The Aerospace Integration Research Centre (AIRC) at Cranfield University offers industry and academia an open environment to explore the opportunities for efficient integration of aircraft systems. As a part of the centre, Cranfield University, Rolls-Royce, and DCA Design International jointly have developed the Future Systems Simulator (FSS) for the purpose of research and development in areas such as human factors in aviation, single-pilot operations, future cockpit design, aircraft electrification, and alternative control approaches. Utilising the state-of-the-art modularity principles in simulation technology, the FSS is built to simulate a diverse range of current and novel aircraft, enabling researchers and industry partners to conduct experiments rapidly and efficiently. Central to the requirement, a unique, user-experience-centred development and design process is implemented for the development of the FSS. This paper presents the development process of such a flight simulator with an innovative flight deck. Furthermore, the paper demonstrates the FSS’s capabilities through case studies. The cutting-edge versatility and flexibility of the FSS are demonstrated through the diverse example research case studies. In the final section, the authors provide guidance for the development of an engineering flight simulator based on lessons learned in this project.

Occupational back-support exoskeletons, categorized as active or passive, hold promise for mitigating work-related musculoskeletal disorders. However, their impact on combined physical and cognitive aspects of industrial work performance remains inadequately understood, especially regarding potential differences between exoskeleton categories. A randomized, counterbalanced cross-over study was conducted, comparing the active CrayX, passive Paexo Back, and a no exoskeleton condition. A 15-min dual task was used to simulate both cognitive and physical aspects of industrial work performance. Cognitive workload parameters included reaction time, accuracy, and subjective measures. Physical workload included movement duration, segmented in three phases: (1) walking to and grabbing the box, (2) picking up, carrying, and putting down the box, and (3) returning to the starting point. Comfort of both devices was also surveyed. The Paexo significantly increased movement duration in the first segment compared to NoExo (Paexo = 1.55 ± 0.19 s; NoExo = 1.32 ± 0.17 s; p < .01). Moreover, both the Paexo and CrayX increased movement duration for the third segment compared to NoExo (CrayX = 1.70 ± 0.27 s; Paexo = 1.74 ± 0.27 s, NoExo = 1.54 ± 0.23 s; p < .01). No significant impact on cognitive outcomes was observed. Movement Time 2 was not significantly affected by both exoskeletons. Results of the first movement segment suggest the Paexo may hinder trunk bending, favoring the active device for dynamic movements. Both devices may have contributed to a higher workload as the movement duration in the third segment increased compared to NoExo.

The main purpose of crew resource management (CRM) is to ensure safe flights by preventing possible errors with the effective use of non-technical skills. The aim of the current study is to examine the effects of CRM on flight safety culture (FSC) with the help of the structural equation model with 451 airline pilots. As a result of the analysis, it was determined that there was a significant correlation between CRM and FSC and that CRM has a significant positive effect on FSC. It has been demonstrated that if CRM awareness and skills are used effectively, the perception of FSC will also improve. Furthermore, these findings indicate that there is a need to progress to the corporate CRM phase, i.e., CRM 7.0, to ensure that organisation-wide FSC awareness is established through CRM awareness.

The relevant growth of human-machine interaction (HMI) systems in recent years is leading to the necessity of being constantly aware of the cognitive workload level of an operator, especially in a safety-critical context such as aviation. Since the confusion in the definition of this concept, this paper clarifies this terminology and also highlights its relationship with stress. Thus, we analysed the state-of-the-art of cognitive workload evaluations, showing three up-to-date methodologies: subjective, behavioural and physiological. In particular, the physiological approach is increasingly gaining attention in the literature due to today’s exponential growth of biomedical sensors. Therefore, a review of the most adopted physiological signals in the workload evaluation is provided, focusing on the aeronautical field. We conclude by highlighting the necessity of a multimodal approach for mental workload assessment as a result of this analysis.

Professor Marc de Leval (16 April 1941 –26 June 2022) was a pioneer in the field of congenital cardiothoracic surgery and former chair of the British Congenital Cardiac Association [https://www.bcca-uk.org/]. Professor de Leval was appointed as a Consultant Cardiothoracic Surgeon at Great Ormond Street Hospital in 1974. Throughout his distinguished career at Great Ormond Street Hospital, he worked with dedication to improve outcomes for cardiothoracic surgery. His contribution to academic cardiothoracic surgery was significant and far-reaching with over 300 peer-reviewed publications. Of particular note was his work in improving the palliation of children with cyanotic congenital heart disease by the use of the modified Blalock-Thomas-Taussig shunt and his pioneering work over many years to improve understanding of the Fontan circulation using in vitro modelling and computational fluid dynamics that led to the development of the total cavopulmonary connection. His other significant contributions include the importance of analysing surgical failures, being the co-editor of the most readable textbook in our field, and so much more. During his career, he trained many eminent surgeons from around the world, and a Marc de Leval Fellowship of The American Association for Thoracic Surgery [https://www.aats.org/about-the-foundation/the-reach-of-our-programs/foundation-honoring-our-mentors-program/marc-r-de-leval-md] now allows the opportunity for a trainee to study congenital cardiac surgery in the UK or Europe. Marc is fondly remembered by the staff at Great Ormond Street Hospital. The nurses recall his arrival at the break of day on the intensive care unit, having already been for a swim, and the diligence with which he observed his patients following surgery. Former trainees remember a man who, despite his standing, always remained courteous, approachable, and kind. Professor de Leval will be remembered not only as a skilled and dedicated surgeon but also as a distinguished scholar, one with a quest for knowledge in the pursuit of excellence.

This manuscript is a personal tribute to Professor Marc de Leval from two of his colleagues: Professor Martin J. Elliott and Professor John E. Deanfield. As stated by the authors: “Marc’s career history is presented in the accompanying eulogy from the current Heart & Lung Team at Great Ormond Street Hospital (GOSH), allowing us to highlight Marc’s personal qualities that made him such an inspirational colleague. … Marc was, as we have said, the cardiologist’s surgeon. He was also the surgeon’s cardiologist, bridging the two disciplines and fusing the team. He was delighted by the advent of interventional cardiology and did not see it as a threat or competition, but instead, as appropriate for the well-being of his patients. He recognised how traumatic surgery could be for patients and their families and sought to avoid it whenever possible by alternative treatments. Marc will be remembered with love and admiration by his many patients and their families, whose lives he changed. His technical skill, energy, devotion, humour, intellect and influence will be sorely missed. May he rest in peace.”

Investigating the underlying predictors of speeding behaviour deserves the full attention of research. This study aims to examine the effects of demographic variables on the perceived deterrent mechanisms and to predict speeding behaviour to target appropriate prevention programmes. In this study, 212 randomly selected drivers having a valid car driving licence participated in an online survey. The results revealed that demographic variables influenced drivers’ perceptions towards social and legal sanctions as well as material loss. The model revealed that two sanction-related constructs, that is, legal sanction (b = −0⋅227, P = 0⋅007) and material loss (b = −0⋅218, P = 0⋅005), as well as lax perception towards traffic accident (b = −0⋅176, P = 0⋅025), were the significant predictors of speeding behaviour. These findings suggested that prevention programmes should prioritise young and single drivers. The most effective targeted prevention programmes are highlighted accordingly based on the study results.

Flight-deck Interval Management (FIM) is a modern airborne self-spacing technology that improves arrival route throughput and runway utilisation and increases hourly arrival capacity by up to four aircraft per hour and per runway, compared to conventional air traffic controller guided arrivals. The National Aeronautics and Space Administration (NASA) has been the leader in FIM research and formulated a logic that was put to an actual flight test in 2017. Despite the overall success of the project, operational deficiencies concerning the number of speed commands, which led to several recommendations for future research before operational implementation, were discovered. In this study, a new logic that implements a two-stage rule-based selection algorithm was developed to overcome those deficiencies. The proposed logic was compared to NASA’s logic on an arrival in Tokyo International Airport with multiple induced error patterns. The results indicate that the new logic significantly decreases the number of speed commands with only minor aggravations in spacing performance. The results that highlight the strengths and weaknesses of both concepts are discussed, and an outlook on and ideas for future research on FIM and the proposed logic are presented.