The article discusses the uncertainty of legal definitions of aviation safety and and aviation security, the implementation of which often result in certain restrictions of human rights. In the article, a hypothesis is made that, despite usually treated as well-known concepts, safety and security are not so clear and well-defined, often leaving the reader to guess at their precise meaning. The aim of this article is to identify the core features that characterise aviation safety (...) and aviation security and could disclose their legal content when assessing their comparative weight in relation to the protection of human rights. Supported by holistic approach from different perspectives (socio-cultural, historical, etc.), the phenomenological and hermeneutic analysis allowed providing an in-depth understanding of various meanings of safety and security concepts. An overview of the existing linguistic peculiarities of the use of the terms ‘safety’ and ‘security’ with an emphasis on the importance of determining the context in which they are used as primary evidence of their meaning is followed by the analysis of the common features and differences between the concepts of safety and security that supplements the discourse on the dilemma of combining subjective and objective, relative and absolute perceptions of safety and security. The research from the view point of normative jurisprudence reveals the polysemy inherent in aviation safety and aviation security, especially in terms of the values they represent, suggesting the conclusion that legal definitions of ‘aviation safety’ and ‘aviation security’ should in part be treated as a sort of ad hoc definitions, which have to be developed (clarified) in each particular case. (shrink)

Publics and policymakers increasingly have to contend with the risks of complex, safety-critical technologies, such as airframes and reactors. As such, ‘technological risk’ has become an important object of modern governance, with state regulators as core agents, and ‘reliability assessment’ as the most essential metric. The Science and Technology Studies literature casts doubt on whether or not we should place our faith in these assessments because predictively calculating the ultra-high reliability required of such systems poses seemingly insurmountable epistemological problems. (...) This paper argues that these misgivings are warranted in the nuclear sphere, despite evidence from the aviation sphere suggesting that such calculations can be accurate. It explains why regulatory calculations that predict the reliability of new airframes cannot work in principle, and then it explains why those calculations work in practice. It then builds on this explanation to argue that the means by which engineers manage reliability in aviation is highly domain-specific, and to suggest how a more nuanced understanding of jetliners could inform debates about nuclear energy. (shrink)

Pragmatic language competence plays a central role in how aviation flight crews perform crew resource management ; this competence significantly affects aviation safety. This paper contributes to existing literature on interventionist applications of conversation analysis by defining and evaluating a novel collaborative transcription and repair based learning method for aviation CRM learning. CTRBL was evaluated using a quantitative quasi-­experimental repeated-measure design with 42 novice, university pilots. Results support that CTRBL is an effective, low-resource CRM learning method (...) that will benefit from exploratory applications and further study in pragmatics, aviation, and other sociotechnical domains. The views in this article were the result of independent research of the authors. Views herein do not necessarily represent the views of the National Transportation Safety Board or the United States. (shrink)

High-profile failures in financial trading have led to interest in how the culture of the industry produces risky and unethical behaviours among traders. Yet, there is no established theoretical framework for studying this: we apply safety culture theory to examine ten recent high-profile trading mishaps investigated by the UK financial regulator. The results show that the dimensions of safety culture used to understand organisational accidents in domains such as aviation also explain failures in Risk Management within financial (...) trading organisations. This counters narratives focusing on traders who are unethical ‘rule breakers’, and emphasises the value of a systemic approach, whereby safety culture theory is used to explain why risky behaviours in financial trading occur. Safety culture therefore provides a conceptual basis for further research on risky and unethical behaviours in financial trading, alongside providing insights for possible intervention. (shrink)

The security of the civil aviation network is closely related to flight safety. Security situation prediction is the advanced stage of situational awareness in the civil aviation network. In this article, a prediction approach of security situations for the air traffic management network is proposed on the basis of the wavelet neural network. The proposed approach adopts the wavelet theory and neural network, combining a time-series forecasting method for the prediction of security situations in the civil (...) class='Hi'>aviation network. The experimental results show that this approach has the advantages of fast training and high prediction accuracy. (shrink)

Causes often influence their effects via multiple routes. Moderate alcohol consumption can raise the level of HDL ('good') cholesterol, which in tum reduces the risk of heart disease. Unfortunately, moderate alcohol consumption can also increase the level of homocysteine, which in tum increases the risk of heart disease. The net or overall effect of alcohol consumption on heart disease will depend upon both of these routes, and no doubt upon many others as well. This is a familiar fact of life (...) for engineers and policy makers, one that often gives rise to unintended consequences. Suppose, for example, that the American Federal Aviation Administration were to institute new regulations requiring that aeroplanes be equipped with some expensive new safety feature. Would this regulation save lives? Not necessarily. Every dollar (or pound, or euro, or yen ... ) that an airline spends to upgrade its fleet is a dollar that must be recouped in some way, most likely through higher fares. Higher fares may, in tum, persuade some travellers to drive instead of fly- especially on shorter routes. But it is inherently more dangerous to drive a given route than to fly it, so the net effect of the new regulation may cost lives, rather than saving them (Glassner 1999: 188). (shrink)

• Wright Brothers made a two mile flight • Wright Brothers made a 42 mile flight • Want to ship goods • Want to move lots of passengers • Want reliability and safety • Want low cost • ... Modern aviation • Each major advance spawns reasonable demands for more and more • Excruciating difficulties overcome • Armies of people over decades or more • Same story for any practically any epoch breaking advance in anything..

For a number of years it has been recognized that the social dynamics of group interaction is an import factor in the origin of accidents and in the way how accidents or accident-prone situations are handled in aviation (cf. Helmreich 1997a, 1997b). Factors related to interpersonal communication have been implicated in up to 80% of all aviation accidents over the past 20 years. As a reaction to this, Crew Resource Management (CRM) has been developed with the goal of (...) rating and improving crew performance in aviation and in other fields in which professional groups interact in situations of high taskload and potential risk (cf. Helmreich ea. 1999). As far as this can be estimated at all, installing CRM techniques in the major American and European airlines has resulted in a definite improvement in the safety of commercial aviation. In spite of this success of CRM, practitioners in the field feel that, beyond the general social dynamics of group interaction, there might be potential problems relating to language and communication in such settings. (shrink)

In higher education programs that train students for professions with high standards of safety, such as aviation, shipping and healthcare, exercises in simulated environments provide opportunities for training in educational settings. This study explores the use of simulators in maritime education, taking an interest in how navigation training is achieved by using simulated environments. By conducting an interaction analysis of video data, the study examines how training students to coordinate with other vessels in traffic is topicalized in simulator (...) exercises, focusing on discourses of temporality in instructions. The results show how instruction during simulations is a continuous interactional achievement built on the ability to assess the fit between the assessment criteria at work in the specifics of the situation and the ongoing tasks as they unfold. During simulations temporality becomes a matter for instruction, both when assessing how to develop the students’ understanding and as a topic in its own right. The results highlight tightly coupled relationships among tasks, instruction and technology. The implications for simulator-based training call for refocusing on training tasks rather than specific skills, and emphasize the importance of professional guidance in order to guide the students toward the discourses of maritime work practice in simulator-based training. (shrink)

The Cabin Pressure Control System is an essential part of the aviation environmental control system that ensures aircraft structure and flight crew safety. However, the CPCS usually has potential faults of sensors and actuators. To this end, a Simple Adaptive Control- based reconfiguration method is proposed to compensate for the above adverse effects. Some good pressure control performance of CPCS can be achieved by the basic pressure controller when the system is in normal operation. A parallel feedforward compensator (...) is designed to guarantee the closed-loop system’s stability and the almost strictly positive realness of the augmented system. Thus, the simple adaptive controller can be utilized for the CPCS. In particular, the reconfiguration system can update the control law online when the fault occurs without the system identification process. The reference model is obtained by mathematical model linearization after considering the mechanical characteristics of the CPCS. Extensive simulations under various typical fault scenarios are carried out throughout the entire flight envelope of the aircraft from take-off to landing. Simulation results validate the robustness and reconfiguration control capability of the proposed method. (shrink)

In the selection of job candidates who have the mental ability to become professional ATCOs, psychometric testing has been a ubiquitous activity in the ATM domain. To contribute to psychometric research in the ATM domain, we investigated the extent to which spatial orientation ability (SOA), as conceptualized in the spatial cognition and navigation literature, predicted air traffic conflict detection performance in a simulated free route airspace (FRA) environment. The implementation of free route airspace (FRA) over the past few years, notably (...) in Europe, have facilitated air traffic services by giving greater flexibility to aviation operators in planning and choosing preferred air routes that can lead to quicker arrivals. FRA offers enhanced system safety and efficiency, but these benefits can be outweighed by the introduction of air traffic conflicts that are geometrically more complex. Such conflicts can arise from increased number and distribution of conflict points, as well as from elevated uncertainty in aircraft maneuvering (for instance, during heading changes). Overall, these issues will make conflict detection more challenging for air traffic controllers (ATCOs). Consequently, there is a need to select ATCOs with suitably high levels of spatial orientation ability (SOA) to ensure flight safety under FRA implementation. In this study, we tested 20 participants who are eligible for ATCO job application, and found that response time-based performance on a newly developed, open access, computerized spatial orientation test (SOT) predicted time to loss of minimum separation (tLMS) performance on an air traffic conflict detection task (AT-CDT) we designed. We found this predictive relationship to be significant to a moderately large extent under scenarios with high air traffic density (raw regression coefficient = 0.58). Moreover, we demonstrated our AT-CDT as a valid test in terms of eliciting well-known mental workload and spatial learning effects. We explained these findings in light of similar or overlapping mental processes that were most likely activated optimally under task conditions featuring approximately equal numbers of outcome-relevant stimuli. We conclude by discussing the further application of the SOT to the selection of prospective ATCOs who can demonstrate high levels of conflict detection performance in FRA during training simulations. (shrink)

Our article explores the repair practices pilots use to correct various troubles during flights. The intersubjective understanding of action is a salient part of the time-critical activities of aviation. Repairs solve troubles before any accident risk emerges, thus contributing to flight safety. In repair practices, the social and technical environment is interwoven. If remedies concern faulty lines of action, they target the techno-material condition of the aircraft. Such repair practices are not repairs of talk, but remedies of action (...) in a socio-material interaction. We discuss remedies of action as a particular type of repair practice, and outline their role in socio-material interactions. The aim is to continue building a holistic analysis of social action, not just to add a multimodal layer over an analysis of talk. The rethinking of social action contributes to the exploration of social actions anchored to their socio-material environment. (shrink)

This article explores the discursive construction of a professional flight attendant identity in a corpus of reports written by FAs and voluntarily submitted to a US government agency. The article argues that writing and submission of the reports by FAs can be seen as a performative act, which heightens aviation institutional ideologies whilst foregrounding safety-related practices. Moreover, the narratives make frequent use of the intersubjective relation of adequation and distinction in their situated construction of identity, with FAs excluding (...) pilots from discursive constructions of the inflight crew. This distancing of pilots is counter to the “team” ideology in commercial aviation upon which much flight safety is predicated. (shrink)

An investigation of language use in news stories about collisions involving vehicles and nonhuman animals in the wild reveals that reports of bird-airplane collisions tend to focus on the safety of the humans involved, even to the point of constructing the bird as a projectile, rather than a victim. Reports of land vehicles and boats colliding with larger nonhuman animals tend to demonstrate a greater concern for nonhuman participants, attributing greater responsibility to humans for the collisions, although they are (...) more dangerous to humans. Although similar patterns are found in news reports in several languages and in several English-speaking countries, anthropocentrism alone does not fully explain the patterns in journalists’ choice of expressions and structures in these news stories. (shrink)

From its initial conceptualization as emotional exhaustion, cynicism, and reduced personal efficacy for the help professions, burnout has received increasing attention in modern times, especially after the 2019 WHO’s inclusion of this syndrome in the ICD-11 list. Burnout can be measured using several psychometric instruments that range in dimensionality, number of items, copyrighted, and free use formats. Here, we report the psychometric properties of data gathered with the Oldenburg Burnout Inventory in a sample of Portuguese Aircraft maintenance technicians. As far (...) as we know, this is the first study addressing the burnout syndrome in this occupational group. Data gathered with the OLBI displayed good evidence of validity related to internal structure, to other variables, with good evidence of reliability. We showed that burnout significantly correlated with mental and physical fatigue emphasizing the vital critical role that these variables play with safety in the aviation industry. (shrink)

This study was a preliminary exploration of the value changes taking place in the United States since the September 11, 2001 terrorist attack on the World Trade Center in New York, which was a significant emotional event or cultural upheaval. Rokeach told us that "a person's total value system may undergo change as a result of socialization, therapy, or cultural upheaval..." (Rokeach, The Nature of Human Values, 1973, p. 37). The researchers explored the value changes of 500 aviation industry (...) employees before the attack and 500 after the attack. The statistically significant research results showed a total of twenty-seven of thirty-six values changed. Before the attack respondents valued much higher self-esteem and self-actualization values like A Sense of Accomplishment and Self-Respect. After the attack respondents placed a much higher value importance on survival, safety and security values like A World at Peace, Freedom, Family Security, National Security, Mature Love, Salvation, and True Friendship. (shrink)

In lieu of an abstract, here is a brief excerpt of the content:Martin Heidegger and OntologyEmmanuel Levinas (bio)The prestige of Martin Heidegger 1 and the influence of his thought on German philosophy marks both a new phase and one of the high points of the phenomenological movement. Caught unawares, the traditional establishment is obliged to clarify its position on this new teaching which casts a spell over youth and which, overstepping the bounds of permissibility, is already in vogue. For once, (...) Fame has picked one who deserves it and, for that matter, one who is still living. Anyone who has studied philosophy cannot, when confronted by Heidegger’s work, fail to recognize how the originality and force of his achievements, stemming from genius, are combined with an attentive, painstaking, and close working-out of the argument—with that craftsmanship of the patient artisan in which phenomenologists take such pride. In this study, it is important for us to understand, above all, the true intentions of our author, to illuminate what he thinks really needs to be said, and to surmise what is most critical for him.To get to the heart of Heidegger’s system, it seems fitting to begin with a problem that is generally familiar. We choose the problem of knowledge, a deeper understanding of which takes us to the very threshold of Heidegger’s thought. For this problem, central to modern philosophy, is one of the main obstacles of modern philosophy that Heidegger wishes to surmount. Neo-Kantianism, which takes knowledge as the philosophical problem of the first rank, is the movement against which Heidegger rebels with all his strength. We have, thus, every chance of gaining access to his thought by the main door, so to speak. Once inside the system we will try to trace its outlines, 2 reserving, for a second part of our work, the determination of Heidegger’s place in the history of ideas, especially in the phenomenological movement, as well as of his relations with the philosopher to whom he owes so much—Edmund Husserl. 31In its most general form, the problem of the theory of knowledge has a critical significance. It consists in delineating a domain where knowledge can be certain and in determining the criteria for the legitimate scope of knowledge. But this problem, as normal and as simple as it may appear, has deeper roots. That knowledge should need a criterion at all presupposes that truth is not identical to all that is known and that the course [End Page 11] of things can fail to correspond with the course of thought. “How does knowledge correspond to being?” is a more profound formulation of the problem of knowledge.But we are not going to touch anymore on the primordial phenomenon that generates the problem. The problem of correspondence between thing and thought presupposes a free activity of thought and its isolation in relation to the object. It is precisely this presupposition which renders their harmony and even their contact problematic. “How does the subject take leave of itself to attain the object?” is what the problem of knowledge, in the last analysis, boils down to. Its true source is thus the concept of “subject” as elaborated by modern philosophy. The cogito presided over the subject’s birth. The cogito was the affirmation of the privileged nature of the subject’s immanent sphere, of its unique place in existence; hence, the cogito was the specificity of the subject’s connection to the rest of reality, the sui generis nature which opens up the passage from immanence to transcendence, the passage from ideas contained in the thinking substance to 4 their “formal existence.”The concept of the subject, understood as a substance having a specific position in the entire domain of being, presents us with difficulties of two kinds. First, how do we understand this leave-taking from the self which the thinking substance brings about and which displays an entirely original aspect? Indeed, we could say that thought, in reaching out toward objects, does not actually take leave of itself, since its objects—considered as ideas and contents of thought—are, in a certain sense, already within it. In order to make sense of this paradox, Descartes... (shrink)

This essay investigates technical aspects of the history of aviation in the Republic of China, focusing on the period between 1920 and 1937. It suggests that Chinese authors and administrators came to see the establishment of technical infrastructure as dependent on the education of personnel who could assume responsibility for maintaining and expanding Chinese aviation ventures, rather than on specific technologies or practices. Magazines and journals in the 1920s reflected concerns with the establishment of weather observation and reporting, (...) radio communications, and technical education in service of aviation; the last of these was critical for the first two. Provisions for technical work and training were reflected in contracts that were drawn up in the years around 1930 to establish three aviation projects in the Republic: the China National Aviation Corporation (CNAC), the Eurasia Aviation Corporation, and Southwest Airlines. Subsequent contracts and reports for CNAC and Eurasia in the years before the 1937 outbreak of war with Japan suggested a particular emphasis on the technical education of personnel as an important step in building Chinese aviation infrastructures. (shrink)

This paper surveys attempts in the recent literature to offer a modal condition on knowledge as a way of resolving the problem of scepticism. In particular, safety-based and sensitivity-based theories of knowledge are considered in detail, along with the anti-sceptical prospects of an explicitly anti-luck epistemology.

A discussion of lessons learned in the first months of the COVID-19 pandemic which allowed data safety monitoring boards (DSMBs) to continue their work protecting the interests of human research participants while preserving research studies.

In this paper I will offer a comprehensive defense of the safety account of knowledge against counterexamples that have been recently put forward. In Sect. 2, I will discuss different versions of safety, arguing that a specific variant of method-relativized safety is the most plausible. I will then use this specific version of safety to respond to counterexamples in the recent literature. In Sect. 3, I will address alleged examples of safe beliefs that still constitute Gettier (...) cases. In Sect. 4, I will discuss alleged examples of unsafe knowledge. In Sect. 5, I will address alleged cases of safe belief that do not constitute knowledge for non-Gettier reasons. My overall goal is to show that there are no successful counterexamples to robust anti-luck epistemology and to highlight some major presuppositions of my reply. (shrink)

In lieu of an abstract, here is a brief excerpt of the content:Aviation and the Aerial View:Le Corbusier's Spatial Transformations in the 1930s and 1940sM. Christine Boyer (bio)Part One: The Aerial ViewAviation and Equipment. A London publishing house, The Studio, Ltd, sent Le Corbusier a letter in January 1935, inquiring whether he would be interested in collaborating on a new series of books to be titled The New Vision. The promoters explained that each book in the series would be (...) devoted to a unique event in industrial design, with specific attention paid to the designers, their aims, and the potential these designs held for social and human development. They would begin the series with a volume on the airplane. Le Corbusier was asked to write an introductory essay, supply captions for the images they had already collected, and offer a few suggestions for additional illustrations.1Accepting the invitation, Le Corbusier in his reply, however, transformed the project: instead of the word "airplane" he preferred "aviation," by which he meant all the prodigious phenomena opening vast new horizons in space and influencing the future of "equipment" in the broadest sense of the word.2 Already in Precisions (1930) he had written, "I replace the word 'urbanism' by the term 'equipment.' I have already replaced the term 'furniture' by that of 'equipment.' Such stubbornness shows well that we are purely and simply claiming tools for work, for we do not want to die of hunger facing the embroidered flowerbeds of aesthetic urbanism" [143]. To his bag of equipment, Le Corbusier now adds "aviation," a tool of modern communication forging new modes of exchange and new links between nations.3The material subsequently sent by the publishing house to Le Corbusier also met with lukewarm reception: he favored more lively documentation such as the view from an airplane as it flew over cities—vast open terrain, the sea, and the forests. And he wanted more picturesque treatment of the lives of aviators, their psychological and social attitudes including analysis of the great aerial routes being drawn between Europe and America, Africa, or Asia. The publishing house was unable to fulfill Le Corbusier's [End Page 93] expectations, reminding him that their focus was limited to "the airplane" and that they expected to receive all his material by May.4What did Le Corbusier mean by "aviation" and the "epic of the air," a phrase he used in the preface of the subsequent book Aircraft (1935)? What new horizons did aviation open and how did this affect the perception of space and the process of reading the terrain as a two-dimensional map or a plan? And what did aviation have to do with "equipment"? Just the year before Le Corbusier had seen the Exposition de l'Aéronautique in Milan for which Mussolini offered the maxim: "Aviation is grand, small, or nothing at all, depending on whether public awareness of aviation is grand, small, or nothing at all."5 Le Corbusier, ever the great publicist, accepted the challenge to spread the meaning of "aviation" in the inclusive sense of the word entailing adventure and service, organization, and machinery.The rapid growth of aviation during the interwar period was mercurial, dramatically reshaping perception of the world and of space. There were daring flights of aviators challenging the breath of oceans and deserts, the heights of Everest, the length of Africa, the uncharted terrain of the North and South Poles. The airplane not only internationalized cartography; it was a tool for exploring and controlling the colonies. While aerial photography, which recorded in precise detail the realistic shape of landmasses, coastlines, seas, deserts, and mountains, perfected the process of mapmaking and enriched the documentary archive of the planet.Yet even more stunning, aviation continually shrunk the size of the globe after the initial KLM flight between Amsterdam and Jakarta took off in 1924. Then the time needed to navigate the 9000 miles was 55 days; within five years it had been reduced to a mere 12 days. A world map criss-crossed with national air routes came into view. In the 1930s civil airlines began to offer passenger and mail service between London and the Middle East, then on to India and... (shrink)

In this paper, I link philosophical discussion of policies for trans inclusion or exclusion, to a method of policy making. I address the relationship between concerns about safety, fairness, and inclusion in policy making about the inclusion of transwomen athletes into women’s sport. I argue for an approach based on lexical priority rather than simple ‘balancing’, considering the different values in a specific order. I present justifying reasons for this approach and this lexical order, based on the special obligations (...) of International Federations such as World Rugby. As a result, I provide a justificatory framework for the WR Guidelines that exclude transwomen from the women’s game in WR competitions. Finally, I give an account of a maximally safe, maximally fair and maximally inclusive form of sex categorisation in sport. (shrink)

In an essay recently published in this journal (“Is Safety in Danger?”), Fernando Broncano-Berrocal defends the safety condition on knowledge from a counterexample proposed by Tomas Bogardus (Philosophy and Phenomenological Research, 2012). In this paper, we will define the safety condition, briefly explain the proposed counterexample, and outline Broncano-Berrocal’s defense of the safety condition. We will then raise four objections to Broncano-Berrocal’s defense, four implausible implications of his central claim. In the end, we conclude that Broncano-Berrocal’s (...) defense of the safety condition is unsuccessful, and that the safety condition on knowledge should be rejected. (shrink)

Ethical foundations of patient safety -- Vigilance -- Mindfulness -- Compliance -- Humility -- Some theoretical aspects of vigilance and risk acceptability -- Fifty shades of error -- The standard care and medical malpractice law as an ethical achievement -- The present and the future.

ABSTRACTIn a recent paper, Michael Pardo argues that the epistemic property that is legally relevant is the one called Safety, rather than Sensitivity. In the process, he argues against our Sensitivity-related account of statistical evidence. Here we revisit these issues, partly in order to respond to Pardo, and partly in order to make general claims about legal epistemology. We clarify our account, we show how it adequately deals with counterexamples and other worries, we raise suspicions about Safety's value (...) here, and we revisit our general skepticism about the role that epistemological considerations should play in determining legal policy. (shrink)

Can epistemic luck be captured by modal conditions such as safety from error? This paper answers ‘no’. First, an old problem is cast in a new light: it is argued that the trivial satisfaction associated with necessary truths and accidentally robust propositions is a symptom of a more general disease. Namely, epistemic luck but not safety from error is hyperintensional. Second, it is argued that as a consequence the standard solution to deal with this worry, namely the invocation (...) of content variation, fails. Third, it is considered whether the condition can serve some restricted theoretical role; the hypothesis is rejected. Finally, it is tentatively suggested that epistemic luck’s hyperintensionality derives from its being an explanatory notion, and an analogy is drawn with failures of probabilstic conceptions of explanation in the philosophy of science. (shrink)

Knowledge closure is, roughly, the following claim: For every agent S and propositions P and Q, if S knows P, knows that P implies Q, and believes Q because it is so implied, then S knows Q. Almost every epistemologist believes that closure is true. Indeed, they often believe that it so obviously true that any theory implying its denial is thereby refuted. Some prominent epistemologists have nevertheless denied it, most famously Fred Dretske and Robert Nozick. There are closure advocates (...) who see other virtues in those accounts, however, and so who introduce revisions of one sort or another in order to preserve closure while maintaining their spirit. One popular approach is to replace the “sensitivity” constraint at the heart of both of those accounts with a “safety” constraint, as advocated by Timothy Williamson, Duncan Pritchard, Ernest Sosa, Stephen Luper, and others. The purpose of this essay is to show that this approach does not succeed: safety does not save closure. And neither does a popular variation on the safety theme, the safe-basis or safe-indicator account. (shrink)

Recent research has identified a tension between the Safety principle that knowledge is belief without risk of error, and the Closure principle that knowledge is preserved by competent deduction. Timothy Williamson reconciles Safety and Closure by proposing that when an agent deduces a conclusion from some premises, the agent’s method for believing the conclusion includes their method for believing each premise. We argue that this theory is untenable because it implies problematically easy epistemic access to one’s methods. Several (...) possible solutions are explored and rejected. (shrink)

Modal knowledge accounts that are based on standards possible-worlds semantics face well-known problems when it comes to knowledge of necessities. Beliefs in necessities are trivially sensitive and safe and, therefore, trivially constitute knowledge according to these accounts. In this paper, I will first argue that existing solutions to this necessity problem, which accept standard possible-worlds semantics, are unsatisfactory. In order to solve the necessity problem, I will utilize an unorthodox account of counterfactuals, as proposed by Nolan, on which we also (...) consider impossible worlds. Nolan’s account for counterpossibles delivers the intuitively correct result for sensitivity i.e. S’s belief is sensitive in intuitive cases of knowledge of necessities and insensitive in intuitive cases of knowledge failure. However, we acquire the same plausible result for safety only if we reject his strangeness of impossibility condition and accept the modal closeness of impossible worlds. In this case, the necessity problem can be analogously solved for sensitivity and safety. For some, such non-moderate accounts might come at too high a cost. In this respect, sensitivity is better off than safety when it comes to knowing necessities. (shrink)

BackgroundThe complexities of the workplace environment in the downstream oil and gas industry contain several safety-risk factors. In particular, instituting stringent safety standards and management procedures are considered insufficient to address workplace safety risks. Most accident cases attribute to unsafe actions and human behaviors on the job, which raises serious concerns for safety professionals from physical to psychological particularly when the world is facing a life-threatening Pandemic situation, i.e., COVID-19. It is imperative to re-examine the (...) class='Hi'>safety management of facilities and employees’ well-being in the downstream oil and gas production sector to establish a sustainable governance system. Understanding the inherent factors better that contribute to safety behavior management could significantly improve workplace safety features.ObjectiveThis study investigates employees’ safety behavior management model for the downstream oil and gas industry to consolidate the safety, health and wellbeing of employees in times of COVID-19.MethodsNominal Group Technique was first employed to screen primary behavioral factors from 10 workplace health and safety experts from Malaysia’s downstream oil and gas industry. Consequently, 18 significant factors were identified for further inquiry. Next, the interpretive structural modeling technique was used to ascertain the complex interrelationships between these factors and proposed a Safety Behavioral Management Model for cleaner production.ResultsThis model shows that management commitment, employee knowledge and training, leadership, and regulations contribute significantly to several latent factors. Our findings support the Social Cognitive Theory, where employees, their environment, and their behaviors are related reciprocally.ConclusionIt is postulated that identifying safety factors and utilizing the proposed model guides various stakeholder groups in this industry, including practitioners and policymakers, for achieving long-term sustainability. (shrink)

An account of the nature of knowledge must explain the value of knowledge. I argue that modal conditions, such as safety and sensitivity, do not confer value on a belief and so any account of knowledge that posits a modal condition as a fundamental constituent cannot vindicate widely held claims about the value of knowledge. I explain the implications of this for epistemology: We must either eschew modal conditions as a fundamental constituent of knowledge, or retain the modal conditions (...) but concede that knowledge is not more valuable than that which falls short of knowledge. This second horn—concluding that knowledge has no distinctive value—is unappealing since it renders puzzling why so much epistemological theorising focuses on knowledge, and why knowledge seems so important. (shrink)

There is some consensus that for S to know that p, it cannot be merely a matter of luck that S’s belief that p is true. This consideration has led Duncan Pritchard and others to propose a safety condition on knowledge. In this paper, we argue that the safety condition is not a proper formulation of the intuition that knowledge excludes luck. We suggest an alternative proposal in the same spirit as safety, and find it lacking as (...) well. (shrink)

In “Knowledge Under Threat” (Philosophy and Phenomenological Research 2012), Tomas Bogardus proposes a counterexample to the safety condition for knowledge. Bogardus argues that the case demonstrates that unsafe knowledge is possible. I argue that the case just corroborates the well-known requirement that modal conditions like safety must be relativized to methods of belief formation. I explore several ways of relativizing safety to belief-forming methods and I argue that none is adequate: if methods were individuated in those ways, (...) safety would fail to explain several much-discussed cases. I then propose a plausible externalist principle of method individuation. On the one hand, relativizing safety to belief-forming methods in the way suggested allows the defender of safety to account for the cases. On the other hand, it shows that the target known belief of Bogardus’s example is safe. Finally, I offer a diagnosis of a common error about the kind of cases that are typically considered potential counterexamples to the necessity of the epistemic condition: proponents of the alleged counterexamples mistake a strong condition that I call super-safety for safety. (shrink)

Ernest Sosa has made and continues to make major contributions to a wide variety of topics in epistemology. In this paper I discuss some of his core ideas about the nature of knowledge and scepticism. I start with a discussion of the safety account of knowledge – a view he has championed and further developed over the years. I continue with some questions concerning the role of the concept of an epistemic virtue for our understanding of knowledge. Safety (...) and virtue hang very closely together for Sosa. All this easily leads to some thoughts on epistemic scepticism and on Sosa's stance on this. (shrink)

The Epistemic Objection says that certain theories of time imply that it is impossible to know which time is absolutely present. Standard presentations of the Epistemic Objection are elliptical—and some of the most natural premises one might fill in to complete the argument end up leading to radical skepticism. But there is a way of filling in the details which avoids this problem, using epistemic safety. The new version has two interesting upshots. First, while Ross Cameron alleges that the (...) Epistemic Objection applies to presentism as much as to theories like the growing block, the safety version does not overgeneralize this way. Second, the Epistemic Objection does generalize in a different, overlooked way. The safety objection is a serious problem for a widely held combination of views: “propositional temporalism” together with “metaphysical eternalism”. (shrink)

The paper argues against Sosa’s claim that sensitivity cannot be differentially supported over safety as the right requirement for knowledge. Its main contention is that, although all sensitive beliefs that should be counted as knowledge are also safe, some insensitive true beliefs that shouldn’t be counted as knowledge are nevertheless safe.

According to the safety account of knowledge, one knows that p only if one’s belief in p could not easily have been false. In the literature, most objections to the safety account rely on intuition of knowledge that could be easily denied by the safety theorists. In this paper, an objection to the safety account which does not make use of such intuition is raised. It is argued that either there are instances of unsafe knowledge or (...) the safety account has an implausible implication that one’s epistemic status might depend on what happens in the future. (shrink)

Cultural safety is a relatively new concept that has emerged in the New Zealand nursing context and is being taken up in various ways in Canadian health care discourses. Our research team has been exploring the relevance of cultural safety in the Canadian context, most recently in relation to a knowledge-translation study conducted with nurses practising in a large tertiary hospital. We were drawn to using cultural safety because we conceptualized it as being compatible with critical theoretical (...) perspectives that foster a focus on power imbalances and inequitable social relationships in health care; the interrelated problems of culturalism and racialization; and a commitment to social justice as central to the social mandate of nursing. Engaging in this knowledge-translation study has provided new perspectives on the complexities, ambiguities and tensions that need to be considered when using the concept of cultural safety to draw attention to racialization, culturalism, and health and health care inequities. The philosophic analysis discussed in this paper represents an epistemological grounding for the concept of cultural safety that links directly to particular moral ends with social justice implications. Although cultural safety is a concept that we have firmly positioned within the paradigm of critical inquiry, ambiguities associated with the notions of 'culture', 'safety', and 'cultural safety' need to be anticipated and addressed if they are to be effectively used to draw attention to critical social justice issues in practice settings. Using cultural safety in practice settings to draw attention to and prompt critical reflection on politicized knowledge, therefore, brings an added layer of complexity. To address these complexities, we propose that what may be required to effectively use cultural safety in the knowledge-translation process is a 'social justice curriculum for practice' that would foster a philosophical stance of critical inquiry at both the individual and institutional levels. (shrink)

This paper argues for several related theses. First, the epistemological position that knowledge requires safe belief can be motivated by views in the philosophy of science, according to which good explanations show that their explananda are robust. This motivation goes via the idea—recently defended on both conceptual and empirical grounds—that knowledge attributions play a crucial role in explaining successful action. Second, motivating the safety requirement in this way creates a choice point—depending on how we understand robustness, we'll end up (...) with different conceptions of safety in epistemology. Lastly, and most controversially, there's an attractive choice at this point that will not vindicate some of the most influential applications of the safety-theoretic framework in epistemology, e.g., Williamson's arguments against the KK principle, and luminosity. (shrink)

Patient safety has only recently been subjected to wide-spread systematic study. Healthcare differs from other high risk industries in being more diverse and multi-contextual, and less certain and regulated. Also many patient safety problems are low-frequency events associated with many, varied contributing factors. The subject of this paper is the epistemology of patient safety (the science of the method of finding out about patient safety). Patient safety research is considered here on the background of a (...) risk management framework which requires researchers to: • Understand the context - as a subset of healthcare quality, services and systems research, with technical and human behavioural (cultural) components and a range of external and internal organisational influences, a wide range of research disciplines is necessary • Identify the risks - identify the things that go wrong and the frequency and nature of different types of incidents from sources such as medical record review, observational studies, audit, incident and medico-legal reports • Analyse the risks - deconstruct the things that go wrong, identifying contributing factors and trying to detect trends and patterns in contributing factors, detection, mitigation factors, ameliorating factors and actions taken to reduce risk • Evaluate the risks - decide on priorities, identifying preventive and corrective strategies and judging the risk- and cost-benefit of potential corrective strategies such as standardisation or simplification of a process or device • Manage the risk - evaluate and scope preventive and/or corrective strategies and then implement these, or place the problem on a risk register pending solution, or accept that what is needed is unaffordable • Communicate and consult - use interactive sessions, audit, on-going feedback, reminders and patient mediated prompts • Monitor and review the state of the problem - get baseline trends and patterns so that changes can be tracked and properly attributed to an intervention A hierarchy of levels of evidence has been proposed for clinical research and we argue that insufficient weighting has been given to lower ranked levels of research and to qualitative research, although critical interpretive synthesis is now gaining acceptance in mainstream thinking (e.g. by the Cochrane Collaboration). Fundamental challenges remain including how to grasp the elusive concept of patient safety, how to quantify, characterise and cost the problems, how to judge the extent to which harm can be attributed to errors, violations or system failures, how to identify contributing factors and the extent to which they can be implicated, how to judge whether incidents or their precursors are preventable, how to generate strong evidence to make healthcare safer and how to translate research into practice. Future directions include addressing the mundane as well as rare, dramatic events, and developing further research in non-hospital settings and in developing countries. In summary, a mixture of qualitative and quantitative methods, using information from all available data sources and combining retrospective, real time and prospective study designs, is necessary to address some of the more difficult patient safety problems. (shrink)

IntroductionDeep brain stimulation (DBS) is increasingly used to treat the symptoms of various neurologic and psychiatric conditions. People can undergo the procedure during reproductive years but the safety of DBS in pregnancy remains relatively unknown given the paucity of published cases. We thus conducted a review of the literature to determine the state of current knowledge about DBS in pregnancy and to determine how eligibility criteria are approached in clinical trials with respect to pregnancy and the potential for pregnancy.MethodsA (...) literature review was conducted in EMBASE to identify articles involving DBS and pregnancy. Two reviewers independently analyzed the articles to confirm inclusion. Data extracted for analysis included conditions treated, complications at all stages of pregnancy, neonatal/pediatric outcomes, and DBS target. A second search was then conducted using www.clinicaltrials.gov. The same two reviewers then assessed whether each trial excluded pregnant individuals, lactating individuals, or persons of childbearing age planning to conceive. Also assessed was whether contraception had to be deemed adequate prior to enrollment.ResultsThe literature search returned 681 articles. Following independent analysis and agreement of two reviewers, 8 pregnancy related DBS articles were included for analysis. These articles described 27 subjects, 29 pregnancies (2 with subsequent pregnancies), and 31 infants (2 twin pregnancies). There was 1 preterm birth at 35 weeks, and 3 patients who experienced discomfort from the DBS battery (i.e., impulse generator) placement site. All 27 patients had a DBS device implanted before they became pregnant, which remained in use throughout their pregnancy. There was exclusion of pregnant individuals from 68% of 135 interventional trials involving DBS. Approximately 44% of these trials excluded persons of childbearing age not on “adequate contraception” or wishing to conceive in the coming years. Finally, 22% excluded breastfeeding persons.ConclusionThe data from 29 pregnancies receiving DBS treatment during pregnancy was not associated with unexpected pregnancy or post-partum complication patterns. Many clinical trials have excluded pregnant individuals. Documentation of outcomes in larger numbers of pregnancies will help clarify the safety profile and will help guide study designs that will safely include pregnant patients. (shrink)

The primary aim of this article is to develop and defend a conceptual analysis of safety. The article begins by considering two previous analyses of safety in terms of risk acceptability. It is argued that these analyses fail because the notion of risk acceptability is more subjective than safety, as risk acceptability takes into account potential benefits in a way that safety does not. A distinction is then made between two different kinds of safety—safety (...) qua cause and safety qua recipient—and both are defined in terms of the probability of a loss of value, though the relationship between safety and the probability of loss varies in each case. It is then shown that although this analysis is less subjective than the previously considered analyses, subjectivity can still enter into judgments of safety via the notions of probability and value. In the final section of this article, it is argued that the difference between safety and risk acceptability is important because it corresponds in significant ways to the difference between consequentialist and deontological moral viewpoints. (shrink)

It has been argued that an advantage of the safety account over the sensitivity account is that the safety account preserves epistemic closure, while the sensitivity account implies epistemic closure failure. However, the argument fails to take the method-relativity of the modal conditions on knowledge, viz., sensitivity and safety, into account. In this paper, I argue that the sensitivity account and the safety account are on a par with respect to epistemic closure once the method-relativity of (...) the modal conditions is taken into account. Therefore, epistemic closure is no longer an arbiter in the debate. (shrink)

Safety principles in epistemology are often hailed as providing us with an explanation of why we fail to have knowledge in Gettier cases and lottery examples, while at the same time allowing for the fact that we know the negations of sceptical hypotheses. In a recent paper, Sinhababu and Williams have produced an example—the Backward Clock—that is meant to spell trouble for safety accounts of knowledge. I argue that the Backward Clock case is, in fact, unproblematic for the (...) more sophisticated formulations of safety in the literature. However, I then proceed to construct two novel examples that turn out problematic for those formulations—one that provides us with a lottery-style case of safe ignorance and one that is a straightforward case of unsafe knowledge. If these examples succeed, then safety as it is usually conceived in the current debate cannot account for ignorance in all Gettier and lottery-style cases, and neither is it a necessary condition for knowledge. I conclude from these troublesome examples that modal epistemologists ought to embrace a much more simple and non-reductive version of safety, according to which the notion of similarity between possible worlds that determines in which worlds the subject must believe truly is an epistemic notion that cannot be defined or reduced to notions independent of knowledge. The resulting view is shown to also lead to desirable results with respect to lottery cases, certain quantum phenomena, and a puzzling case involving a cautious brain-in-a-vat. (shrink)