunda magungunan hypnotic na iya haifar da rashin barci a lokacin farkawa, yana da mahimmanci a yi la'akari da maganin da aka ba shi, lokacin rana, da tsawon lokacin bacci. Hanyar da ba ta magani ba ta haɗa da ayyukan barci masu kyau, bacci, motsa jiki, da abinci mai gina jiki. Kwamitin ya ba da shawarar cewa ingancin bacci na iya zama da mahimmanci kamar yawan, kuma cewa yin bacci kafin sauyawar dare na iya kara aikin matukin jirgi.[16] Bugu da kari, motsa jiki da abinci mai gina jiki suna taimaka wa matukan jirgi su kula da lafiyar jiki, wanda zai iya rage mummunan tasirin asarar bacci.[16]

Sauti

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Dangane da bincike, bayyanar hayaniya na iya haifar da damuwa ta jiki da haɗarin kiwon lafiya na dogon lokaci [17] kamar raunin ji, fushi, da rikicewar bacci, [18] dukansu zasu iya rage aikin.

Rashin jin ba kawai hayaniya ba ne kawai ya haifar da shi yayin tashi, har ma da ayyukan nishaɗi kamar sauraron kiɗa. A cewar Ƙungiyar Ƙasashen Duniya don daidaitawa (IOS), sauti a ƙasa da decibel 70 ba zai haifar da raunin ji ga kashi 95 cikin dari na mutane ba.[18] Koyaya, ƙofofin ƙididdigar lafiya sun bambanta bisa ga shekaru da sauran dalilai.

Har ila yau, hayaniya na iya samun tasirin zamantakewar al'umma na fushi.[17] Wannan yana faruwa tsakanin 55 da 60 decibels ga kusan kashi 40 cikin 100 na ma'aikatan ofis.[17]

Sakamakon na uku na hayaniya shine rikicewar bacci. Nau'o'in rikicewar bacci sun hada da: [18]

  • canje-canje a cikin Tsarin zuciya
  • canje-canje a cikin tsarin bacci, kamar karuwar lokacin bacci da farkawa da wuri
  • rage zurfin bacci
  • karuwar motsi yayin bacci
  • canje-canje a cikin ingancin bacci da aka samu
  • canje-canje a cikin tsarin hormonal da rigakafi

Dangane da binciken IOS, hayaniya tana shafar aikin matukin jirgi ta hanyar kara farkawa, rage hankali ga ayyuka, da canza zaɓin dabarun.[17] Bugu da ƙari, hayaniya da ba a so na iya nutsar da wasu sautuna, don haka ya lalata sadarwa tsakanin ma'aikatan jirgin, rufe sigina a cikin jirgin, da kuma jan hankalin ma'aikatan daga mahimman alamun zamantakewa.[17]

Thermal stress is normally experienced by military pilots.
Matsalar zafi yawanci ana fuskantar ta matukan jirgin sama na soja.

Yanayin zafi

[gyara sashe | gyara masomin]

Matsi da ke haifar da zafin jiki ana kiransa matsin zafi ruwa yawanci matukan jirgin sama na soja suna fuskantar shi. Kodayake jirgin sama na soja yana da Tsarin kula da muhalli, zafin jiki a cikin jirgin zai iya tashi da sauri fiye da digiri 10 na Celsius sama da zafin jiki na yanayi, kuma Sojojin Sama sun ba da shawarar cewa yana yiwuwa yanayin zafi ya wuce 45 °C (113 °F) ° C (113 ° F). [19] Lokacin da irin wannan yanayin zafi ya faru a cikin yanayin zafi, duka aikin tunani da na jiki zai lalace. Lokacin da jirgin sama ke aiki kusa da ƙasa a babban saurin iska, tasirin ya fi muni saboda dumama iska na saman jirgin sama.[19]

Matsalar zafi kuma tana haifar da yanayin sanyi. Lokacin da matukan jirgin saman soja ke aiki a babban tsawo tare da saurin iska, zafin jiki a cikin jirgin ya faɗi. Wannan yana shafar lafiyar jiki da ingancin aiki. Bugu da kari, damuwa ta zafi tana ƙaruwa yayin da bambancin zafin jiki tsakanin filin jirgin sama mai tashi da tsawo na aiki ke ƙaruwa. Misali, idan matukin jirgi na soja ya hau daga filin jirgin sama na 45 °C (113 °F) ° C (113 ° F) zuwa -60 ° C (-76 ° F) tsawo mai aiki na ƙafa 40,000, saurin canji yana haifar da damuwa mai zafi kuma yana hana aikin matukin jirage.[20]

Ɗaya daga cikin hanyoyin da za a rage damuwa ta zafi shine kiyaye zafin jiki da matsin lamba a cikin jirgin a cikin kewayon da aka yarda da su, ta amfani da tsarin kula da zafin jiki. Koyaya, matsala ɗaya tare da wannan tsarin ita ce tana aiki ta hanyar auna zafin jiki na busassun iska ba tare da ɗaukar zafin jiki da zafi ba.33 °C (91 °F) Rashin zafi yana tashi yayin aiki a ƙananan tsawo saboda tasirin greenhouse da zafi a saman jirgin sama.[19] Bugu da ƙari, idan zafin jirgin ya wuce zafin fata, wanda shine 33 ° C (91 ° F), [19] matukin jirgi zai yi gumi, wanda ke haifar da karuwar danshi yayin da gumi ya bushe. A yau, Sojojin Sama suna amfani da tsarin sanyaya iska mai ci gaba wanda ke kimanta matsakaicin zafin jiki na fata na matukan jirgi da zafin jiki mai laushi.[19] Ta hanyar auna yanayin matukan jirgi kai tsaye a cikin jirgin, sabon tsarin yana rage damuwa ta zafi kuma yana tallafawa ingancin aiki.[20]

  1. ↑ Hancok, P.A. (1984). "Environmental Stressor". Sustained Attention in Human Performance: 103–142.
  2. ↑ Staal, Mark A (August 2004). "Stress, Cognition, and Human Performance: A Literature Review and Conceptual Framework": 1–171. Cite journal requires |journal= (help)
  3. 1 2 Motowidlo, Stephan J.; Packard, John S.; Manning, Michael R. (1986). "Occupational Stress: Its Causes and Consequences for Job Performance". Journal of Applied Psychology. 71 (4): 618–627. doi:10.1037/0021-9010.71.4.618. PMID 3804934. Cite error: Invalid <ref> tag; name "Motowidlo1986" defined multiple times with different content
  4. ↑ Bourne, Jr., Lyle E.; Yaroush, Rita A. (September 2003). "Stress and Cognition: A Cognitive Psychological Perspective": 1–159. Cite journal requires |journal= (help)
  5. ↑ Veillette, Patrick R. (Oct 2007). "Time Pressures: This threat is one of the most common . . . and very lethal . . . causes of human error". Business & Commercial Aviation. 101 (4): 26.
  6. ↑ C.A., Castro; P.D., Bliese (2000). "Role clarity, work overload and organization support: multilevel evidence of the importance of support". Work & Stress. 14 (1): 65‐73. doi:10.1080/026783700417230. S2CID 145199942.
  7. ↑ Guezennec, C. Y.; Satabin, P.; Legrand, H.; Bigard, A. X. (1994). "Physical performance and metabolic changes induced by combined prolonged exercise and different energy intakes in humans". European Journal of Applied Physiology and Occupational Physiology. 68 (6): 525–530. doi:10.1007/bf00599524. PMID 7957146. S2CID 27819717.
  8. 1 2 3 4 5 Tourigny, Louise; Baba, Vishwanath V.; Wang, Xiaoyun (2010). "Stress episode in aviation: the case of China". Cross Cultural Management. 17 (1): 62–78. doi:10.1108/13527601011016916.
  9. 1 2 3 4 5 Wickens, Christopher D. (2002). "Situation Awareness and Workload in Aviation". Current Directions in Psychological Science. 11 (4): 128–133. doi:10.1111/1467-8721.00184. S2CID 145749031. Cite error: Invalid <ref> tag; name "wickens2002" defined multiple times with different content
  10. ↑ Mireille, Raby (1994). "Strategic Workload Management and Decision Biases in Aviation". The International Journal of Aviation Psychology. 4 (3): 211–240. doi:10.1207/s15327108ijap0403_2.
  11. 1 2 3 Caldwell, J.A. (2005). "Fatigue in aviation". Travel Medicine and Infectious Disease. 3 (2): 85–96. doi:10.1016/j.tmaid.2004.07.008. PMID 17292011. Cite error: Invalid <ref> tag; name "Caldwell2005" defined multiple times with different content
  12. ↑ Lucas, Samuel J. E.; Anson, J. Greg; Palmer, Craig D.; Hellemans, Ien J.; Cotter, James D. (May 2009). "The impact of 100 hours of exercise and sleep deprivation on cognitive function and physical capacities". Journal of Sports Sciences. 27 (7): 719–728. doi:10.1080/02640410902798167. PMID 19437188. S2CID 205510585.
  13. 1 2 George, Shouksmith (Dec 1997). "Flight Stress: Stress, Fatigue and Performance in Aviation". Journal of Occupational and Organizational Psychology. 70 (4): 413.
  14. ↑ G. W., Evans; S. V., Jacobs; D., Dooley; R., Catalano (1987). "The interaction of stressful life events and chronic strain on community mental health". American Journal of Community Psychology. 15 (1): 23–34. doi:10.1007/bf00919755. PMID 3604992. S2CID 35615387.
  15. 1 2 Wilson, Glenn F.; Caldwell, John A.; Russell, Christopher A. (2007). "Performance and Psychophysiological Measures of Fatigue Effects on Aviation Related Tasks of Varying Difficulty". The International Journal of Aviation Psychology. 17 (2): 219–247. doi:10.1080/10508410701328839. S2CID 6517393. Archived from the original on September 25, 2017.
  16. 1 2 3 Caldwell, John A.; Mallis, Melissa M.; Caldwell, J. Lynn; Paul, Michel A.; Miller, James C; Neri, David F. (2009). "Fatigue Countermeasures in Aviation". Aviation, Space, and Environmental Medicine. 80 (1): 29–59. doi:10.3357/asem.2435.2009. PMID 19180856.
  17. 1 2 3 4 5 Wallenius, Marjut A. (June 2004). "The interaction of noise stress and personal project stress on subjective health". Journal of Environmental Psychology. 24 (2): 167–177. doi:10.1016/j.jenvp.2003.12.002. Cite error: Invalid <ref> tag; name "Wallenius2004" defined multiple times with different content
  18. 1 2 3 Passchier-Vermeer, W.; Passchier, W. F. (2000). "Noise exposure and public health". Environmental Health Perspectives. 108 (Suppl 1): 123–131. doi:10.1289/ehp.00108s1123. PMC 1637786. PMID 10698728. Cite error: Invalid <ref> tag; name "Willy2000" defined multiple times with different content
  19. 1 2 3 4 5 Shetty, Janardhana; Lawson, Craig P. (June 2015). "Simulation for temperature control of a military aircraft cockpit to avoid pilot's thermal stress". CEAS Aeronautical Journal. 6 (2): 319–333. doi:10.1007/s13272-015-0149-0. S2CID 110740472. |hdl-access= requires |hdl= (help)
  20. 1 2 Coffel, E.; Horton, R. (2015). "Climate Change and the Impact of Extreme Temperatures on Aviation". Weather, Climate, and Society. 7 (1): 94–102. doi:10.1175/wcas-d-14-00026.1. Cite error: Invalid <ref> tag; name "Coffel2015" defined multiple times with different content
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