Cockpit resources management and the theory of the situation

NASA Technical Reports Server (NTRS)

Bolman, L.

1984-01-01

The cockpit resource management (CRM) and hypothetical cockpit situations are discussed. Four different conditions which influence pilot action are outlined: (1) wrong assumptions about a situation; (2) stress and workload; (3) frustration and delays to cause risk taking; and (4) ambigious incomplete or contradicting information. Human factors and behavior, and pilot communication and management in the simulator are outlined.

Cockpit management attitudes

NASA Technical Reports Server (NTRS)

Helmreich, R. L.

1984-01-01

Distinctions are drawn between personality traits and attitudes. The stability of the personality and the malleability of attitudes are stressed. These concepts are related to pilot performance, especially in the areas of crew coordination and cockpit resource management. Airline pilots were administered a Cockpit Management Attitudes questionnaire; empirical data from that survey are reported and implications of the data for training in crew coordination are discussed.

High temperature and performance in a flight task simulator.

DOT National Transportation Integrated Search

1972-05-01

The effects of high cockpit temperature on physiological responses and performance were determined on pilots in a general aviation simulator. The pilots (all instrument rated) 'flew' an instrument flight while exposed to each of three cockpit tempera...

Advanced helicopter cockpit and control configurations for helicopter combat missions

NASA Technical Reports Server (NTRS)

Haworth, Loran A.; Atencio, Adolph, Jr.; Bivens, Courtland; Shively, Robert; Delgado, Daniel

1987-01-01

Two piloted simulations were conducted by the U.S. Army Aeroflightdynamics Directorate to evaluate workload and helicopter-handling qualities requirements for single pilot operation in a combat Nap-of-the-Earth environment. The single-pilot advanced cockpit engineering simulation (SPACES) investigations were performed on the NASA Ames Vertical Motion Simulator, using the Advanced Digital Optical Control System control laws and an advanced concepts glass cockpit. The first simulation (SPACES I) compared single pilot to dual crewmember operation for the same flight tasks to determine differences between dual and single ratings, and to discover which control laws enabled adequate single-pilot helicopter operation. The SPACES II simulation concentrated on single-pilot operations and use of control laws thought to be viable candidates for single pilot operations workload. Measures detected significant differences between single-pilot task segments. Control system configurations were task dependent, demonstrating a need for inflight reconfigurable control system to match the optimal control system with the required task.

Workload management and geographic disorientation in aviation incidents: A review of the ASRS data base

NASA Technical Reports Server (NTRS)

Williams, Henry P.; Tham, Mingpo; Wickens, Christopher D.

1993-01-01

NASA's Aviation Safety Reporting System (ASRS) incident reports are reviewed in two related areas: pilots' failures to appropriately manage tasks, and breakdowns in geographic orientation. Examination of 51 relevant reports on task management breakdowns revealed that altitude busts and inappropriate runway usee were the most frequently reported consequences. Task management breakdowns appeared to occur at all levels of expertise, and prominent causal factors were related to breakdowns in crew communications, over-involvement with the flight management system and, for small (general aviation) aircraft, preoccupation with weather. Analysis of the 83 cases of geographic disorientation suggested that these too occurred at all levels of pilot experience. With regard to causal factors, a majority was related to poor cockpit resource management, in which inattention led to a loss of geographic awareness. Other leading causes were related to poor weather and poor decision making. The potential of the ASRS database for contributing to research and design issues is addressed.

State-of-the-art cockpit design for the HH-65A helicopters

NASA Technical Reports Server (NTRS)

Castleberry, D. E.; Mcelreath, M. Y.

1982-01-01

In the design of a HH-65A helicopter cockpit, advanced integrated electronics systems technology was employed to achieve several important goals for this multimission aircraft. They were: (1) integrated systems operation with consistent and simplified cockpit procedures; (2) mission-task-related cockpit displays and controls, and (3) reduced pilot instrument scan effort with excellent outside visibility. The integrated avionics system was implemented to depend heavily upon distributed but complementary processing, multiplex digital bus technology, and multifunction CRT controls and displays. This avionics system was completely flight tested and will soon enter operational service with the Coast Guard.

Effects of Type and Strength of Force Feedback on Movement Time in a Target Selection Task

NASA Technical Reports Server (NTRS)

Rorie, Robert Conrad; Vu, Kim-Phuong L.; Marayong, Panadda; Robles, Jose; Strybel, Thomas Z.; Battiste, Vernol

2013-01-01

Future cockpits will likely include new onboard technologies, such as cockpit displays of traffic information, to help support future flight deck roles and responsibilities. These new technologies may benefit from multimodal feedback to aid pilot information processing. The current study investigated the effects of multiple levels of force feedback on operator performance in an aviation task. Participants were presented with two different types of force feedback (gravitational and spring force feedback) for a discrete targeting task, with multiple levels of gain examined for each force feedback type. Approach time and time in target were recorded. Results suggested that the two highest levels of gravitational force significantly reduced approach times relative to the lowest level of gravitational force. Spring force level only affected time in target. Implications of these findings for the design of future cockpit displays will be discussed.

The Integrated Mode Management Interface

NASA Technical Reports Server (NTRS)

Hutchins, Edwin

1996-01-01

Mode management is the processes of understanding the character and consequences of autoflight modes, planning and selecting the engagement, disengagement and transitions between modes, and anticipating automatic mode transitions made by the autoflight system itself. The state of the art is represented by the latest designs produced by each of the major airframe manufacturers, the Boeing 747-400, the Boeing 777, the McDonnell Douglas MD-11, and the Airbus A320/A340 family of airplanes. In these airplanes autoflight modes are selected by manipulating switches on the control panel. The state of the autoflight system is displayed on the flight mode annunciators. The integrated mode management interface (IMMI) is a graphical interface to autoflight mode management systems for aircraft equipped with flight management computer systems (FMCS). The interface consists of a vertical mode manager and a lateral mode manager. Autoflight modes are depicted by icons on a graphical display. Mode selection is accomplished by touching (or mousing) the appropriate icon. The IMMI provides flight crews with an integrated interface to autoflight systems for aircraft equipped with flight management computer systems (FMCS). The current version is modeled on the Boeing glass-cockpit airplanes (747-400, 757/767). It runs on the SGI Indigo workstation. A working prototype of this graphics-based crew interface to the autoflight mode management tasks of glass cockpit airplanes has been installed in the Advanced Concepts Flight Simulator of the CSSRF of NASA Ames Research Center. This IMMI replaces the devices in FMCS equipped airplanes currently known as mode control panel (Boeing), flight guidance control panel (McDonnell Douglas), and flight control unit (Airbus). It also augments the functions of the flight mode annunciators. All glass cockpit airplanes are sufficiently similar that the IMMI could be tailored to the mode management system of any modern cockpit. The IMMI does not replace the functions of the FMCS control and display unit. The purpose of the INMI is to provide flight crews with a shared medium in which they can assess the state of the autoflight system, take control actions on it, reason about its behavior, and communicate with each other about its behavior. The design is intended to increase mode awareness and provide a better interface to autoflight mode management. This report describes the IMMI, the methods that were used in designing and developing it, and the theory underlying the design and development processes.

The retention of manual flying skills in the automated cockpit.

PubMed

Casner, Stephen M; Geven, Richard W; Recker, Matthias P; Schooler, Jonathan W

2014-12-01

The aim of this study was to understand how the prolonged use of cockpit automation is affecting pilots' manual flying skills. There is an ongoing concern about a potential deterioration of manual flying skills among pilots who assume a supervisory role while cockpit automation systems carry out tasks that were once performed by human pilots. We asked 16 airline pilots to fly routine and nonroutine flight scenarios in a Boeing 747-400 simulator while we systematically varied the level of automation that they used, graded their performance, and probed them about what they were thinking about as they flew. We found pilots' instrument scanning and manual control skills to be mostly intact, even when pilots reported that they were infrequently practiced. However, when pilots were asked to manually perform the cognitive tasks needed for manual flight (e.g., tracking the aircraft's position without the use of a map display, deciding which navigational steps come next, recognizing instrument system failures), we observed more frequent and significant problems. Furthermore, performance on these cognitive tasks was associated with measures of how often pilots engaged in task-unrelated thought when cockpit automation was used. We found that while pilots' instrument scanning and aircraft control skills are reasonably well retained when automation is used, the retention of cognitive skills needed for manual flying may depend on the degree to which pilots remain actively engaged in supervising the automation.

Cockpit resource management training

NASA Technical Reports Server (NTRS)

Yocum, M.; Foushee, C.

1984-01-01

Cockpit resource management which is a multifaceted concept is outlined. The system involves the effective coordination of many resources: aircraft systems, company, air traffic control, equipment, navigational aids, documents, and manuals. The main concept, however, is group interaction. Problems which arise from lack of coordination, decision making, and lack of communication are pointed out. Implementation by the regional airline industry of cockpit resource management, designed to deal with human interactions problems in the most cost effective manner, is discussed.

Advanced Technologies for Future Spacecraft Cockpits and Space-based Control Centers

NASA Technical Reports Server (NTRS)

Garcia-Galan, Carlos; Uckun, Serdar; Gregory, William; Williams, Kerry

2006-01-01

The National Aeronautics and Space Administration (NASA) is embarking on a new era of Space Exploration, aimed at sending crewed spacecraft beyond Low Earth Orbit (LEO), in medium and long duration missions to the Lunar surface, Mars and beyond. The challenges of such missions are significant and will require new technologies and paradigms in vehicle design and mission operations. Current roles and responsibilities of spacecraft systems, crew and the flight control team, for example, may not be sustainable when real-time support is not assured due to distance-induced communication lags, radio blackouts, equipment failures, or other unexpected factors. Therefore, technologies and applications that enable greater Systems and Mission Management capabilities on-board the space-based system will be necessary to reduce the dependency on real-time critical Earth-based support. The focus of this paper is in such technologies that will be required to bring advance Systems and Mission Management capabilities to space-based environments where the crew will be required to manage both the systems performance and mission execution without dependence on the ground. We refer to this concept as autonomy. Environments that require high levels of autonomy include the cockpits of future spacecraft such as the Mars Exploration Vehicle, and space-based control centers such as a Lunar Base Command and Control Center. Furthermore, this paper will evaluate the requirements, available technology, and roadmap to enable full operational implementation of onboard System Health Management, Mission Planning/re-planning, Autonomous Task/Command Execution, and Human Computer Interface applications. The technology topics covered by the paper include enabling technology to perform Intelligent Caution and Warning, where the systems provides directly actionable data for human understanding and response to failures, task automation applications that automate nominal and Off-nominal task execution based on human input or integrated health state-derived conditions. Shifting from Systems to Mission Management functions, we discuss the role of automated planning applications (tactical planning) on-board, which receive data from the other cockpit automation systems and evaluate the mission plan against the dynamic systems and mission states and events, to provide the crew with capabilities that enable them to understand, change, and manage the timeline of their mission. Lastly, we discuss the role of advanced human interface technologies that organize and provide the system md mission information to the crew in ways that maximize their situational awareness and ability to provide oversight and control of aLl the automated data and functions.

Cockpit Adaptive Automation and Pilot Performance

NASA Technical Reports Server (NTRS)

Parasuraman, Raja

2001-01-01

The introduction of high-level automated systems in the aircraft cockpit has provided several benefits, e.g., new capabilities, enhanced operational efficiency, and reduced crew workload. At the same time, conventional 'static' automation has sometimes degraded human operator monitoring performance, increased workload, and reduced situation awareness. Adaptive automation represents an alternative to static automation. In this approach, task allocation between human operators and computer systems is flexible and context-dependent rather than static. Adaptive automation, or adaptive task allocation, is thought to provide for regulation of operator workload and performance, while preserving the benefits of static automation. In previous research we have reported beneficial effects of adaptive automation on the performance of both pilots and non-pilots of flight-related tasks. For adaptive systems to be viable, however, such benefits need to be examined jointly in the context of a single set of tasks. The studies carried out under this project evaluated a systematic method for combining different forms of adaptive automation. A model for effective combination of different forms of adaptive automation, based on matching adaptation to operator workload was proposed and tested. The model was evaluated in studies using IFR-rated pilots flying a general-aviation simulator. Performance, subjective, and physiological (heart rate variability, eye scan-paths) measures of workload were recorded. The studies compared workload-based adaptation to to non-adaptive control conditions and found evidence for systematic benefits of adaptive automation. The research provides an empirical basis for evaluating the effectiveness of adaptive automation in the cockpit. The results contribute to the development of design principles and guidelines for the implementation of adaptive automation in the cockpit, particularly in general aviation, and in other human-machine systems. Project goals were met or exceeded. The results of the research extended knowledge of automation-related performance decrements in pilots and demonstrated the positive effects of adaptive task allocation. In addition, several practical implications for cockpit automation design were drawn from the research conducted. A total of 12 articles deriving from the project were published.

Information management

NASA Technical Reports Server (NTRS)

Ricks, Wendell; Corker, Kevin

1990-01-01

Primary Flight Display (PFD) information management and cockpit display of information management research is presented in viewgraph form. The information management problem in the cockpit, information management burdens, the key characteristics of an information manager, the interface management system handling the flow of information and the dialogs between the system and the pilot, and overall system architecture are covered.

Application of speech recognition and synthesis in the general aviation cockpit

NASA Technical Reports Server (NTRS)

North, R. A.; Mountford, S. J.; Bergeron, H.

1984-01-01

Interactive speech recognition/synthesis technology is assessed as a method for the aleviation of single-pilot IFR flight workloads. Attention was given during this series of evaluations to the conditions typical of general aviation twin-engine aircrft cockpits, covering several commonly encountered IFR flight condition scenarios. The most beneficial speech command tasks are noted to be in the data retrieval domain, which would allow the pilot access to uplinked data, checklists, and performance charts. Data entry tasks also appear to benefit from this technology.

Models for interrupted monitoring of a stochastic process

NASA Technical Reports Server (NTRS)

Palmer, E.

1977-01-01

As computers are added to the cockpit, the pilot's job is changing from of manually flying the aircraft, to one of supervising computers which are doing navigation, guidance and energy management calculations as well as automatically flying the aircraft. In this supervisorial role the pilot must divide his attention between monitoring the aircraft's performance and giving commands to the computer. Normative strategies are developed for tasks where the pilot must interrupt his monitoring of a stochastic process in order to attend to other duties. Results are given as to how characteristics of the stochastic process and the other tasks affect the optimal strategies.

Brain-wave measures of workload in advanced cockpits: The transition of technology from laboratory to cockpit simulator, phase 2

NASA Technical Reports Server (NTRS)

Horst, Richard L.; Mahaffey, David L.; Munson, Robert C.

1989-01-01

The present Phase 2 small business innovation research study was designed to address issues related to scalp-recorded event-related potential (ERP) indices of mental workload and to transition this technology from the laboratory to cockpit simulator environments for use as a systems engineering tool. The project involved five main tasks: (1) Two laboratory studies confirmed the generality of the ERP indices of workload obtained in the Phase 1 study and revealed two additional ERP components related to workload. (2) A task analysis' of flight scenarios and pilot tasks in the Advanced Concepts Flight Simulator (ACFS) defined cockpit events (i.e., displays, messages, alarms) that would be expected to elicit ERPs related to workload. (3) Software was developed to support ERP data analysis. An existing ARD-proprietary package of ERP data analysis routines was upgraded, new graphics routines were developed to enhance interactive data analysis, and routines were developed to compare alternative single-trial analysis techniques using simulated ERP data. (4) Working in conjunction with NASA Langley research scientists and simulator engineers, preparations were made for an ACFS validation study of ERP measures of workload. (5) A design specification was developed for a general purpose, computerized, workload assessment system that can function in simulators such as the ACFS.

Human-centered automation and AI - Ideas, insights, and issues from the Intelligent Cockpit Aids research effort

NASA Technical Reports Server (NTRS)

Abbott, Kathy H.; Schutte, Paul C.

1989-01-01

A development status evaluation is presented for the NASA-Langley Intelligent Cockpit Aids research program, which encompasses AI, human/machine interfaces, and conventional automation. Attention is being given to decision-aiding concepts for human-centered automation, with emphasis on inflight subsystem fault management, inflight mission replanning, and communications management. The cockpit envisioned is for advanced commercial transport aircraft.

Overview of error-tolerant cockpit research

NASA Technical Reports Server (NTRS)

Abbott, Kathy

1990-01-01

The objectives of research in intelligent cockpit aids and intelligent error-tolerant systems are stated. In intelligent cockpit aids research, the objective is to provide increased aid and support to the flight crew of civil transport aircraft through the use of artificial intelligence techniques combined with traditional automation. In intelligent error-tolerant systems, the objective is to develop and evaluate cockpit systems that provide flight crews with safe and effective ways and means to manage aircraft systems, plan and replan flights, and respond to contingencies. A subsystems fault management functional diagram is given. All information is in viewgraph form.

Procedures in complex systems: the airline cockpit.

PubMed

Degani, A; Wiener, E L

1997-05-01

In complex human-machine systems, successful operations depend on an elaborate set of procedures which are specified by the operational management of the organization. These procedures indicate to the human operator (in this case the pilot) the manner in which operational management intends to have various tasks done. The intent is to provide guidance to the pilots and to ensure a safe, logical, efficient, and predictable (standardized) means of carrying out the objectives of the job. However, procedures can become a hodge-podge. Inconsistent or illogical procedures may lead to noncompliance by operators. Based on a field study with three major airlines, the authors propose a model for procedure development called the "Four P's": philosophy, policies, procedures, and practices. Using this model as a framework, the authors discuss the intricate issue of designing flight-deck procedures, and propose a conceptual approach for designing any set of procedures. The various factors, both external and internal to the cockpit, that must be considered for procedure design are presented. In particular, the paper addresses the development of procedures for automated cockpits--a decade-long, and highly controversial issue in commercial aviation. Although this paper is based on airline operations, we assume that the principles discussed here are also applicable to other high-risk supervisory control systems, such as space flight, manufacturing process control, nuclear power production, and military operations.

PROCRU: A model for analyzing flight crew procedures in approach to landing

NASA Technical Reports Server (NTRS)

Baron, S.; Zacharias, G.; Muraidharan, R.; Lancraft, R.

1982-01-01

A model for the human performance of approach and landing tasks that would provide a means for systematic exploration of questions concerning the impact of procedural and equipment design and the allocation of resources in the cockpit on performance and safety in approach-to-landing is discussed. A system model is needed that accounts for the interactions of crew, procedures, vehicle, approach geometry, and environment. The issues of interest revolve principally around allocation of tasks in the cockpit and crew performance with respect to the cognitive aspects of the tasks. The model must, therefore, deal effectively with information processing and decision-making aspects of human performance.

Visual and motion cueing in helicopter simulation

NASA Technical Reports Server (NTRS)

Bray, R. S.

1985-01-01

Early experience in fixed-cockpit simulators, with limited field of view, demonstrated the basic difficulties of simulating helicopter flight at the level of subjective fidelity required for confident evaluation of vehicle characteristics. More recent programs, utilizing large-amplitude cockpit motion and a multiwindow visual-simulation system have received a much higher degree of pilot acceptance. However, none of these simulations has presented critical visual-flight tasks that have been accepted by the pilots as the full equivalent of flight. In this paper, the visual cues presented in the simulator are compared with those of flight in an attempt to identify deficiencies that contribute significantly to these assessments. For the low-amplitude maneuvering tasks normally associated with the hover mode, the unique motion capabilities of the Vertical Motion Simulator (VMS) at Ames Research Center permit nearly a full representation of vehicle motion. Especially appreciated in these tasks are the vertical-acceleration responses to collective control. For larger-amplitude maneuvering, motion fidelity must suffer diminution through direct attenuation through high-pass filtering washout of the computer cockpit accelerations or both. Experiments were conducted in an attempt to determine the effects of these distortions on pilot performance of height-control tasks.

Cockpit System Situational Awareness Modeling Tool

NASA Technical Reports Server (NTRS)

Keller, John; Lebiere, Christian; Shay, Rick; Latorella, Kara

2004-01-01

This project explored the possibility of predicting pilot situational awareness (SA) using human performance modeling techniques for the purpose of evaluating developing cockpit systems. The Improved Performance Research Integration Tool (IMPRINT) was combined with the Adaptive Control of Thought-Rational (ACT-R) cognitive modeling architecture to produce a tool that can model both the discrete tasks of pilots and the cognitive processes associated with SA. The techniques for using this tool to predict SA were demonstrated using the newly developed Aviation Weather Information (AWIN) system. By providing an SA prediction tool to cockpit system designers, cockpit concepts can be assessed early in the design process while providing a cost-effective complement to the traditional pilot-in-the-loop experiments and data collection techniques.

Synthesis of an integrated cockpit management system

NASA Technical Reports Server (NTRS)

Dasaro, J. A.; Elliott, C. T.

1982-01-01

The process used in the synthesis of an integrated cockpit management system was discussed. Areas covered included flight displays, subsystem management, checklists, and procedures (both normal and emergency). The process of evolving from the unintegrated conventional system to the integrated system is examined and a brief description of the results presented.

Cockpit data management

NASA Technical Reports Server (NTRS)

Groce, J. L.; Boucek, G. P.

1988-01-01

This study is a continuation of an FAA effort to alleviate the growing problems of assimilating and managing the flow of data and flight related information in the air transport flight deck. The nature and extent of known pilot interface problems arising from new NAS data management programs were determined by a comparative timeline analysis of crew tasking requirements. A baseline of crew tasking requirements was established for conventional and advanced flight decks operating in the current NAS environment and then compared to the requirements for operation in a future NAS environment emphasizing Mode-S data link and TCAS. Results showed that a CDU-based pilot interface for Mode-S data link substantially increased crew visual activity as compared to the baseline. It was concluded that alternative means of crew interface should be available during high visual workload phases of flight. Results for TCAS implementation showed substantial visual and motor tasking increases, and that there was little available time between crew tasks during a TCAS encounter. It was concluded that additional research should be undertaken to address issues of ATC coordination and the relative benefit of high workload TCAS features.

Automation design and crew coordination

NASA Technical Reports Server (NTRS)

Segal, Leon D.

1993-01-01

Advances in technology have greatly impacted the appearance of the modern aircraft cockpit. Where once one would see rows upon rows. The introduction of automation has greatly altered the demands on the pilots and the dynamics of aircrew task performance. While engineers and designers continue to implement the latest technological innovations in the cockpit - claiming higher reliability and decreased workload - a large percentage of aircraft accidents are still attributed to human error. Rather than being the main instigators of accidents, operators tend to be the inheritors of system defects created by poor design, incorrect installation, faulty maintenance and bad management decisions. This paper looks at some of the variables that need to be considered if we are to eliminate at least one of these inheritances - poor design. Specifically, this paper describes the first part of a comprehensive study aimed at identifying the effects of automation on crew coordination.

Operator Performance Evaluation of Fault Management Interfaces for Next-Generation Spacecraft

NASA Technical Reports Server (NTRS)

Hayashi, Miwa; Ravinder, Ujwala; Beutter, Brent; McCann, Robert S.; Spirkovska, Lilly; Renema, Fritz

2008-01-01

In the cockpit of the NASA's next generation of spacecraft, most of vehicle commanding will be carried out via electronic interfaces instead of hard cockpit switches. Checklists will be also displayed and completed on electronic procedure viewers rather than from paper. Transitioning to electronic cockpit interfaces opens up opportunities for more automated assistance, including automated root-cause diagnosis capability. The paper reports an empirical study evaluating two potential concepts for fault management interfaces incorporating two different levels of automation. The operator performance benefits produced by automation were assessed. Also, some design recommendations for spacecraft fault management interfaces are discussed.

Advanced Aircraft Interfaces: The Machine Side of the Man-Machine Interface (Les Interfaces sur les Avions de Pointe: L’Aspect Machine de l’Interface Homme-Machine)

DTIC Science & Technology

1992-10-01

Manager , Advanced Transport Operating Systems Program Office Langley Research Center Mail Stop 265 Hampton, VA 23665-5225 United States Programme Committee...J.H.Lind, and C.G.Burge Advanced Cockpit - Mission and Image Management 4 by J. Struck Aircrew Acceptance of Automation in the Cockpit 5 by M. Hicks and I...DESIGN CONCEPTS AND TOOLS A Systems Approach to the Advanced Aircraft Man-Machine Interface 23 by F. Armogida Management of Avionics Data in the Cockpit

Review of Flight Training Technology

DTIC Science & Technology

1976-07-01

the cockpit. They might be used to train pilots in procedures to cope with NOE-altitude emergencies; howeve-r, a combination of cinematic simulation...airplanes. Although cockpit motion adds realism , thereby i-nproving pilot performanc, in the simulater Fedderqon, Vil; Guercio and Wall, i7?. Ince...operations. Light aircraft, part-task trainers, motion pictures and video tares, cinematic simulators, and digital teaching machines are among the

The regulatory horizon

NASA Technical Reports Server (NTRS)

Cook, ED

1987-01-01

The author briefly discusses the FAA's position as it relates to cockpit resource management. For example, if Cockpit Resource Management (CRM) is a positive concept, why isn't everyone required to implement it? The regulatory practice of the FAA is discussed and questions and answers are presented.

Management training for cockpit crews at Piedmont flight

NASA Technical Reports Server (NTRS)

Sifford, J. C.

1984-01-01

A brief history of Piedmont Airlines' flight operations is presented. A captain-management seminar conducted regularly by Piedmont is discussed. Piedmont's approach to cockpit resource management (CRM) is reviewed, and the relationship of CRM training to other aspects of flight training is addressed. Future leadership research plans and CRM training is considered along with critical training issues.

Thoughts in flight: automation use and pilots' task-related and task-unrelated thought.

PubMed

Casner, Stephen M; Schooler, Jonathan W

2014-05-01

The objective was to examine the relationship between cockpit automation use and task-related and task-unrelated thought among airline pilots. Studies find that cockpit automation can sometimes relieve pilots of tedious control tasks and afford them more time to think ahead. Paradoxically, automation has also been shown to lead to lesser awareness. These results prompt the question of what pilots think about while using automation. A total of 18 airline pilots flew a Boeing 747-400 simulator while we recorded which of two levels of automation they used. As they worked, pilots were verbally probed about what they were thinking. Pilots were asked to categorize their thoughts as pertaining to (a) a specific task at hand, (b) higher-level flight-related thoughts (e.g.,planning ahead), or (c) thoughts unrelated to the flight. Pilots' performance was also measured. Pilots reported a smaller percentage of task-at-hand thoughts (27% vs. 50%) and a greater percentage of higher-level flight-related thoughts (56% vs. 29%) when using the higher level of automation. However, when all was going according to plan, using either level of automation, pilots also reported a higher percentage of task-unrelated thoughts (21%) than they did when in the midst of an unsuccessful performance (7%). Task-unrelated thoughts peaked at 25% when pilots were not interacting with the automation. Although cockpit automation may provide pilots with more time to think, it may encourage pilots to reinvest only some of this mental free time in thinking flight-related thoughts. This research informs the design of human-automation systems that more meaningfully engage the human operator.

Human factors of advanced technology (glass cockpit) transport aircraft

NASA Technical Reports Server (NTRS)

Wiener, Earl L.

1989-01-01

A three-year study of airline crews at two U.S. airlines who were flying an advanced technology aircraft, the Boeing 757 is discussed. The opinions and experiences of these pilots as they view the advanced, automated features of this aircraft, and contrast them with previous models they have flown are discussed. Training for advanced automation; (2) cockpit errors and error reduction; (3) management of cockpit workload; and (4) general attitudes toward cockpit automation are emphasized. The limitations of the air traffic control (ATC) system on the ability to utilize the advanced features of the new aircraft are discussed. In general the pilots are enthusiastic about flying an advanced technology aircraft, but they express mixed feelings about the impact of automation on workload, crew errors, and ability to manage the flight.

Effects of distractors and force feedback on an aimed movement task in a CDTI environment

NASA Astrophysics Data System (ADS)

Monk, Kevin J., II

New onboard technologies will be required for future cockpits to support the altered responsibilities of pilots under the NextGen program. Effective Cockpit Displays of Information (CD Tis) should provide more flexibility to pilots en route and reduce the probability of conflicts. However, precise input from pilots can be difficult due to the unstable environment in the cockpit. The present study used a non-traditional input device (Novint Falcon) to examine the effect of force feedback on operator performance during point-and-click movements in a CDTI environment when distractors are present. Twelve participants performed point-and-click tasks with varying amounts of force feedback, distractor locations, target sizes, distances, and movement directions. Overall movement times (OMTs) were recorded. Results demonstrated that force feedback did not reduce or match OMTs relative to the computer mouse. However, significant interactions with other target variables highlighted conditional differences between the force levels, as well as distractor effects.

Video concepts in CRM training

NASA Technical Reports Server (NTRS)

Yocum, M.

1984-01-01

Cockpit resource management (CRM) is discussed in the context of programs developed by Pennsylvania Airlines and Ransome Airlines. Video techniques in flight training are emphasized. Problems in cockpit interpersonal communication are addressed.

Dual-task performance consequences of imperfect alerting associated with a cockpit display of traffic information.

PubMed

Wickens, Christopher; Colcombe, Angela

2007-10-01

Performance consequences related to integrating an imperfect alert within a complex task domain were examined in two experiments. Cockpit displays of traffic information (CDTIs) are being designed for use in airplane cockpits as responsibility for safe separation becomes shared between pilots and controllers. Of interest in this work is how characteristics of the alarm system such as threshold, modality, and number of alert levels impact concurrent task (flight control) performance and response to potential conflicts. Student pilots performed a tracking task analogous to flight control while simultaneously monitoring for air traffic conflicts with the aid of a CDTI alert as the threshold, modality, and level of alert was varied. As the alerting system became more prone to false alerts, pilot compliance decreased and concurrent performance improved. There was some evidence of auditory preemption with auditory alerts as the false alarm rate increased. Finally, there was no benefit to a three-level system over a two-level system. There is justification for increased false alarm rates, as miss-prone systems appear to be costly. The 4:1 false alarm to miss ratio employed here improved accuracy and concurrent task performance. More research needs to address the potential benefits of likelihood alerting. The issues addressed in this research can be applied to any imperfect alerting system such as in aviation, driving, or air traffic control. It is crucial to understand the performance consequences of new technology and the efficacy of potential mitigating design features within the specific context desired.

F-22 cockpit avionics: a systems integration success story

NASA Astrophysics Data System (ADS)

Greeley, Kevin W.; Schwartz, Richard J.

2000-08-01

The F-22 'Raptor' is being developed and manufactured as multi-role fighter aircraft for the 'air dominance' mission. The F-22 team is led by Lockheed Martin, with Boeing and Pratt & Whitney as partners. The F-22 weapons system combines supersonic cruise, maneuverability, stealth, and an extensive suite of tightly integrated sensors to achieve a high level of lethality and invulnerability against current and projected threat systems such as fighter aircraft and surface to air missiles. Despite high automation of the complex systems installed in the F-22, the pilot is heavily tasked for air battle management. Response timelines are compressed due to supersonic cruise velocities. These factors challenge the Pilot Vehicle Interface (PVI) design. This paper discusses the team's response to these challenges, describing the physical cockpit layout, its controls and displays, and the hardware architecture, software tools, and development process used to mature the F-22 'Raptor' weapons system, including a review of Human Factors design considerations for F-22 displays.

The Development of Cockpit Display and Alerting Concepts for Interval Management (IM) in a Near-Term Environment

NASA Technical Reports Server (NTRS)

Baxley, Brian T.; Shay, Richard F.; Swieringa, Kurt A.

2014-01-01

The National Aeronautics and Space Administration (NASA) Langley Research Center (LaRC) Interval Management (IM) research team has conducted a wide spectrum of work in the recent past, ranging from development and testing of the concept, procedures, and algorithm. This document focuses on the research and evaluation of the IM pilot interfaces, cockpit displays, indications, and alerting concepts for conducting IM spacing operations. The research team incorporated knowledge of human factors research, industry standards for cockpit design, and cockpit design philosophies to develop innovative displays for conducting these spacing operations. The research team also conducted a series of human-in-the-loop (HITL) experiments with commercial pilots and air traffic controllers, in as realistic a high-density arrival operation environment as could be simulated, to evaluate the spacing guidance display features and interface requirements needed to conduct spacing operations.

Cockpit resource management skills enhance combat mission performance in a B-52 simulator

NASA Technical Reports Server (NTRS)

Povenmire, H. Kingsley; Rockway, Marty R.; Bunecke, Joseph L.; Patton, Mark W.

1989-01-01

A cockpit resource management (CRM) program for mission-ready B-52 aircrew is developed. The relationship between CRM performance and combat mission performance is studied. The performances of six crew members flying a simulated high workload mission in a B-52 weapon system trainer are evaluated. The data reveal that CRM performance enhances tactical maneuvers and bombing accuracy.

Human computer interactions in next-generation of aircraft smart navigation management systems: task analysis and architecture under an agent-oriented methodological approach.

PubMed

Canino-Rodríguez, José M; García-Herrero, Jesús; Besada-Portas, Juan; Ravelo-García, Antonio G; Travieso-González, Carlos; Alonso-Hernández, Jesús B

2015-03-04

The limited efficiency of current air traffic systems will require a next-generation of Smart Air Traffic System (SATS) that relies on current technological advances. This challenge means a transition toward a new navigation and air-traffic procedures paradigm, where pilots and air traffic controllers perform and coordinate their activities according to new roles and technological supports. The design of new Human-Computer Interactions (HCI) for performing these activities is a key element of SATS. However efforts for developing such tools need to be inspired on a parallel characterization of hypothetical air traffic scenarios compatible with current ones. This paper is focused on airborne HCI into SATS where cockpit inputs came from aircraft navigation systems, surrounding traffic situation, controllers' indications, etc. So the HCI is intended to enhance situation awareness and decision-making through pilot cockpit. This work approach considers SATS as a system distributed on a large-scale with uncertainty in a dynamic environment. Therefore, a multi-agent systems based approach is well suited for modeling such an environment. We demonstrate that current methodologies for designing multi-agent systems are a useful tool to characterize HCI. We specifically illustrate how the selected methodological approach provides enough guidelines to obtain a cockpit HCI design that complies with future SATS specifications.

Human Computer Interactions in Next-Generation of Aircraft Smart Navigation Management Systems: Task Analysis and Architecture under an Agent-Oriented Methodological Approach

PubMed Central

Canino-Rodríguez, José M.; García-Herrero, Jesús; Besada-Portas, Juan; Ravelo-García, Antonio G.; Travieso-González, Carlos; Alonso-Hernández, Jesús B.

2015-01-01

The limited efficiency of current air traffic systems will require a next-generation of Smart Air Traffic System (SATS) that relies on current technological advances. This challenge means a transition toward a new navigation and air-traffic procedures paradigm, where pilots and air traffic controllers perform and coordinate their activities according to new roles and technological supports. The design of new Human-Computer Interactions (HCI) for performing these activities is a key element of SATS. However efforts for developing such tools need to be inspired on a parallel characterization of hypothetical air traffic scenarios compatible with current ones. This paper is focused on airborne HCI into SATS where cockpit inputs came from aircraft navigation systems, surrounding traffic situation, controllers’ indications, etc. So the HCI is intended to enhance situation awareness and decision-making through pilot cockpit. This work approach considers SATS as a system distributed on a large-scale with uncertainty in a dynamic environment. Therefore, a multi-agent systems based approach is well suited for modeling such an environment. We demonstrate that current methodologies for designing multi-agent systems are a useful tool to characterize HCI. We specifically illustrate how the selected methodological approach provides enough guidelines to obtain a cockpit HCI design that complies with future SATS specifications. PMID:25746092

Evaluating the effectiveness of cockpit resource management training

NASA Technical Reports Server (NTRS)

Helmreich, Robert L.

1989-01-01

The concept of providing flight crews with intensive training in crew coordination and interpersonal skills (cockpit resource management training - CRM) is outlined with emphasis on full mission simulator training (line-oriented flight training - LOFT). Findings from several airlines that have instituted CRM and LOFT are summarized. Four types of criteria used for evaluating CRM programs: observer ratings of crew behavior, measures of attitudes regarding cockpit management, self-reports by participants on the value of the training, and case studies of CRM-related incidents and accidents are covered. Attention is focused on ratings of the performance of crews during line flights and during simulator sessions conducted as a part of LOFT. A boomerang effect - the emergence of a subgroup that has changed the attitudes in the opposite direction from that desired is emphasized.

Cockpit resource management training at People Express

NASA Technical Reports Server (NTRS)

Bruce, Keith D.; Jensen, Doug

1987-01-01

In January 1986 in a continuing effort to maintain and improve flight safety and solve some Cockpit Resource Management (CRM) problems, People Express implemented a new CRM training program. It is a continuously running program, scheduled over the next three years and includes state-of-the-art full-mission simulation (LOFT), semi-annual seminar workshops and a comprehensive academic program authored by Robert W. Mudge of Cockpit Management Resources Inc. That program is outlined and to maximize its contribution to the workshop's goals, is organized into four topic areas: (1) Program content: the essential elements of resource management training; (2) Training methods: the strengths and weaknesses of current approaches; (3) Implementation: the implementation of CRM training; and (4) Effectiveness: the effectiveness of training. It is confined as much as possible to concise descriptions of the program's basic components. Brief discussions of rationale are included, however no attempt is made to discuss or review popular CRM tenets or the supporting research.

Training and cockpit design to promote expert performance

NASA Technical Reports Server (NTRS)

Chappell, Sheryl L.

1991-01-01

The behavior of expert pilots in familiar situations is explored and the implications for better training programs and cockpit designs are stated. Experts in familiar operational situations performing highly practiced tasks are said to recognize and respond to complex situations using pattern recognition or intuition. For some tasks this class of behaviors is desirable; performance can be improved by reducing cognitive load and increasing speed and accuracy. Part-task training, training for monitoring and techniques for the transfer of knowledge can facilitate the development of these skills. Methods for promoting pattern recognition through pilot-aircraft interface design include the use of spatial presentations of information and providing triggering events. In some instances, the familiar, well-practiced behavior is not appropriate and it is desirable to prevent the response. When prevention is necessary, barriers can be constructed in the interface to remind the pilot of the inappropriateness of the response.

Systems engineering implementation in the preliminary design phase of the Giant Magellan Telescope

NASA Astrophysics Data System (ADS)

Maiten, J.; Johns, M.; Trancho, G.; Sawyer, D.; Mady, P.

2012-09-01

Like many telescope projects today, the 24.5-meter Giant Magellan Telescope (GMT) is truly a complex system. The primary and secondary mirrors of the GMT are segmented and actuated to support two operating modes: natural seeing and adaptive optics. GMT is a general-purpose telescope supporting multiple science instruments operated in those modes. GMT is a large, diverse collaboration and development includes geographically distributed teams. The need to implement good systems engineering processes for managing the development of systems like GMT becomes imperative. The management of the requirements flow down from the science requirements to the component level requirements is an inherently difficult task in itself. The interfaces must also be negotiated so that the interactions between subsystems and assemblies are well defined and controlled. This paper will provide an overview of the systems engineering processes and tools implemented for the GMT project during the preliminary design phase. This will include requirements management, documentation and configuration control, interface development and technical risk management. Because of the complexity of the GMT system and the distributed team, using web-accessible tools for collaboration is vital. To accomplish this GMTO has selected three tools: Cognition Cockpit, Xerox Docushare, and Solidworks Enterprise Product Data Management (EPDM). Key to this is the use of Cockpit for managing and documenting the product tree, architecture, error budget, requirements, interfaces, and risks. Additionally, drawing management is accomplished using an EPDM vault. Docushare, a documentation and configuration management tool is used to manage workflow of documents and drawings for the GMT project. These tools electronically facilitate collaboration in real time, enabling the GMT team to track, trace and report on key project metrics and design parameters.

Effects of checklist interface on non-verbal crew communications

NASA Technical Reports Server (NTRS)

Segal, Leon D.

1994-01-01

The investigation looked at the effects of the spatial layout and functionality of cockpit displays and controls on crew communication. Specifically, the study focused on the intra-cockpit crew interaction, and subsequent task performance, of airline pilots flying different configurations of a new electronic checklist, designed and tested in a high-fidelity simulator at NASA Ames Research Center. The first part of this proposal establishes the theoretical background for the assumptions underlying the research, suggesting that in the context of the interaction between a multi-operator crew and a machine, the design and configuration of the interface will affect interactions between individual operators and the machine, and subsequently, the interaction between operators. In view of the latest trends in cockpit interface design and flight-deck technology, in particular, the centralization of displays and controls, the introduction identifies certain problems associated with these modern designs and suggests specific design issues to which the expected results could be applied. A detailed research program and methodology is outlined and the results are described and discussed. Overall, differences in cockpit design were shown to impact the activity within the cockpit, including interactions between pilots and aircraft and the cooperative interactions between pilots.

Pilot interaction with cockpit automation - Operational experiences with the Flight Management System

NASA Technical Reports Server (NTRS)

Sarter, Nadine B.; Woods, David D.

1992-01-01

Results are presented of two studies on the potential effect of cockpit automation on the pilot's performance, which provide data on pilots' difficulties with understanding and operating one of the core systems of cockpit automation, the Flight Management System (FMS). The results of both studies indicate that, although pilots do become proficient in standard FMS operations through ground training and subsequent flight experience, they still have difficulties tracking the FMS status and behavior in certain flight contexts and show gaps in the understanding of the functional structure of the system. The results suggest that design-related factors such as opaque interfaces contribute to these difficulties, which can affect the pilot's situation awareness.

Cockpit management and Specific Behavioral Objectives (SBOs)

NASA Technical Reports Server (NTRS)

Mudge, R. W.

1987-01-01

One of the primary tools used to accomplish the task of effective training is the specific behavioral objective (SBO). An SBO is simply a statement which specifically identifies a small segment of the final behavior sought, and a little more. The key word is specific. The company pinpoints exactly what it is it wants the pilot to do after completing training, and what it should evaluate from the point of view of both the program and the pilot. It tells the junior crewmember exactly, specifically, what he should monitor and support insofar as the management function is concerned. It gives greater meaning to the term second in command. And finally, it tells the supervisory pilot exactly what he should observe, evaluate, and instruct, insofar as the management function is concerned.

Aircrew-aircraft integration: A summary of US Army research programs and plans

NASA Technical Reports Server (NTRS)

Key, D. L.; Aiken, E. W.

1984-01-01

A review of selected programs which illustrate the research efforts of the U.S. Army Aeromechanics Laboratory in the area of aircrew-aircraft integration is presented. Plans for research programs to support the development of future military rotorcraft are also described. The crew of a combat helicopter must, in general, perform two major functions during the conduct of a particular mission: flightpath control and mission management. Accordingly, the research programs described are being conducted in the same two major categories: (1) flightpath control, which encompasses the areas of handling qualities, stability and control, and displays for the pilot's control of the rotorcraft's flightpath, and (2) mission management, which includes human factors and cockpit integration research topics related to performance of navigation, communication, and aircraft systems management tasks.

Voice interactive electronic warning systems (VIEWS) - An applied approach to voice technology in the helicopter cockpit

NASA Technical Reports Server (NTRS)

Voorhees, J. W.; Bucher, N. M.

1983-01-01

The cockpit has been one of the most rapidly changing areas of new aircraft design over the past thirty years. In connection with these developments, a pilot can now be considered a decision maker/system manager as well as a vehicle controller. There is, however, a trend towards an information overload in the cockpit, and information processing problems begin to occur for the rotorcraft pilot. One approach to overcome the arising difficulties is based on the utilization of voice technology to improve the information transfer rate in the cockpit with respect to both input and output. Attention is given to the background of speech technology, the application of speech technology within the cockpit, voice interactive electronic warning system (VIEWS) simulation, and methodology. Information subsystems are considered along with a dynamic simulation study, and data collection.

When training boomerangs - Negative outcomes associated with Cockpit Resource Management programs

NASA Technical Reports Server (NTRS)

Helmreich, Robert L.; Wilhelm, John A.

1989-01-01

Participants' self-reports and measures of attitudes regarding flightdeck management indicate that Cockpit Resource Management training is positively received and causes highly significant changes in attitudes regarding crew coordination and personal capabilities. However, a subset of participants react negatively to the training and show boomerangs (negative change) in attitudes. Explorations into the causes of this effect pinpoint personality factors and group dynamics as critical determinants of reactions to training and the magnitude and direction of attitude change.

The structure of cockpit management attitudes

NASA Technical Reports Server (NTRS)

Gregorich, S. E.; Helmreich, R. L.; Wilhelm, J. A.

1990-01-01

A revised version of the Cockpit Management Attitudes Questionnaire (CMAQ) is introduced. Factor analyses of responses from 3 different samples reveal comparable factor structure (previous attempts to factor analyze this measure had produced equivocal results). Implications for the measurement of attitudes and the assessment of attitude change are discussed. It is argued that the CMAQ will benefit both special training programs and efforts to explore attitude-performance linkages in air-transport operations.

AMLCD cockpit: promise and payoffs

NASA Astrophysics Data System (ADS)

Snow, Michael P.; Jackson, Timothy W.; Meyer, Frederick M.; Reising, John M.; Hopper, Darrel G.

1999-08-01

The active matrix liquid crystal display (AMLCD) has become the preferred flight instrument technology in avionics multifunction display applications. Current bubble canopy fighter cockpit applications involve sizes up to 7.8 X 7.8 in. active display. Dual use avionics versions of AMLCD technology are now as large as 6.7 X 6.7 in. active display area in the ARINC D sized color multifunction display (MFD). This is the standard instrument in all new Boeing transport aircraft and is being retrofitted into the C-17A. A special design of the ARINC D instrument is used in the Space Shuttle cockpit upgrade. Larger sizes of AMLCD were desired when decisions were made in the early 1990s for the F-22. Commercial AMLCD technology has now produced monitors at 1280 X 1024 resolution (1.3 megapixels) in sizes of 16 to 21 in. diagonal. Each of these larger AMLCDs has more information carrying capacity than the entire F-22A cockpit instrument panel shipset, comprising six separate smaller AMLCDs (1.2 megapixels total). The larger AMLCDs are being integrated into airborne mission crewstations for use in dim ambient lighting conditions. It is now time to identify and address the technology challenges of upgrading these larger AMLCDs for sunlight readable application and of developing concepts for their integration into advanced bubble canopy fighter cockpits. The overall goals are to significantly increase the informational carrying capacity to bring both sensor and information fusion into the cockpit and, thereby, to enable a significant increase in warfighter situational awareness and effectiveness. A research cockpit was built using specialized versions of the IBM 16.1 in and two smaller 10 in. AMLCDs to examine human factors and display design issues associated with these next-generation AMLCD cockpit displays. This cockpit was later upgraded to allow greater reconfigurability and flexibility in the display hardware used to conduct part- task mission simulations. The objective optical characterization of the AMLCDs used in this simulator and the cockpit design are described. Display formats under consideration for test in this cockpit are described together with some of the basic human factors engineering issues involved. Studies conducted in this cockpit will be part of an ongoing joint effort of the hardware-focused aerospace displays team and the pilot-focused human factors team in the Air Force Research Laboratory's Crew System Interface Division. The objective of these studies is to ascertain the payoffs of the large AMLCD promise in combat cockpits.

Whither CRM? Future directions in Crew Resource Management training in the cockpit and elsewhere

NASA Technical Reports Server (NTRS)

Helmreich, Robert L.

1993-01-01

The past decade has shown worldwide adoption of human factors training in civil aviation, now known as Crew Resource Management (CRM). The shift in name from cockpit to crew reflects a growing trend to extend the training to other components of the aviation system including flight attendants, dispatchers, maintenance personnel, and Air Traffic Controllers. The paper reports findings and new directions in research into human factors.

Research project evaluates the effect of national culture on flight crew behaviour.

PubMed

Helmreich, R L; Merritt, A C; Sherman, P J

1996-10-01

The role of national culture in flight crew interactions and behavior is examined. Researchers surveyed Asian, European, and American flight crews to determine attitudes about crew coordination and cockpit management. Universal attitudes among pilots are identified. Culturally variable attitudes among pilots from 16 countries are compared. The role of culture in response to increasing cockpit automation is reviewed. Culture-based challenges to crew resource management programs and multicultural organizations are discussed.

Hardware-in-the-loop environment facility to address pilot-vehicle-interface issues of a fighter aircraft

NASA Astrophysics Data System (ADS)

Pandurangareddy, Meenige

2002-07-01

The evolution of Pilot-Vehicle-Interface (PVI) of a fighter aircraft is a complex task. The PVI design involves both static and dynamic issues. Static issues involve the study of reach of controls and switches, ejection path clearance, readability of indicators and display symbols, etc. Dynamic issues involve the study of the effect of aircraft motion on display symbols, pilot emergency handling, situation awareness, weapon aiming, etc. This paper describes a method of addressing the above issues by building a facility with cockpit, which is ergonomically similar to the fighter cockpit. The cockpit is also fitted with actual displays, controls and switches. The cockpit is interfaced with various simulation models of aircraft and outside-window-image generators. The architecture of the facility is designed to represent the latencies of the aircraft and facilitates replacement of simulation models with actual units. A parameter injection facility could be used to induce faults in a comprehensive manner. Pilots could use the facility right from familiarising themselves with procedures to start the engine, take-off, navigate, aim the weapons, handling of emergencies and landing. This approach is being followed and further being enhanced on Cockpit-Environment-Facility (CEF) at Aeronautical Development Agency (ADA), Bangalore, India.

Modern cockpit complexity challenges pilot interfaces.

PubMed

Dornheim, M A

1995-01-30

Advances in the use of automated cockpits are examined. Crashes at Nagoya and Toulouse in 1994 and incidents at Manchester, England, and Paris Orly are used as examples of cockpit automation versus manual operation of aircraft. Human factors researchers conclude that flight management systems (FMS) should have fewer modes and less authority. Reducing complexity and authority override systems of FMS can provide pilots with greater flexibility during crises. Aircraft discussed include Boeing 737-300 and 757-200, Airbus A300-600 and A310, McDonnell Douglas MD-11, and Tarom A310-300.

Operational testing of a figure of merit for overall task performance

NASA Technical Reports Server (NTRS)

Lemay, Moira

1990-01-01

An overall indicator or figure of merit (FOM), for the quality of pilot performance is needed to define optimal workload levels, predict system failure, measure the impact of new automation in the cockpit, and define the relative contributions of subtasks to overall task performance. A normative FOM was developed based on the calculation of a standard score for each component of a complex task. It reflected some effects, detailed in an earlier study, of the introduction of new data link technology into the cockpit. Since the technique showed promise, further testing was done. A new set of data was obtained using the recently developed Multi-Attribute Task Battery. This is a complex battery consisting of four tasks which can be varied in task demand, and on which performance measures can be obtained. This battery was presented to 12 subjects in a 20 minute trial at each of three levels of workload or task demand, and performance measures collected on all four tasks. The NASA-TLX workload rating scale was presented at minutes 6, 12, and 18, of each trial. A figure of merit was then obtained for each run of the battery by calculating a mean, SD, and standard score for each task. Each task contributed its own proportion to the overall FOM, and relative contributions changed with increasing workload. Thus, the FOM shows the effect of task changes, not only on the individual task that is changed, but also on the performance of other tasks and of the whole task. The cost to other tasks of maintaining constant performance on an individual task can be quantified.

Cognitive engineering in aerospace application: Pilot interaction with cockpit automation

NASA Technical Reports Server (NTRS)

Sarter, Nadine R.; Woods, David D.

1993-01-01

Because of recent incidents involving glass-cockpit aircraft, there is growing concern with cockpit automation and its potential effects on pilot performance. However, little is known about the nature and causes of problems that arise in pilot-automation interaction. The results of two studies that provide converging, complementary data on pilots' difficulties with understanding and operating one of the core systems of cockpit automation, the Flight Management System (FMS) is reported. A survey asking pilots to describe specific incidents with the FMS and observations of pilots undergoing transition training to a glass cockpit aircraft served as vehicles to gather a corpus on the nature and variety of FMS-related problems. The results of both studies indicate that pilots become proficient in standard FMS operations through ground training and subsequent line experience. But even with considerable line experience, they still have difficulties tracking FMS status and behavior in certain flight contexts, and they show gaps in their understanding of the functional structure of the system. The results suggest that design-related factors such as opaque interfaces contribute to these difficulties which can affect pilots' situation awareness. The results of this research are relevant for both the design of cockpit automation and the development of training curricula specifically tailored to the needs of glass cockpits.

Piloting considerations for terminal area operations of civil tiltwing and tiltrotor aircraft

NASA Technical Reports Server (NTRS)

Hindson, William S.; Hardy, Gordon H.; Tucker, George E.; Decker, William A.

1993-01-01

The existing body of research to investigate airworthiness, performance, handling, and operational requirements for STOL and V/STOL aircraft was reviewed for its applicability to the tiltrotor and tiltwing design concepts. The objective of this study was to help determine the needs for developing civil certification criteria for these aircraft concepts. Piloting tasks that were considered included configuration and thrust vector management, glidepath control, deceleration to hover, and engine failure procedures. Flight control and cockpit display systems that have been found necessary to exploit the low-speed operating characteristics of these aircraft are described, and beneficial future developments are proposed.

Cockpit Resource Management (CRM) for FAR Parts 91 and 135 operators

NASA Technical Reports Server (NTRS)

Schwartz, Douglas

1987-01-01

The why, what, and how of CRM at Flight Safety International (FSI)--that is, the philosophy behind the program, the content of the program, and some insight regarding how it delivers that to the pilot is presented. A few of the concepts that are part of the program are discussed. This includes a view of statistics called the Safety Window, the concept of situational awareness, and an approach to training that we called the Cockpit Management Concept (CMC).

Aeronautical Decision Making - Cockpit Resource Management

DTIC Science & Technology

1989-01-01

perspective, the development of CRM concepts as seen in the kickoff workshop held at the NASA Ames Research Center (Cooper, White, and Lauber, 1979...something to put in the place of worrying a pleasant thought. A though stoppage (Stop negative thought patterns by shouting words like ’stop’ or ’no’ in the...the Situation." In: G.E. Cooper, M.D. White, and J.K. Lauber (Eds) Resource management in the cockpit. Moffett Field, CA: NASA Ames Research Center

Investigating gender differences under conditions of fatigue in a simulated high G aerial combat environment.

PubMed

Chelette, T L

1997-06-01

Advances in technology have equipped high-performance combat aircraft with the capability of delivering higher and higher sustained acceleration or G-forces on the pilots flying them. While the physiological effects of increased g-forces on the human body continue to be investigated, studies examining the effects of acceleration on the cognitive abilities of high-performance aircraft pilots remain sparse. Additionally, as higher technology is making its way into the cockpit, so are female pilots. With even fewer studies investigating women's physiological and cognitive tolerances to the stressors in the high-performance cockpit and flight environment, Dr. Chelette's study aimed to investigate these issues. Examining pilot workload, flight task abilities, and the effects of sleeplessness on both male and female pilots, Dr. Chelette's results revealed findings that will make their way into the high-performance cockpit of the future.

Automation Bias: Decision Making and Performance in High-Tech Cockpits

NASA Technical Reports Server (NTRS)

Mosier, Kathleen L.; Skitka, Linda J.; Heers, Susan; Burdick, Mark; Rosekind, Mark R. (Technical Monitor)

1997-01-01

Automated aids and decision support tools are rapidly becoming indispensible tools in high-technology cockpits, and are assuming increasing control of "cognitive" flight tasks, such as calculating fuel-efficient routes, navigating, or detecting and diagnosing system malfunctions and abnormalities. This study was designed to investigate "automation bias," a recently documented factor in the use of automated aids and decision support systems. The term refers to omission and commission errors resulting from the use of automated cues as a heuristic replacement for vigilant information seeking and processing. Glass-cockpit pilots flew flight scenarios involving automation "events," or opportunities for automation-related omission and commission errors. Pilots who perceived themselves as "accountable" for their performance and strategies of interaction with the automation were more likely to double-check automated functioning against other cues, and less likely to commit errors. Pilots were also likely to erroneously "remember" the presence of expected cues when describing their decision-making processes.

Cockpit displayed traffic information and distributed management in air traffic control

NASA Technical Reports Server (NTRS)

Kreifeldt, J. G.

1980-01-01

A graphical display of information (such as surrounding aircraft and navigation routes) in the cockpit on a cathode ray tube has been proposed for improving the safety, orderliness, and expeditiousness of the air traffic control system. An investigation of this method at NASA-Ames indicated a large reduction in controller verbal work load without increasing pilot verbal load; the visual work may be increased. The cockpit displayed traffic and navigation information system reduced response delays permitting pilots to maintain their spacing more closely and precisely than when depending entirely on controller-issued radar vectors and speed command.

High Acceleration Cockpit Controller Locations. Volume 3. Onsite Pilot Evaluations

DTIC Science & Technology

1975-05-01

Ratings 31 9 Post Cockpit Questionnaire - Design Feature Ratings 32 VI A/A, A-A AAI A/C ACF ACM AFCS A/G CAP Chan CRT Coram DFC ...Negative Responses TASK RESPONSES NEGATIVE COMMENTS YES MAYBE NO MONITOR FBW STATUS 28 9 3 Obscured by throttles ACTIVATE FBW DFC , MVR, FUS AIM...4J 0 X O 4J O CO o Q UH U-l iH CJ i-H ^ i-1 TD CJ CO 4J CO 01 s c 0 O 4-1 o C 0 C X Si C 0) C -rl C cu C CO c

Cockpit Resource Management (CRM): A tool for improved flight safety (United Airlines CRM training)

NASA Technical Reports Server (NTRS)

Carroll, J. E.; Taggart, William R.

1987-01-01

The approach and methodology used in developing cockpit management skills is effective because of the following features: (1) A comparative method of learning is used enabling crewmembers to study different forms of teamwork. (2) The learning comes about as a result of crewmembers learning from one another instead of from an expert instructor. (3) Key elements of cockpit teamwork and effective management are studied so that crewmembers can determine how these elements can improve safety and problem solving. (4) Critique among the crewmembers themselves rather than from outsiders is used as a common focusing point for crews to provide feedback to one another on how each can be a more effective crewmember. (5) The training is continuous in the sense that it becomes part of recurrent, upgrade, and other forms of crewmember training and development. And (6) the training results in sound and genuine insights that come about through solid education as opposed to tutoring, coaching, or telling crewmembers how to behave more effectively.

Effects of redundancy in the comparison of speech and pictorial displays in the cockpit environment.

PubMed

Byblow, W D

1990-06-01

Synthesised speech and pictorial displays were compared in a spatially compatible simulated cockpit environment. Messages of high or low levels of redundancy were presented to subjects in both modality conditions. Subjects responded to warnings presented in a warning-only condition and in a dual-task condition, in which a simulated flight task was performed with visual and manual input/output modalities. Because the amount of information presented in most real-world applications and experimental paradigms is quantifiably large with respect to present guidelines for the use of synthesised speech warnings, the low-redundancy condition was hypothesised to allow for better performance. Results showed that subjects respond quicker to messages of low redundancy in both modalities. It is suggested that speech messages with low-redundancy levels were effective in minimising message length and ensuring that messages did not overload the short-term memory required to process and maintain speech in memory. Manipulation of phrase structure was used to optimise message redundancy and enhance the conceptual compatibility of the message without increasing message length or imposing a perceptual cost or memory overload. The results also suggest that system response times were quicker when synthesised speech warnings were used. This result is consistent with predictions from multiple resource theory which states that the resources required for the perception of verbal warnings are different from those for the flight task. It is also suggested that the perception of a pictorial display requires the same resources used for the perception of the primary flight task. An alternative explanation is that pictorial displays impose a visual scanning cost which is responsible for decreased performance. Based on the findings reported here, it is suggested that speech displays be incorporated in a spatially compatible cockpit environment because they allow equal or better performance when compared with pictorial displays. More importantly, the amount of time that the operator must direct his vision away from information vital to the flight task is decreased.

Flight investigation of cockpit-displayed traffic information utilizing coded symbology in an advanced operational environment

NASA Technical Reports Server (NTRS)

Abbott, T. S.; Moen, G. C.; Person, L. H., Jr.; Keyser, G. L., Jr.; Yenni, K. R.; Garren, J. F., Jr.

1980-01-01

Traffic symbology was encoded to provide additional information concerning the traffic, which was displayed on the pilot's electronic horizontal situation indicators (EHSI). A research airplane representing an advanced operational environment was used to assess the benefit of coded traffic symbology in a realistic work-load environment. Traffic scenarios, involving both conflict-free and conflict situations, were employed. Subjective pilot commentary was obtained through the use of a questionnaire and extensive pilot debriefings. These results grouped conveniently under two categories: display factors and task performance. A major item under the display factor category was the problem of display clutter. The primary contributors to clutter were the use of large map-scale factors, the use of traffic data blocks, and the presentation of more than a few airplanes. In terms of task performance, the cockpit-displayed traffic information was found to provide excellent overall situation awareness. Additionally, mile separation prescribed during these tests.

The effects of expressivity and flight task on cockpit communication and resource management

NASA Technical Reports Server (NTRS)

Jensen, R. S.

1986-01-01

The results of an investigation to develop a methodology for evaluating crew communication behavior on the flight deck and a flight simulator experiment to test the effects of crew member expressivity, as measured by the Personal Attributes Questionnarie, and flight task on crew communication and flight performance are discussed. A methodology for coding and assessing flight crew communication behavior as well as a model for predicting that behavior is advanced. Although not enough crews were found to provide valid statistical tests, the results of the study tend to indicate that crews in which the captain has high expressivity perform better than those whose captain is low in expressivity. There appears to be a strong interaction between captains and first officers along the level of command dimension of communication. The PAQ appears to identify those pilots who offer disagreements and inititate new subjects for discussion.

The impact of initial and recurrent cockpit resource management training on attitudes

NASA Technical Reports Server (NTRS)

Irwin, Cheryl M.

1991-01-01

It is noted that previous analyses of the boomerang effect (attitude change as a result of training in the direction opposite of that intended) in aviation training environments were limited in that each subscale of the cockpit management attitudes questionnaire (CMAQ) was examined independently. This study develops and utilizes a new algorithm for grouping subjects such that a global attitude change score is derived from the attitude change scores on each CMAQ subscale. By evaluating global attitude change in addition to the more specific attitude change on each subscale, it might be possible to better comprehend the effects of crew resource management training on pilot attitudes.

Simple force feedback for small virtual environments

NASA Astrophysics Data System (ADS)

Schiefele, Jens; Albert, Oliver; van Lier, Volker; Huschka, Carsten

1998-08-01

In today's civil flight training simulators only the cockpit and all its interaction devices exist as physical mockups. All other elements such as flight behavior, motion, sound, and the visual system are virtual. As an extension to this approach `Virtual Flight Simulation' tries to subsidize the cockpit mockup by a 3D computer generated image. The complete cockpit including the exterior view is displayed on a Head Mounted Display (HMD), a BOOM, or a Cave Animated Virtual Environment. In most applications a dataglove or virtual pointers are used as input devices. A basic problem of such a Virtual Cockpit simulation is missing force feedback. A pilot cannot touch and feel buttons, knobs, dials, etc. he tries to manipulate. As a result, it is very difficult to generate realistic inputs into VC systems. `Seating Bucks' are used in automotive industry to overcome the problem of missing force feedback. Only a seat, steering wheel, pedal, stick shift, and radio panel are physically available. All other geometry is virtual and therefore untouchable but visible in the output device. In extension to this concept a `Seating Buck' for commercial transport aircraft cockpits was developed. Pilot seat, side stick, pedals, thrust-levers, and flaps lever are physically available. All other panels are simulated by simple flat plastic panels. They are located at the same location as their real counterparts only lacking the real input devices. A pilot sees the entire photorealistic cockpit in a HMD as 3D geometry but can only touch the physical parts and plastic panels. In order to determine task performance with the developed Seating Buck, a test series was conducted. Users press buttons, adapt dials, and turn knobs. In a first test, a complete virtual environment was used. The second setting had a plastic panel replacing all input devices. Finally, as cross reference the participants had to repeat the test with a complete physical mockup of the input devices. All panels and physical devices can be easily relocated to simulate a different type of cockpit. Maximal 30 minutes are needed for a complete adaptation. So far, an Airbus A340 and a generic cockpit are supported.

An analysis of the application of AI to the development of intelligent aids for flight crew tasks

NASA Technical Reports Server (NTRS)

Baron, S.; Feehrer, C.

1985-01-01

This report presents the results of a study aimed at developing a basis for applying artificial intelligence to the flight deck environment of commercial transport aircraft. In particular, the study was comprised of four tasks: (1) analysis of flight crew tasks, (2) survey of the state-of-the-art of relevant artificial intelligence areas, (3) identification of human factors issues relevant to intelligent cockpit aids, and (4) identification of artificial intelligence areas requiring further research.

Cockpit Ocular Recording System (CORS)

NASA Technical Reports Server (NTRS)

Rothenheber, Edward; Stokes, James; Lagrossa, Charles; Arnold, William; Dick, A. O.

1990-01-01

The overall goal was the development of a Cockpit Ocular Recording System (CORS). Four tasks were used: (1) the development of the system; (2) the experimentation and improvement of the system; (3) demonstrations of the working system; and (4) system documentation. Overall, the prototype represents a workable and flexibly designed CORS system. For the most part, the hardware use for the prototype system is off-the-shelf. All of the following software was developed specifically: (1) setup software that the user specifies the cockpit configuration and identifies possible areas in which the pilot will look; (2) sensing software which integrates the 60 Hz data from the oculometer and heat orientation sensing unit; (3) processing software which applies a spatiotemporal filter to the lookpoint data to determine fixation/dwell positions; (4) data recording output routines; and (5) playback software which allows the user to retrieve and analyze the data. Several experiments were performed to verify the system accuracy and quantify system deficiencies. These tests resulted in recommendations for any future system that might be constructed.

E-2D Advanced Hawkeye Aircraft (E-2D AHE)

DTIC Science & Technology

2013-12-01

integrating a full glass cockpit and full Communication Navigation Surveillance/Air Traffic Management capability. The glass cockpit will also provide the...hours at a station distance of 200nm Flat Turn Service Ceiling =>25,000 feet above MSL at mission profile =>25,000 feet above MSL at...confidential- ity, non- repudiation, and issuance of an ATO by the DAA (5) Operationally effective information exchanges; and MC- performance and IA

An empirically derived figure of merit for the quality of overall task performance

NASA Technical Reports Server (NTRS)

Lemay, Moira

1989-01-01

The need to develop an operationally relevant figure of merit for the quality of performance of a complex system such as an aircraft cockpit stems from a hypothesized dissociation between measures of performance and those of workload. Performance can be measured in terms of time, errors, or a combination of these. In most tasks performed by expert operators, errors are relatively rare and often corrected in time to avoid consequences. Moreover, perfect performance is seldom necessary to accomplish a particular task. Moreover, how well an expert performs a complex task consisting of a series of discrete cognitive tasks superimposed on a continuous task, such as flying an aircraft, does not depend on how well each discrete task is performed, but on their smooth sequencing. This makes the amount of time spent on each subtask of paramount importance in measuring overall performance, since smooth sequencing requires a minimum amount of time spent on each task. Quality consists in getting tasks done within a crucial time interval while maintaining acceptable continuous task performance. Thus, a figure of merit for overall quality of performance should be primarily a measure of time to perform discrete subtasks combined with a measure of basic vehicle control. Thus, the proposed figure of merit requires doing a task analysis on a series of performance, or runs, of a particular task, listing each discrete task and its associated time, and calculating the mean and standard deviation of these times, along with the mean and standard deviation of tracking error for the whole task. A set of simulator data on 30 runs of a landing task was obtained and a figure of merit will be calculated for each run. The figure of merit will be compared for voice and data link, so that the impact of this technology on total crew performance (not just communication performance) can be assessed. The effect of data link communication on other cockpit tasks will also be considered.

The Effect of Symbology Location and Format on Attentional Deployment within a Cockpit Display of Traffic Information

NASA Technical Reports Server (NTRS)

Johnson, Walter W.; Liao, Min-Ju; Tse, Stephen

2003-01-01

The present experiment employed target detection tasks to investigate attentional deployment during visual search for target aircraft symbols on a cockpit display of traffic information (CDTI). Targets were defined by either a geometric property (aircraft on a collision course with Ownship) or a textual property (aircraft with associated altitude tags indicating an even altitude level). Effects of target location and target brightness (highlighting) were examined. Target location was systematically related to target detection time, and this interacted with the target's defining property (collision geometry or associated text). Highlighting (which was not linked to whether an aircraft symbol was the target) did not influence target detection time.

Field study of communication and workload in police helicopters - Implications for AI cockpit design

NASA Technical Reports Server (NTRS)

Linde, Charlotte; Shively, Robert J.

1988-01-01

This paper reports on the work performed by civilian helicopter crews, using audio and video recordings and a variety of workload measures (heart rate and subjective ratings) obtained in a field study of public service helicopter missions. The number and frequency of communications provided a significant source of workload. This is relevant to the design of automated cockpit systems, since many designs presuppose the use of voice I/O systems. Fluency of communications (including pauses, hesitation markers, repetitions, and false starts) furnished an early indication of the effects of fatigue. Three workload measures were correlated to identify high workload segments of flight, and to suggest alternate task allocations between crew members.

Open control/display system for a telerobotics work station

NASA Technical Reports Server (NTRS)

Keslowitz, Saul

1987-01-01

A working Advanced Space Cockpit was developed that integrated advanced control and display devices into a state-of-the-art multimicroprocessor hardware configuration, using window graphics and running under an object-oriented, multitasking real-time operating system environment. This Open Control/Display System supports the idea that the operator should be able to interactively monitor, select, control, and display information about many payloads aboard the Space Station using sets of I/O devices with a single, software-reconfigurable workstation. This is done while maintaining system consistency, yet the system is completely open to accept new additions and advances in hardware and software. The Advanced Space Cockpit, linked to Grumman's Hybrid Computing Facility and Large Amplitude Space Simulator (LASS), was used to test the Open Control/Display System via full-scale simulation of the following tasks: telerobotic truss assembly, RCS and thermal bus servicing, CMG changeout, RMS constrained motion and space constructible radiator assembly, HPA coordinated control, and OMV docking and tumbling satellite retrieval. The proposed man-machine interface standard discussed has evolved through many iterations of the tasks, and is based on feedback from NASA and Air Force personnel who performed those tasks in the LASS.

A pilot's subjective analysis of a Cockpit Display of Traffic Information (CDTI). [terminal configured vehicle

NASA Technical Reports Server (NTRS)

Keyser, G. L., Jr.

1981-01-01

Both the advent of electronic displays for cockpit applications and the availability of high-capacity data transmission systems, linking aicraft with ATC ground computers, offer the opportunity of expanding the pilots' role in the distributive management process. A critical element in this process is believed to be the presentation to the pilot of his traffic situation. A representative cockpit display of traffic information (CDTI) system is presented as viewed from the pilot in the cockpit, and the research results from flight tests presented. The use of advanced controls and displays allows for presentation to the pilot, large quantities of information that he has not had before. The real challenge in the design of an operational CDTI system will be the satisfaction of needs for information and the presentation of all necessary information, only in a useable format in order to avoid clutter. Even though a reasonably large display was utilized in these tests, display clutter was the primary problem from the standpoint of information assimilation.

Group-level issues in the design and training of cockpit crews

NASA Technical Reports Server (NTRS)

Hackman, J. Richard

1987-01-01

Cockpit crews always operate in an organizational context, and the transactions between the crew and representatives of that context (e.g., organizational managers, air traffic controllers) are consequential for any crew's performance. For a complete understanding of crew performance a look beyond the traditional focus on individual pilots is provided to see how team- and organization-level factors can enhance (or impede) the ability of even well-trained individuals to work together effectively. This way of thinking about cockpit crews (that is, viewing them as teams that operate in organizations) offers some potentially useful avenues for thinking about next steps in the development of CRM training programs. Those possibilities are explored, emphasizing how they can enrich (not replace) individually-focussed CRM training.

Virtual reality and medicine--from the cockpit to the operating room: are we there yet?

PubMed

Saied, Nahel

2005-01-01

Teaching medicine to medical students, physicians in training and nurses is a challenging task that has remained unchanged for decades. The airline industry has achieved a great deal of safety and quality in a technically challenging environment. Many believe that their outstanding achievement is due to team training and crew resource management using simulators and dedicated training programs. Many experts in the medical profession believe that adopting the same strategies in teaching medical students and trainees could achieve significant reductions in medical errors and improve the quality of patient care. This article explores the role of teaching medicine using virtual reality in a multitude of medical specialties and outlines the use of simulation training at Saint Louis University.

Perception and performance in flight simulators: The contribution of vestibular, visual, and auditory information

NASA Technical Reports Server (NTRS)

1979-01-01

The pilot's perception and performance in flight simulators is examined. The areas investigated include: vestibular stimulation, flight management and man cockpit information interfacing, and visual perception in flight simulation. The effects of higher levels of rotary acceleration on response time to constant acceleration, tracking performance, and thresholds for angular acceleration are examined. Areas of flight management examined are cockpit display of traffic information, work load, synthetic speech call outs during the landing phase of flight, perceptual factors in the use of a microwave landing system, automatic speech recognition, automation of aircraft operation, and total simulation of flight training.

E-2D Advanced Hawkeye Aircraft (E-2D AHE)

DTIC Science & Technology

2015-12-01

and Homeland Defense. As a part of the E-2D AHE radar modernization effort, the Navy also invested in integrating a full glass cockpit and full...Communication Navigation Surveillance/Air Traffic Management capability. The glass cockpit will also provide the capability for the pilot or co-pilot to...hours at a station distance of 200nm Flat Turn Service Ceiling =>25,000 feet above MSL at mission profile =>25,000 feet above MSL at mission

Automation bias: decision making and performance in high-tech cockpits.

PubMed

Mosier, K L; Skitka, L J; Heers, S; Burdick, M

1997-01-01

Automated aids and decision support tools are rapidly becoming indispensable tools in high-technology cockpits and are assuming increasing control of"cognitive" flight tasks, such as calculating fuel-efficient routes, navigating, or detecting and diagnosing system malfunctions and abnormalities. This study was designed to investigate automation bias, a recently documented factor in the use of automated aids and decision support systems. The term refers to omission and commission errors resulting from the use of automated cues as a heuristic replacement for vigilant information seeking and processing. Glass-cockpit pilots flew flight scenarios involving automation events or opportunities for automation-related omission and commission errors. Although experimentally manipulated accountability demands did not significantly impact performance, post hoc analyses revealed that those pilots who reported an internalized perception of "accountability" for their performance and strategies of interaction with the automation were significantly more likely to double-check automated functioning against other cues and less likely to commit errors than those who did not share this perception. Pilots were also lilkely to erroneously "remember" the presence of expected cues when describing their decision-making processes.

Improving patient safety using the sterile cockpit principle during medication administration: a collaborative, unit-based project.

PubMed

Fore, Amanda M; Sculli, Gary L; Albee, Doreen; Neily, Julia

2013-01-01

  To implement the sterile cockpit principle to decrease interruptions and distractions during high volume medication administration and reduce the number of medication errors.   While some studies have described the importance of reducing interruptions as a tactic to reduce medication errors, work is needed to assess the impact on patient outcomes.   Data regarding the type and frequency of distractions were collected during the first 11 weeks of implementation. Medication error rates were tracked 1 year before and after 1 year implementation.   Simple regression analysis showed a decrease in the mean number of distractions, (β = -0.193, P = 0.02) over time. The medication error rate decreased by 42.78% (P = 0.04) after implementation of the sterile cockpit principle.   The use of crew resource management techniques, including the sterile cockpit principle, applied to medication administration has a significant impact on patient safety.   Applying the sterile cockpit principle to inpatient medical units is a feasible approach to reduce the number of distractions during the administration of medication, thus, reducing the likelihood of medication error. 'Do Not Disturb' signs and vests are inexpensive, simple interventions that can be used as reminders to decrease distractions. © 2012 Blackwell Publishing Ltd.

Selecting cockpit functions for speech I/O technology

NASA Technical Reports Server (NTRS)

Simpson, C. A.

1985-01-01

A general methodology for the initial selection of functions for speech generation and speech recognition technology is discussed. The SCR (Stimulus/Central-Processing/Response) compatibility model of Wickens et al. (1983) is examined, and its application is demonstrated for a particular cockpit display problem. Some limits of the applicability of that model are illustrated in the context of predicting overall pilot-aircraft system performance. A program of system performance measurement is recommended for the evaluation of candidate systems. It is suggested that no one measure of system performance can necessarily be depended upon to the exclusion of others. Systems response time, system accuracy, and pilot ratings are all important measures. Finally, these measures must be collected in the context of the total flight task environment.

Helicopter human factors

NASA Technical Reports Server (NTRS)

Hart, Sandra G.

1988-01-01

The state-of-the-art helicopter and its pilot are examined using the tools of human-factors analysis. The significant role of human error in helicopter accidents is discussed; the history of human-factors research on helicopters is briefly traced; the typical flight tasks are described; and the noise, vibration, and temperature conditions typical of modern military helicopters are characterized. Also considered are helicopter controls, cockpit instruments and displays, and the impact of cockpit design on pilot workload. Particular attention is given to possible advanced-technology improvements, such as control stabilization and augmentation, FBW and fly-by-light systems, multifunction displays, night-vision goggles, pilot night-vision systems, night-vision displays with superimposed symbols, target acquisition and designation systems, and aural displays. Diagrams, drawings, and photographs are provided.

Integration of energy management concepts into the flight deck

NASA Technical Reports Server (NTRS)

Morello, S. A.

1981-01-01

The rapid rise of fuel costs has become a major concern of the commercial aviation industry, and it has become mandatory to seek means by which to conserve fuel. A research program was initiated in 1979 to investigate the integration of fuel-conservative energy/flight management computations and information into today's and tomorrow's flight deck. One completed effort within this program has been the development and flight testing of a fuel-efficient, time-based metering descent algorithm in a research cockpit environment. Research flights have demonstrated that time guidance and control in the cockpit was acceptable to both pilots and ATC controllers. Proper descent planning and energy management can save fuel for the individual aircraft as well as the fleet by helping to maintain a regularized flow into the terminal area.

Pilot Performance on New ATM Operations: Maintaining In-Trail Separation and Arrival Sequencing

NASA Technical Reports Server (NTRS)

Pritchett, Amy R.; Yankosky, L. J.; Johnson, Walter (Technical Monitor)

1999-01-01

Cockpit Display of Traffic Information (CDTI) may enable new Air Traffic Management (ATM) operations. However, CDTI is not the only source of traffic information in the cockpit; ATM procedures may provide information, implicitly and explicitly, about other aircraft. An experiment investigated pilot ability to perform two new ATM operations - maintaining in-trail separation from another aircraft and sequencing into an arrival stream. In the experiment, pilots were provided different amounts of information from displays and procedures. The results are described.

Rationale and description of a coordinated cockpit display for aircraft flight management

NASA Technical Reports Server (NTRS)

Baty, D. L.

1976-01-01

The design for aircraft cockpit display systems is discussed in detail. The system consists of a set of three beam penetration color cathode ray tubes (CRT). One of three orthogonal projects of the aircraft's state appears on each CRT which displays different views of the same information. The color feature is included to obtain visual separation of information elements. The colors of red, green and yellow are used to differentiate control, performance and navigation information. Displays are coordinated in information and color.

Digital Systems Validation Handbook. Volume 2. Chapter 19. Pilot - Vehicle Interface

DTIC Science & Technology

1993-11-01

checklists, and other status messages. Voice interactive systems are defi-ed as "the interface between a cooperative human and a machine, which involv -he...Pilot-Vehicle Interface 19-85 5.6.1 Crew Interaction and the Cockpit 19-85 5.6.2 Crew Resource Management and Safety 19-87 5.6.3 Pilot and Crew Training...systems was a "stand-alone" component performing its intended function. Systems and their cockpit interfaces were added as technological advances were

Pilot Designed Aircraft Displays in General Aviation: An Exploratory Study and Analysis

NASA Astrophysics Data System (ADS)

Conaway, Cody R.

From 2001-2011, the General Aviation (GA) fatal accident rate remained unchanged (Duquette & Dorr, 2014) with an overall stagnant accident rate between 2004 and 2013. The leading cause, loss of control in flight (NTSB, 2015b & 2015c) due to pilot inability to recognize approach to stall/spin conditions (NTSB, 2015b & 2016b). In 2013, there were 1,224 GA accidents in the U.S., accounting for 94% of all U.S. aviation accidents and 90% of all U.S. aviation fatalities that year (NTSB, 2015c). Aviation entails multiple challenges for pilots related to task management, procedural errors, perceptual distortions, and cognitive discrepancies. While machine errors in airplanes have continued to decrease over the years, human error still has not (NTSB, 2013). A preliminary analysis of a PC-based, Garmin G1000 flight deck was conducted with 3 professional pilots. Analyses revealed increased task load, opportunities for distraction, confusing perceptual ques, and hindered cognitive performance. Complex usage problems were deeply ingrained in the functionality of the system, forcing pilots to use fallible work arounds, add unnecessary steps, and memorize knob turns or button pushes. Modern computing now has the potential to free GA cockpit designs from knobs, soft keys, or limited display options. Dynamic digital displays might include changes in instrumentation or menu structuring depending on the phase of flight. Airspeed indicators could increase in size to become more salient during landing, simultaneously highlighting pitch angle on Attitude Indicators and automatically decluttering unnecessary information for landing. Likewise, Angle-of-Attack indicators demonstrate a great safety and performance advantage for pilots (Duquette & Dorr, 2014; NTSB, 2015b & 2016b), an instrument typically found in military platforms and now the Icon A5, light-sport aircraft (Icon, 2016). How does the design of pilots' environment---the cockpit---further influence their efficiency and effectiveness? To explore the possibilities for small aircraft displays, a participatory design investigation was conducted with 9 qualified instrument pilots. Aviators designed mock cockpits on a PC using pictorial cutouts of analog (e.g., mechanical dials) and digital (e.g., dynamic displays) controls. Data was analyzed qualitatively and compared to similar work. Finally, a template for GA displays was developed based on pilot input.

Applying emerging digital video interface standards to airborne avionics sensor and digital map integrations: benefits outweigh the initial costs

NASA Astrophysics Data System (ADS)

Kuehl, C. Stephen

1996-06-01

Video signal system performance can be compromised in a military aircraft cockpit management system (CMS) with the tailoring of vintage Electronics Industries Association (EIA) RS170 and RS343A video interface standards. Video analog interfaces degrade when induced system noise is present. Further signal degradation has been traditionally associated with signal data conversions between avionics sensor outputs and the cockpit display system. If the CMS engineering process is not carefully applied during the avionics video and computing architecture development, extensive and costly redesign will occur when visual sensor technology upgrades are incorporated. Close monitoring and technical involvement in video standards groups provides the knowledge-base necessary for avionic systems engineering organizations to architect adaptable and extendible cockpit management systems. With the Federal Communications Commission (FCC) in the process of adopting the Digital HDTV Grand Alliance System standard proposed by the Advanced Television Systems Committee (ATSC), the entertainment and telecommunications industries are adopting and supporting the emergence of new serial/parallel digital video interfaces and data compression standards that will drastically alter present NTSC-M video processing architectures. The re-engineering of the U.S. Broadcasting system must initially preserve the electronic equipment wiring networks within broadcast facilities to make the transition to HDTV affordable. International committee activities in technical forums like ITU-R (former CCIR), ANSI/SMPTE, IEEE, and ISO/IEC are establishing global consensus on video signal parameterizations that support a smooth transition from existing analog based broadcasting facilities to fully digital computerized systems. An opportunity exists for implementing these new video interface standards over existing video coax/triax cabling in military aircraft cockpit management systems. Reductions in signal conversion processing steps, major improvement in video noise reduction, and an added capability to pass audio/embedded digital data within the digital video signal stream are the significant performance increases associated with the incorporation of digital video interface standards. By analyzing the historical progression of military CMS developments, establishing a systems engineering process for CMS design, tracing the commercial evolution of video signal standardization, adopting commercial video signal terminology/definitions, and comparing/contrasting CMS architecture modifications using digital video interfaces; this paper provides a technical explanation on how a systems engineering process approach to video interface standardization can result in extendible and affordable cockpit management systems.

Multilevel semantic analysis and problem-solving in the flight domain

NASA Technical Reports Server (NTRS)

Chien, R. T.; Chen, D. C.; Ho, W. P. C.; Pan, Y. C.

1982-01-01

A computer based cockpit system which is capable of assisting the pilot in such important tasks as monitoring, diagnosis, and trend analysis was developed. The system is properly organized and is endowed with a knowledge base so that it enhances the pilot's control over the aircraft while simultaneously reducing his workload.

Early flight test experience with Cockpit Displayed Traffic Information (CDTI)

NASA Technical Reports Server (NTRS)

Abbott, T. S.; Moen, G. C.; Person, L. H., Jr.; Keyser, G. L., Jr.; Yenni, K. R.; Garren, J. F., Jr.

1980-01-01

Coded symbology, based on the results of early human factors studies, was displayed on the electronic horizontal situation indicator and flight tested on an advanced research aircraft in order to subject the coded traffic symbology to a realistic flight environment and to assess its value by means of a direct comparison with simple, uncoded traffic symbology. The tests consisted of 28 curved, decelerating approaches, flown by research-pilot flight crews. The traffic scenarios involved both conflict-free and blunder situations. Subjective pilot commentary was obtained through the use of a questionnaire and extensive pilot debriefing sessions. The results of these debriefing sessions group conveniently under either of two categories: display factors or task performance. A major item under the display factor category was the problem of display clutter. The primary contributors to clutter were the use of large map-scale factors, the use of traffic data blocks, and the presentation of more than a few aircraft. In terms of task performance, the cockpit displayed traffic information was found to provide excellent overall situation awareness.

Function Allocation between Automation and Human Pilot for Airborne Separation Assurance

NASA Technical Reports Server (NTRS)

Idris, Husni; Enea, Gabriele; Lewis, TImothy A.

2016-01-01

Maintaining safe separation between aircraft is a key determinant of the airspace capacity to handle air transportation. With the advent of satellite-based surveillance, aircraft equipped with the needed technologies are now capable of maintaining awareness of their location in the airspace and sharing it with their surrounding traffic. As a result, concepts and cockpit automation are emerging to enable delegating the responsibility of maintaining safe separation from traffic to the pilot; thus increasing the airspace capacity by alleviating the limitation of the current non-scalable centralized ground-based system. In this paper, an analysis of allocating separation assurance functions to the human pilot and cockpit automation is presented to support the design of these concepts and technologies. A task analysis was conducted with the help of Petri nets to identify the main separation assurance functions and their interactions. Each function was characterized by three behavior levels that may be needed to perform the task: skill, rule and knowledge based levels. Then recommendations are made for allocating each function to an automation scale based on their behavior level characterization and with the help of Subject matter experts.

Pilots' Visual Scan Patterns and Attention Distribution During the Pursuit of a Dynamic Target.

PubMed

Yu, Chung-San; Wang, Eric Min-Yang; Li, Wen-Chin; Braithwaite, Graham; Greaves, Matthew

2016-01-01

The current research was to investigate pilots' visual scan patterns in order to assess attention distribution during air-to-air maneuvers. A total of 30 qualified mission-ready fighter pilots participated in this research. Eye movement data were collected by a portable head-mounted eye-tracking device, combined with a jet fighter simulator. To complete the task, pilots had to search for, pursue, and lock on a moving target while performing air-to-air tasks. There were significant differences in pilots' saccade duration (ms) in three operating phases, including searching (M = 241, SD = 332), pursuing (M = 311, SD = 392), and lock-on (M = 191, SD = 226). Also, there were significant differences in pilots' pupil sizes (pixel(2)), of which the lock-on phase was the largest (M = 27,237, SD = 6457), followed by pursuit (M = 26,232, SD = 6070), then searching (M = 25,858, SD = 6137). Furthermore, there were significant differences between expert and novice pilots in the percentage of fixation on the head-up display (HUD), time spent looking outside the cockpit, and the performance of situational awareness (SA). Experienced pilots have better SA performance and paid more attention to the HUD, but focused less outside the cockpit when compared with novice pilots. Furthermore, pilots with better SA performance exhibited a smaller pupil size during the operational phase of lock on while pursuing a dynamic target. Understanding pilots' visual scan patterns and attention distribution are beneficial to the design of interface displays in the cockpit and in developing human factors training syllabi to improve the safety of flight operations.

Joint Cockpit Office: history and role in defense-wide issues regarding avionics displays

NASA Astrophysics Data System (ADS)

O'Connor, John C.; Kraemer, William A.

2000-08-01

The charter of the Joint Cockpit Office (JCO) is to plan, coordinate and accelerate the transition of advanced development cockpit/crew station technologies critical to crew effectiveness in current and future air vehicles. The JCO helps assure a single, coordinated, and highly integrated cockpit/crew station Science and Technology (S&T) program within and between the Air Force, the Army, and the Navy. It serves as the primary interface and focal point for issues involving these technologies for organizations within and external to the Services. The Services are at the advent of fielding new technologies such as helmet-mounted displays as a primary flight reference. They will most certainly evaluate the use of windowless cockpits to counter the laser threat and allow for less constraining aerodynamic conditions in future vehicle design. The transition to multi-spectral displays in future military and commercial aircraft is imminent. The JCO is well positioned to assess and focus the research needed to safely exploit these new technologies and meet customer requirements. Presently, the JCO is undertaking three initiatives: creation of a joint-service, Cooperative Research and Development Agreement (CRDA) with Lockheed Martin to study the thresholds of virtual helmet-mounted display attributes and effects on pilot performance; management of the Spatial Disorientation Countermeasures program, and facilitation of the actions determined by the DoD Executive Agent for Flat Panel Displays.

Situational awareness in the commercial aircraft cockpit - A cognitive perspective

NASA Technical Reports Server (NTRS)

Adams, Marilyn J.; Pew, Richard W.

1990-01-01

A cognitive theory is presented that has relevance for the definition and assessment of situational awareness in the cockpit. The theory asserts that maintenance of situation awareness is a constructive process that demands mental resources in competition with ongoing task performance. Implications of this perspective for assessing and improving situational awareness are discussed. It is concluded that the goal of inserting advanced technology into any system is that it results in an increase in the effectiveness, timeliness, and safety with which the system's activities can be accomplished. The inherent difficulties of the multitask situation are very often compounded by the introduction of automation. To maximize situational awareness, the dynamics and capabilities of such technologies must be designed with thorough respect for the dynamics and capabilities of human information-processing.

Intervention strategies for the management of human error

NASA Technical Reports Server (NTRS)

Wiener, Earl L.

1993-01-01

This report examines the management of human error in the cockpit. The principles probably apply as well to other applications in the aviation realm (e.g. air traffic control, dispatch, weather, etc.) as well as other high-risk systems outside of aviation (e.g. shipping, high-technology medical procedures, military operations, nuclear power production). Management of human error is distinguished from error prevention. It is a more encompassing term, which includes not only the prevention of error, but also a means of disallowing an error, once made, from adversely affecting system output. Such techniques include: traditional human factors engineering, improvement of feedback and feedforward of information from system to crew, 'error-evident' displays which make erroneous input more obvious to the crew, trapping of errors within a system, goal-sharing between humans and machines (also called 'intent-driven' systems), paperwork management, and behaviorally based approaches, including procedures, standardization, checklist design, training, cockpit resource management, etc. Fifteen guidelines for the design and implementation of intervention strategies are included.

Attention in aviation. [to aircraft design and pilot performance

NASA Technical Reports Server (NTRS)

Wickens, Christopher D.

1987-01-01

The relevance of four principles or mechanisms of human attention to the design of aviation systems and the performance of pilots in multitask environments, including workload prediction and measurement, control-display integration, and the use of voice and head-up displays is discussed. The principles are: the mental energy that supplies task performance (resources), the resulting cross-talk between tasks as they are made more similar (confusion), the combination of different task elements (integration), and the way in which one task is processed and another is ignored (selection or tunneling). The introduction of greater levels of complexity into the validation of attentional theories in order to approach the demands of the cockpit or ATC console is proposed.

Can a glass cockpit display help (or hinder) performance of novices in simulated flight training?

PubMed

Wright, Stephen; O'Hare, David

2015-03-01

The analog dials in traditional GA aircraft cockpits are being replaced by integrated electronic displays, commonly referred to as glass cockpits. Pilots may be trained on glass cockpit aircraft or encounter them after training on traditional displays. The effects of glass cockpit displays on initial performance and potential transfer effects between cockpit display configurations have yet to be adequately investigated. Flight-naïve participants were trained on either a simulated traditional display cockpit or a simulated glass display cockpit. Flight performance was measured in a test flight using either the same or different cockpit display. Loss of control events and accuracy in controlling altitude, airspeed and heading, workload, and situational awareness were assessed. Preferences for cockpit display configurations and opinions on ease of use were also measured. The results revealed consistently poorer performance on the test flight for participants using the glass cockpit compared to the traditional cockpit. In contrast the post-flight questionnaire data revealed a strong subjective preference for the glass cockpit over the traditional cockpit displays. There was only a weak effect of prior training. The specific glass cockpit display used in this study was subjectively appealing but yielded poorer flight performance in participants with no previous flight experience than a traditional display. Performance data can contradict opinion data. The design of glass cockpit displays may present some difficulties for pilots in the very early stages of training. Copyright © 2014 Elsevier Ltd and The Ergonomics Society. All rights reserved.

Use of simplifier scenarios for CRM training

NASA Technical Reports Server (NTRS)

Weatherly, D.

1984-01-01

Cockpit resource management (CRM) at Metro Airlines is discussed. The process by which the program of CRM training was initiated is mentioned. Management aspects of various flying scenarios are considered. The transfer of training from the classroom to the field is assessed.

Individual Differences Underlying Pilot Cockpit Error

DTIC Science & Technology

1991-04-01

introverted than extroverted (Sellards, Corbi, & Sellards, 1989). The authors state: The introverted style is one of making decisions somewhat...environment, resulting in an accurate situational awareness, and introverts are better at tasks requiring diligence. Accordingly, extroverts could be...cited in Farmer, 1984) postulates that extroverts are under aroused and therefore seek stimulation; introverts are over aroused and thus avoid

Innovative approaches to recurrent training

NASA Technical Reports Server (NTRS)

Noon, H.; Murphy, M.

1984-01-01

Innovative approaches to recurrent training for regional airline aircrews are explored. Guidelines for recurrent training programs which include in corporation of cockpit resource management are discussed. B.W.

Simulating Visual Attention Allocation of Pilots in an Advanced Cockpit Environment

NASA Technical Reports Server (NTRS)

Frische, F.; Osterloh, J.-P.; Luedtke, A.

2011-01-01

This paper describes the results of experiments conducted with human line pilots and a cognitive pilot model during interaction with a new 40 Flight Management System (FMS). The aim of these experiments was to gather human pilot behavior data in order to calibrate the behavior of the model. Human behavior is mainly triggered by visual perception. Thus, the main aspect was to setup a profile of human pilots' visual attention allocation in a cockpit environment containing the new FMS. We first performed statistical analyses of eye tracker data and then compared our results to common results of familiar analyses in standard cockpit environments. The comparison has shown a significant influence of the new system on the visual performance of human pilots. Further on, analyses of the pilot models' visual performance have been performed. A comparison to human pilots' visual performance revealed important improvement potentials.

Automatic speech recognition in air-ground data link

NASA Technical Reports Server (NTRS)

Armstrong, Herbert B.

1989-01-01

In the present air traffic system, information presented to the transport aircraft cockpit crew may originate from a variety of sources and may be presented to the crew in visual or aural form, either through cockpit instrument displays or, most often, through voice communication. Voice radio communications are the most error prone method for air-ground data link. Voice messages can be misstated or misunderstood and radio frequency congestion can delay or obscure important messages. To prevent proliferation, a multiplexed data link display can be designed to present information from multiple data link sources on a shared cockpit display unit (CDU) or multi-function display (MFD) or some future combination of flight management and data link information. An aural data link which incorporates an automatic speech recognition (ASR) system for crew response offers several advantages over visual displays. The possibility of applying ASR to the air-ground data link was investigated. The first step was to review current efforts in ASR applications in the cockpit and in air traffic control and evaluated their possible data line application. Next, a series of preliminary research questions is to be developed for possible future collaboration.

Does CRM training work?

NASA Technical Reports Server (NTRS)

Helmreich, R. L.

1991-01-01

Formal cockpit resource management training in crew coordination concepts increases the percentage of crews rated as above average in performance and decreases the percentage of crews rated as below average.

NASA Graduate Student Researchers Program (GSRP)

NASA Technical Reports Server (NTRS)

Freeman, Frederick G.

1998-01-01

The primary area of research that Dr. Prinzel conducted was concerned with the effects of automation on the ability to perform various tasks which simulated those performed in an airplane cockpit. While automation is generally considered to be a positive addition to the cockpit, it also has some negative effects. The primary negative effect is related to the decrease in the number of tasks the pilot needs to perform. Having less to do can actually result in a decreased ability to be aware of and react to ongoing events, some of which may be critical to flight operations. The research was concerned with the ability of adaptive automation using psychophysiological measures, specifically brain waves (i.e. EEG), to control the degree to which tasks are automated as a function of the subject's level of alertness. Dr. Prinzel conducted and participated in the running of a number of experiments that examined adaptive automation in conjunction with the MultiAttribute Task Battery. Since there has been very little research conducted in this area, experiments needed to be conducted which established basic parameters for future research. The experiments that Dr. Prinzel was involved with examined the optimum number and location of electrode sites for recording EEG, the types of tasks which could readily be automated, the number of tasks which could be controlled by the adaptive automation system, and various EEG recording parameters which affect system functioning. A secondary area in which Dr. Prinzel conducted research concerned performance on vigiliance tasks. This research, while not initially directly related to adaptive automation, does have implication for such systems. Vigilance requires long term monitoring which often leads to the kind of negative effects seen when automation is introduced into a work environment. A third area of research in which Dr. Prinzel conducted research was concerned with gender differences in cognitive functioning and how that related to strategies for performing various tasks.

Three input concepts for flight crew interaction with information presented on a large-screen electronic cockpit display

NASA Technical Reports Server (NTRS)

Jones, Denise R.

1990-01-01

A piloted simulation study was conducted comparing three different input methods for interfacing to a large-screen, multiwindow, whole-flight-deck display for management of transport aircraft systems. The thumball concept utilized a miniature trackball embedded in a conventional side-arm controller. The touch screen concept provided data entry through a capacitive touch screen. The voice concept utilized a speech recognition system with input through a head-worn microphone. No single input concept emerged as the most desirable method of interacting with the display. Subjective results, however, indicate that the voice concept was the most preferred method of data entry and had the most potential for future applications. The objective results indicate that, overall, the touch screen concept was the most effective input method. There was also significant differences between the time required to perform specific tasks and the input concept employed, with each concept providing better performance relative to a specific task. These results suggest that a system combining all three input concepts might provide the most effective method of interaction.

Improving patient safety and optimizing nursing teamwork using crew resource management techniques.

PubMed

West, Priscilla; Sculli, Gary; Fore, Amanda; Okam, Nwoha; Dunlap, Cleveland; Neily, Julia; Mills, Peter

2012-01-01

This project describes the application of the "sterile cockpit rule," a crew resource management (CRM) technique, targeted to improve efficacy and safety for nursing assistants in the performance of patient care duties. Crew resource management techniques have been successfully implemented in the aviation industry to improve flight safety. Application of these techniques can improve patient safety in medical settings. The Veterans Affairs (VA) National Center for Patient Safety conducted a CRM training program in select VA nursing units. One unit developed a novel application of the sterile cockpit rule to create protected time for certified nursing assistants (CNAs) while they collected vital signs and blood glucose data at the beginning of each shift. The typical nursing authority structure was reversed, with senior nurses protecting CNAs from distractions. This process led to improvements in efficiency and communication among nurses, with the added benefit of increased staff morale. Crew resource management techniques can be used to improve efficiency, morale, and patient safety in the healthcare setting.

KENNEDY SPACE CENTER, FLA. - Stephanie Stilson, NASA vehicle manager for Discovery, is being filmed for a special feature on the KSC Web about the recent Orbiter Major Modification period, which included inspection, modifications and reservicing of most systems onboard Discovery, plus installation of a Multifunction Electronic Display Subsystem (MEDS) - a state-of-the-art “glass cockpit.” The orbiter is now being prepared for eventual launch on a future mission.

NASA Image and Video Library

2004-01-22

KENNEDY SPACE CENTER, FLA. - Stephanie Stilson, NASA vehicle manager for Discovery, is being filmed for a special feature on the KSC Web about the recent Orbiter Major Modification period, which included inspection, modifications and reservicing of most systems onboard Discovery, plus installation of a Multifunction Electronic Display Subsystem (MEDS) - a state-of-the-art “glass cockpit.” The orbiter is now being prepared for eventual launch on a future mission.

Aviation spatial orientation in relationship to head position and attitude interpretation.

PubMed

Patterson, F R; Cacioppo, A J; Gallimore, J J; Hinman, G E; Nalepka, J P

1997-06-01

Conventional wisdom describing aviation spatial awareness assumes that pilots view a moving horizon through the windscreen. This assumption presupposes head alignment with the cockpit "Z" axis during both visual (VMC) and instrument (IMC) maneuvers. Even though this visual paradigm is widely accepted, its accuracy has not been verified. The purpose of this research was to determine if a visually induced neck reflex causes pilots to align their heads toward the horizon, rather than the cockpit vertical axis. Based on literature describing reflexive head orientation in terrestrial environments it was hypothesized that during simulated VMC aircraft maneuvers, pilots would align their heads toward the horizon. Some 14 military pilots completed two simulated flights in a stationary dome simulator. The flight profile consisted of five separate tasks, four of which evaluated head tilt during exposure to unique visual conditions and one examined occurrences of disorientation during unusual attitude recovery. During simulated visual flight maneuvers, pilots tilted their heads toward the horizon (p < 0.0001). Under IMC, pilots maintained head alignment with the vertical axis of the aircraft. During VMC maneuvers pilots reflexively tilt their heads toward the horizon, away from the Gz axis of the cockpit. Presumably, this behavior stabilizes the retinal image of the horizon (1 degree visual-spatial cue), against which peripheral images of the cockpit (2 degrees visual-spatial cue) appear to move. Spatial disorientation, airsickness, and control reversal error may be related to shifts in visual-vestibular sensory alignment during visual transitions between VMC (head tilt) and IMC (Gz head stabilized) conditions.

14 CFR 142.47 - Training center instructor eligibility requirements.

Code of Federal Regulations, 2010 CFR

2010-01-01

... and procedures. (iii) The fundamental principles of the learning process. (iv) Instructor duties...) Cockpit resource management and crew coordination. (2) Satisfactorily complete a written test— (i) On the...

Pan American World Airways flight training: A new direction. Flight operations resource management

NASA Technical Reports Server (NTRS)

Butler, Roy

1987-01-01

The Pan Am Flight Training Department shares the experiences it is having in its attempt to integrate cockpit resource management philosophies into its training programs. A slide-tape presentation on Pan Am's new direction in flight training is presented and briefly discussed.

An investigation of air transportation technology at the Massachusetts Institute of Technology, 1990-1991

NASA Technical Reports Server (NTRS)

Simpson, Robert W.

1991-01-01

Brief summaries are given of research activities at the Massachusetts Institute of Technology (MIT) under the sponsorship of the FAA/NASA Joint University Program. Topics covered include hazard assessment and cockpit presentation issues for microburst alerting systems; the situational awareness effect of automated air traffic control (ATC) datalink clearance amendments; a graphical simulation system for adaptive, automated approach spacing; an expert system for temporal planning with application to runway configuration management; deterministic multi-zone ice accretion modeling; alert generation and cockpit presentation for an integrated microburst alerting system; and passive infrared ice detection for helicopter applications.

14 CFR 27.777 - Cockpit controls.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Cockpit controls. 27.777 Section 27.777... Cockpit controls. Cockpit controls must be— (a) Located to provide convenient operation and to prevent... there is full and unrestricted movement of each control without interference from the cockpit structure...

14 CFR 25.777 - Cockpit controls.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Cockpit controls. 25.777 Section 25.777... Cockpit controls. (a) Each cockpit control must be located to provide convenient operation and to prevent confusion and inadvertent operation. (b) The direction of movement of cockpit controls must meet the...

14 CFR 25.777 - Cockpit controls.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Cockpit controls. 25.777 Section 25.777... Cockpit controls. (a) Each cockpit control must be located to provide convenient operation and to prevent confusion and inadvertent operation. (b) The direction of movement of cockpit controls must meet the...

The Way of the Gun: Applying Lessons of Ground Combat to Pilot Training

DTIC Science & Technology

2016-02-29

actual practice repetitions.7 Current USAF Crew/Cockpit Resource Management ( CRM ) and Aerospace Physiology courses do not include any instruction on...Burke, Clint A. Bowers, and Katherine A. Wilson. Team Training in the Skies: Does Crew Resource Management ( CRM ) Training Work? Orlando, FL

Flight Training Technology for Regional/Commuter Airline Operations: Regional Airline Association/NASA Workshop Proceedings

NASA Technical Reports Server (NTRS)

Lee, A. T. (Editor); Lauber, J. K. (Editor)

1984-01-01

Programs which have been developed for training commercial airline pilots and flight crews are discussed. The concept of cockpit resource management and the concomitant issues of management techniques, interpersonal communication, psychological factors, and flight stress are addressed. Training devices and simulation techniques are reported.

14 CFR 23.1457 - Cockpit voice recorders.

Code of Federal Regulations, 2013 CFR

2013-01-01

... intelligibility. (c) Each cockpit voice recorder must be installed so that the part of the communication or audio... 14 Aeronautics and Space 1 2013-01-01 2013-01-01 false Cockpit voice recorders. 23.1457 Section 23... Equipment § 23.1457 Cockpit voice recorders. (a) Each cockpit voice recorder required by the operating rules...

14 CFR 23.1457 - Cockpit voice recorders.

Code of Federal Regulations, 2014 CFR

2014-01-01

... intelligibility. (c) Each cockpit voice recorder must be installed so that the part of the communication or audio... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Cockpit voice recorders. 23.1457 Section 23... Equipment § 23.1457 Cockpit voice recorders. (a) Each cockpit voice recorder required by the operating rules...

14 CFR 23.1457 - Cockpit voice recorders.

Code of Federal Regulations, 2012 CFR

2012-01-01

... intelligibility. (c) Each cockpit voice recorder must be installed so that the part of the communication or audio... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Cockpit voice recorders. 23.1457 Section 23... Equipment § 23.1457 Cockpit voice recorders. (a) Each cockpit voice recorder required by the operating rules...

Choosing Your Poison: Optimizing Simulator Visual System Selection as a Function of Operational Tasks

NASA Technical Reports Server (NTRS)

Sweet, Barbara T.; Kaiser, Mary K.

2013-01-01

Although current technology simulator visual systems can achieve extremely realistic levels they do not completely replicate the experience of a pilot sitting in the cockpit, looking at the outside world. Some differences in experience are due to visual artifacts, or perceptual features that would not be present in a naturally viewed scene. Others are due to features that are missing from the simulated scene. In this paper, these differences will be defined and discussed. The significance of these differences will be examined as a function of several particular operational tasks. A framework to facilitate the choice of visual system characteristics based on operational task requirements will be proposed.

Crew workload strategies in advanced cockpits

NASA Technical Reports Server (NTRS)

Hart, Sandra G.

1990-01-01

Many methods of measuring and predicting operator workload have been developed that provide useful information in the design, evaluation, and operation of complex systems and which aid in developing models of human attention and performance. However, the relationships between such measures, imposed task demands, and measures of performance remain complex and even contradictory. It appears that we have ignored an important factor: people do not passively translate task demands into performance. Rather, they actively manage their time, resources, and effort to achieve an acceptable level of performance while maintaining a comfortable level of workload. While such adaptive, creative, and strategic behaviors are the primary reason that human operators remain an essential component of all advanced man-machine systems, they also result in individual differences in the way people respond to the same task demands and inconsistent relationships among measures. Finally, we are able to measure workload and performance, but interpreting such measures remains difficult; it is still not clear how much workload is too much or too little nor the consequences of suboptimal workload on system performance and the mental, physical, and emotional well-being of the human operators. The rationale and philosophy of a program of research developed to address these issues will be reviewed and contrasted to traditional methods of defining, measuring, and predicting human operator workload. Viewgraphs are given.

Evaluation of two cockpit display concepts for civil tiltrotor instrument operations on steep approaches

NASA Technical Reports Server (NTRS)

Decker, William A.; Bray, Richard S.; Simmons, Rickey C.; Tucker, George E.

1993-01-01

A piloted simulation experiment was conducted using the NASA Ames Research Center Vertical Motion Simulator to evaluate two cockpit display formats designed for manual control on steep instrument approaches for a civil transport tiltrotor aircraft. The first display included a four-cue (pitch, roll, power lever position, and nacelle angle movement prompt) flight director. The second display format provided instantaneous flight path angle information together with other symbols for terminal area guidance. Pilots evaluated these display formats for an instrument approach task which required a level flight conversion from airplane-mode flight to helicopter-mode flight while decelerating to the nominal approach airspeed. Pilots tracked glide slopes of 6, 9, 15 and 25 degrees, terminating in a hover for a vertical landing on a 150 feet square vertipad. Approaches were conducted with low visibility and ceilings and with crosswinds and turbulence, with all aircraft systems functioning normally and were carried through to a landing. Desired approach and tracking performance was achieved with generally satisfactory handling qualities using either display format on glide slopes up through 15 degrees. Evaluations with both display formats for a 25 degree glide slope revealed serious problems with glide slope tracking at low airspeeds in crosswinds and the loss of the intended landing spot from the cockpit field of view.

Cockpit Displays to Support Hazard Awareness in Free Flight

NASA Technical Reports Server (NTRS)

Wickens, Christopher D.; Carbonari, Ron; Merwin, Dave; Morphew, Ephimia; OBrien, Janelle V.

1997-01-01

Three experiments are described which each examine different aspects of the formatting and integration of cockpit displays of traffic information to support pilots in traffic avoidance planning. The first two experiments compared two-dimensional (coplanar) with three-dimensional (perspective) versions of a cockpit display of traffic information. In Experiment 1, 30 certified flight instructors flew a series of traffic conflict detection and avoidance maneuvers around an intruder aircraft, sometimes in the presence of a second intruder. The results revealed an advantage for the coplanar display, particularly when there was vertical intruder behavior. In Experiment 2, 17 instructors flew with the coplanar and perspective formats when weather information was either overlaid or displayed separately. Again performance was best with the coplanar display, particularly when the weather data were overlaid. The results of both experiments are also discussed in ten-ns of the traffic maneuver stereotypes exhibited by the pilots. Experiment 3 examined the benefits of the two different predictor elements used in the coplanar displays of Experiments 1 and 2. The study was carried out in a multitask context. These elements were both found to improve safety (reduce actual and predicted conflicts) and to reduce workload, although the different elements affected workload in different ways. Neither predictor element imposed a cost to concurrent task performance.

14 CFR 142.53 - Training center instructor training and testing requirements.

Code of Federal Regulations, 2010 CFR

2010-01-01

... instruction in at least— (i) The fundamental principles of the learning process; (ii) Elements of effective... limitations; (iv) Training policies and procedures; (v) Cockpit resource management and crew coordination; and...

Introduction to MAC CRM training

NASA Technical Reports Server (NTRS)

Brown, Donald D.

1987-01-01

The author introduces the Military Airlift Command (MAC) and its mission. A brief history of Cockpit Resource Management (CRM) as it relates to MAC is given. He also states why MAC is currently interested in CRM.

Conflict resolution maneuvers during near miss encounters with cockpit traffic displays

NASA Technical Reports Server (NTRS)

Palmer, E.

1983-01-01

The benefits and liabilities associated with pilots' use of a cockpit traffic display to assess the threat posed by air traffic and to make small maneuvers to avoid situations which would result in collision avoidance advisories are experimentally studied. The crew's task was to fly a simulated wide-body aircraft along a straight course at constant altitude while intruder aircraft appeared on a variety of converging trajectories. The main experimental variables were the amount and quality of the information displayed on the intruder aircraft's estimated future position. Pilots were to maintain a horizontal separation of at least 1.5 nautical miles or a vertical separation of 500 ft, so that collision avoidance advisories would not be triggered. The results show that pilots could usually maneuver to provide the specified separation but often made course deviations greater than 1.5 nm or 500 ft.

Horizontal Conflict Resolution Maneuvers with a Cockpit Display of Traffic Information

NASA Technical Reports Server (NTRS)

Palmer, E.; Jago, S.; Dubord, M.

1981-01-01

Pilot resolution of potential conflicts in the horizontal plane when the only information available on the other aircraft was presented on a Cockpit Display of Traffic Information (CDTI) is investigated. The pilot's task was to assess the situation and if necessary maneuver so as to avoid the other aircraft. No instructions were given on evasive strategy or on what was considered to be an acceptable minimum separation. The results indicate that pilots had a strong bias of turning toward the intruder aircraft in order to pass behind it. In more than 50% of the encounters with a 90 degree crossing angle in which the intruder aircraft was programmed to pass behind the aircraft, the pilots maneuvered so as to pass behind the intruder. This bias was not as strong with the display which showed a prediction of the intruder's relative velocity. The average miss distance for all encounters was about 4500 feet.

Quantifying driver's field-of-view in tractors: methodology and case study.

PubMed

Gilad, Issachar; Byran, Eyal

2015-01-01

When driving a car, the visual awareness is important for operating and controlling the vehicle. When operating a tractor, it is even more complex. This is because the driving is always accompanied with another task (e.g., plough) that demands constant changes of body postures, to achieve the needed Field-of-View (FoV). Therefore, the cockpit must be well designed to provide best FoV. Today, the driver's FoV is analyzed mostly by computer simulations of a cockpit model and a Digital Human Model (DHM) positioned inside. The outcome is an 'Eye view' that displays what the DHM 'sees'. This paper suggests a new approach that adds quantitative information to the current display; presented on three tractor models as case studies. Based on the results, the design can be modified. This may assist the engineer, to analyze, compare and improve the design, for better addressing the driver needs.

Effect of lead-aircraft ground-speed on self-spacing performance using a cockpit display of traffic information

NASA Technical Reports Server (NTRS)

Kelly, J. R.

1983-01-01

A simulator investigation was conducted to determine the effect of the lead-aircraft ground-speed quantization level on self-spacing performance using a Cockpit Display of Traffic Information (CDTI). The study utilized a simulator employing cathode-ray tubes for the primary flight and navigation displays and highly augmented flight control modes. The pilot's task was to follow, and self-space on, a lead aircraft which was performing an idle-thrust profile descent to an instrument landing system (ILS) approach and landing. The spacing requirement was specified in terms of both a minimum distance and a time interval. The results indicate that the ground-speed quantization level, lead-aircraft scenario, and pilot technique had a significant effect on self-spacing performance. However, the ground-speed quantization level only had a significant effect on the performance when the lead aircraft flew a fast final approach.

A graphical workstation based part-task flight simulator for preliminary rapid evaluation of advanced displays

NASA Technical Reports Server (NTRS)

Wanke, Craig; Kuchar, James; Hahn, Edward; Pritchett, A.; Hansman, R. John

1994-01-01

Advances in avionics and display technology are significantly changing the cockpit environment in current transport aircraft. The MIT Aeronautical Systems Lab (ASL) developed a part-task flight simulator specifically to study the effects of these new technologies on flight crew situational awareness and performance. The simulator is based on a commercially-available graphics workstation, and can be rapidly reconfigured to meet the varying demands of experimental studies. The simulator was successfully used to evaluate graphical microbursts alerting displays, electronic instrument approach plates, terrain awareness and alerting displays, and ATC routing amendment delivery through digital datalinks.

A model-based analysis of a display for helicopter landing approach. [control theoretical model of human pilot

NASA Technical Reports Server (NTRS)

Hess, R. A.; Wheat, L. W.

1975-01-01

A control theoretic model of the human pilot was used to analyze a baseline electronic cockpit display in a helicopter landing approach task. The head down display was created on a stroke written cathode ray tube and the vehicle was a UH-1H helicopter. The landing approach task consisted of maintaining prescribed groundspeed and glideslope in the presence of random vertical and horizontal turbulence. The pilot model was also used to generate and evaluate display quickening laws designed to improve pilot vehicle performance. A simple fixed base simulation provided comparative tracking data.

Enhancing U.S. Army Aircrew Coordination Training

DTIC Science & Technology

2003-05-01

while decreasing the errors that lead to accidents. ACT and Crew/Cockpit Resource Management ( CRM ) programs were instituted in the 1980’s, first in...Both courses contain a fully integrated Data Management System that tracks student demographics, provides graphic feedback displays during evaluation...2 1 Appendix A Objectives, Basic Qualities, and Risk Management ...................... A-1 Appendix B Performance Evaluation Checklist

Interfacing insect brain for space applications.

PubMed

Di Pino, Giovanni; Seidl, Tobias; Benvenuto, Antonella; Sergi, Fabrizio; Campolo, Domenico; Accoto, Dino; Maria Rossini, Paolo; Guglielmelli, Eugenio

2009-01-01

Insects exhibit remarkable navigation capabilities that current control architectures are still far from successfully mimic and reproduce. In this chapter, we present the results of a study on conceptualizing insect/machine hybrid controllers for improving autonomy of exploratory vehicles. First, the different principally possible levels of interfacing between insect and machine are examined followed by a review of current approaches towards hybridity and enabling technologies. Based on the insights of this activity, we propose a double hybrid control architecture which hinges around the concept of "insect-in-a-cockpit." It integrates both biological/artificial (insect/robot) modules and deliberative/reactive behavior. The basic assumption is that "low-level" tasks are managed by the robot, while the "insect intelligence" is exploited whenever high-level problem solving and decision making is required. Both neural and natural interfacing have been considered to achieve robustness and redundancy of exchanged information.

Predicting Operator Execution Times Using CogTool

NASA Technical Reports Server (NTRS)

Santiago-Espada, Yamira; Latorella, Kara A.

2013-01-01

Researchers and developers of NextGen systems can use predictive human performance modeling tools as an initial approach to obtain skilled user performance times analytically, before system testing with users. This paper describes the CogTool models for a two pilot crew executing two different types of a datalink clearance acceptance tasks, and on two different simulation platforms. The CogTool time estimates for accepting and executing Required Time of Arrival and Interval Management clearances were compared to empirical data observed in video tapes and registered in simulation files. Results indicate no statistically significant difference between empirical data and the CogTool predictions. A population comparison test found no significant differences between the CogTool estimates and the empirical execution times for any of the four test conditions. We discuss modeling caveats and considerations for applying CogTool to crew performance modeling in advanced cockpit environments.

Cockpit Interfaces, Displays, and Alerting Messages for the Interval Management Alternative Clearances (IMAC) Experiment

NASA Technical Reports Server (NTRS)

Baxley, Brian T.; Palmer, Michael T.; Swieringa, Kurt A.

2015-01-01

This document describes the IM cockpit interfaces, displays, and alerting capabilities that were developed for and used in the IMAC experiment, which was conducted at NASA Langley in the summer of 2015. Specifically, this document includes: (1) screen layouts for each page of the interface; (2) step-by-step instructions for data entry, data verification and input error correction; (3) algorithm state messages and error condition alerting messages; (4) aircraft speed guidance and deviation indications; and (5) graphical display of the spatial relationships between the Ownship aircraft and the Target aircraft. The controller displays for IM will be described in a separate document.

Hazard alerting and situational awareness in advanced air transport cockpits

NASA Technical Reports Server (NTRS)

Hansman, R. John; Wanke, Craig; Kuchar, James; Mykityshyn, Mark; Hahn, Edward; Midkiff, Alan

1993-01-01

Advances in avionics and display technology have significantly changed the cockpit environment in current 'glass cockpit' aircraft. Recent developments in display technology, on-board processing, data storage, and datalinked communications are likely to further alter the environment in second and third generation 'glass cockpit' aircraft. The interaction of advanced cockpit technology with human cognitive performance has been a major area of activity within the MIT Aeronautical Systems Laboratory. This paper presents an overview of the MIT Advanced Cockpit Simulation Facility. Several recent research projects are briefly reviewed and the most important results are summarized.

The Effects of Subthreshold Priming Alerts on Pilots in the USAARL TH-67 Microsim

DTIC Science & Technology

2009-06-01

subthreshold priming, subliminal messaging, cockpit displays UNCLAS UNCLAS UNCLAS SAR 46 Loraine Parish St. Onge, PhD 334-255-6906 Reset...of subliminally alerting pilots of or preparing pilots for changing situations and trends without interrupting their primary cognitive task...results under certain priming durations. Three studies by Strahan, Spencer, and Zann (2002) suggest that subliminal priming can be used to enhance

Display technology - Human factors concepts

NASA Astrophysics Data System (ADS)

Stokes, Alan; Wickens, Christopher; Kite, Kirsten

1990-03-01

Recent advances in the design of aircraft cockpit displays are reviewed, with an emphasis on their applicability to automobiles. The fundamental principles of display technology are introduced, and individual chapters are devoted to selective visual attention, command and status displays, foveal and peripheral displays, navigational displays, auditory displays, color and pictorial displays, head-up displays, automated systems, and dual-task performance and pilot workload. Diagrams, drawings, and photographs of typical displays are provided.

Intelligent and Adaptive Interface (IAI) for Cognitive Cockpit (CC)

DTIC Science & Technology

2004-03-31

goals3 and plans and generating system plans would be incorporated as task knowledge. The Dialogue Model, which is currently undeveloped in LOCATE...pieces of software. Modularity can also serve to improve the organisational effectiveness of software, whereby a suitable division of labour among...a sophisticated tool in support of future combat aircraft acquisition. While CA can monitor similar activities in countries like the UK and USA we

77 FR 55770 - Airworthiness Directives; Cessna Aircraft Company Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2012-09-11

... Internet at http://www.regulations.gov ; or in person at the Docket Management Facility between 9 a.m. and... within the aircraft's cockpit/cabin. This style of hydraulic power pack is also used on Cessna Aircraft...

The automatic human

NASA Technical Reports Server (NTRS)

Billings, Charles

1991-01-01

An overview is presented of the growth and role of automation in civil aircraft operations for both cockpit management and ground control. NASA has initiated a research program centered on furthering automation and developing a consistent and rational philosophy of human centered aircraft and air traffic control automation. Introduction of the NASA Aviation Safety Reporting System (ASRS) has proved successful in bringing together pilots and ground controllers to report incidents of operational anomalies that can then be analyzed, leading to corrective action to prevent similar reoccurrences. Attention is given to the growing trend of extensive automation in the cockpit that appears to be leading to a diminution of management control of the aircraft by the decreasing number of flight crew members. A majority of reports indicate that there is a serious mismatch between new aircraft capabilities and ATC procedures, which were designed for older aircraft. ASRS has also kept research oriented toward real problems and community needs.

Primary task event-related potentials related to different aspects of information processing

NASA Technical Reports Server (NTRS)

Munson, Robert C.; Horst, Richard L.; Mahaffey, David L.

1988-01-01

The results of two studies which investigated the relationships between cognitive processing and components of transient event-related potentials (ERPs) are presented in a task in which mental workload was manipulated. The task involved the monitoring of an array of discrete readouts for values that went out of bounds, and was somewhat analogous to tasks performed in cockpits. The ERPs elicited by the changing readouts varied with the number of readouts being monitored, the number of monitored readouts that were close to going out of bounds, and whether or not the change took a monitored readout out of bounds. Moreover, different regions of the waveform differentially reflected these effects. The results confirm the sensitivity of scalp-recorded ERPs to the cognitive processes affected by mental workload and suggest the possibility of extracting useful ERP indices of primary task performance in a wide range of man-machine settings.

Perceived vs. measured effects of advanced cockpit systems on pilot workload and error: are pilots' beliefs misaligned with reality?

PubMed

Casner, Stephen M

2009-05-01

Four types of advanced cockpit systems were tested in an in-flight experiment for their effect on pilot workload and error. Twelve experienced pilots flew conventional cockpit and advanced cockpit versions of the same make and model airplane. In both airplanes, the experimenter dictated selected combinations of cockpit systems for each pilot to use while soliciting subjective workload measures and recording any errors that pilots made. The results indicate that the use of a GPS navigation computer helped reduce workload and errors during some phases of flight but raised them in others. Autopilots helped reduce some aspects of workload in the advanced cockpit airplane but did not appear to reduce workload in the conventional cockpit. Electronic flight and navigation instruments appeared to have no effect on workload or error. Despite this modest showing for advanced cockpit systems, pilots stated an overwhelming preference for using them during all phases of flight.

Heat stress in front and rear cockpits of F-4 aircraft

DOE Office of Scientific and Technical Information (OSTI.GOV)

Nunneley, S.A.; Stribley, R.F.; Allan, J.R.

The thermal stresses encountered in the front and rear cockpits of F-4 aircraft flying low-level missions in warm, moderately humid weather and physiological responses to these stresses are investigated. Measurements of ground and cockpit environmental temperatures and subject skin and core temperatures were acquired for the preflight taxi, low-level flight, ordnance delivery and postflight taxi phases of 36 flights of F-4E aircraft performed to simulate low-level ground attack missions. Cockpit dry-bulb temperatures are found to exceed those on the ground during ground operations, and to decrease in flight in the front, but not the rear, cockpit. A linear relationship betweenmore » cockpit dry bulb and temperatures is also found in each of the mission phases, along with increases in skin and core temperatures with cockpit temperatures and sweat rates depending both on cockpit temperatures and the amount of clothing worn. Adverse physiological effects related to nausea and acceleration tolerances are also noted. It is concluded that the cockpit cooling system of the F-4 allows the development of operationally significant heat stress, which may be corrected by better design and testing of the cooling system.« less

Development of an algorithm to model an aircraft equipped with a generic CDTI display

NASA Technical Reports Server (NTRS)

Driscoll, W. C.; Houck, J. A.

1986-01-01

A model of human pilot performance of a tracking task using a generic Cockpit Display of Traffic Information (CDTI) display is developed from experimental data. The tracking task is to use CDTI in tracking a leading aircraft at a nominal separation of three nautical miles over a prescribed trajectory in space. The analysis of the data resulting from a factorial design of experiments reveals that the tracking task performance depends on the pilot and his experience at performing the task. Performance was not strongly affected by the type of control system used (velocity vector control wheel steering versus 3D automatic flight path guidance and control). The model that is developed and verified results in state trajectories whose difference from the experimental state trajectories is small compared to the variation due to the pilot and experience factors.

On the typography of flight-deck documentation

NASA Technical Reports Server (NTRS)

Degani, Asaf

1992-01-01

Many types of paper documentation are employed on the flight-deck. They range from a simple checklist card to a bulky Aircraft Flight Manual (AFM). Some of these documentations have typographical and graphical deficiencies; yet, many cockpit tasks such as conducting checklists, way-point entry, limitations and performance calculations, and many more, require the use of these documents. Moreover, during emergency and abnormal situations, the flight crews' effectiveness in combating the situation is highly dependent on such documentation; accessing and reading procedures has a significant impact on flight safety. Although flight-deck documentation are an important (and sometimes critical) form of display in the modern cockpit, there is a dearth of information on how to effectively design these displays. The object of this report is to provide a summary of the available literature regarding the design and typographical aspects of printed matter. The report attempts 'to bridge' the gap between basic research about typography, and the kind of information needed by designers of flight-deck documentation. The report focuses on typographical factors such as type-faces, character height, use of lower- and upper-case characters, line length, and spacing. Some graphical aspects such as layout, color coding, fonts, and character contrast are also discussed. In addition, several aspects of cockpit reading conditions such as glare, angular alignment, and paper quality are addressed. Finally, a list of recommendations for the graphical design of flight-deck documentation is provided.

14 CFR 27.1457 - Cockpit voice recorders.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Cockpit voice recorders. 27.1457 Section 27... AIRWORTHINESS STANDARDS: NORMAL CATEGORY ROTORCRAFT Equipment Safety Equipment § 27.1457 Cockpit voice recorders. (a) Each cockpit voice recorder required by the operating rules of this chapter must be approved, and...

14 CFR 27.1457 - Cockpit voice recorders.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 1 2013-01-01 2013-01-01 false Cockpit voice recorders. 27.1457 Section 27... AIRWORTHINESS STANDARDS: NORMAL CATEGORY ROTORCRAFT Equipment Safety Equipment § 27.1457 Cockpit voice recorders. (a) Each cockpit voice recorder required by the operating rules of this chapter must be approved, and...

14 CFR 135.151 - Cockpit voice recorders.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Cockpit voice recorders. 135.151 Section... Equipment § 135.151 Cockpit voice recorders. (a) No person may operate a multiengine, turbine-powered... required by certification or operating rules unless it is equipped with an approved cockpit voice recorder...

14 CFR 135.151 - Cockpit voice recorders.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Cockpit voice recorders. 135.151 Section... Equipment § 135.151 Cockpit voice recorders. (a) No person may operate a multiengine, turbine-powered... required by certification or operating rules unless it is equipped with an approved cockpit voice recorder...

14 CFR 135.151 - Cockpit voice recorders.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Cockpit voice recorders. 135.151 Section... Equipment § 135.151 Cockpit voice recorders. (a) No person may operate a multiengine, turbine-powered... required by certification or operating rules unless it is equipped with an approved cockpit voice recorder...

14 CFR 135.151 - Cockpit voice recorders.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Cockpit voice recorders. 135.151 Section... Equipment § 135.151 Cockpit voice recorders. (a) No person may operate a multiengine, turbine-powered... required by certification or operating rules unless it is equipped with an approved cockpit voice recorder...

14 CFR 135.151 - Cockpit voice recorders.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Cockpit voice recorders. 135.151 Section... Equipment § 135.151 Cockpit voice recorders. (a) No person may operate a multiengine, turbine-powered... required by certification or operating rules unless it is equipped with an approved cockpit voice recorder...

14 CFR 27.1457 - Cockpit voice recorders.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Cockpit voice recorders. 27.1457 Section 27... AIRWORTHINESS STANDARDS: NORMAL CATEGORY ROTORCRAFT Equipment Safety Equipment § 27.1457 Cockpit voice recorders. (a) Each cockpit voice recorder required by the operating rules of this chapter must be approved, and...

14 CFR 29.1457 - Cockpit voice recorders.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Cockpit voice recorders. 29.1457 Section 29... AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY ROTORCRAFT Equipment Miscellaneous Equipment § 29.1457 Cockpit voice recorders. (a) Each cockpit voice recorder required by the operating rules of this chapter must be approved...

14 CFR 23.1457 - Cockpit voice recorders.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Cockpit voice recorders. 23.1457 Section 23... Equipment § 23.1457 Cockpit voice recorders. (a) Each cockpit voice recorder required by the operating rules...) Voice communications transmitted from or received in the airplane by radio. (2) Voice communications of...

14 CFR 25.1457 - Cockpit voice recorders.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Cockpit voice recorders. 25.1457 Section 25... AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY AIRPLANES Equipment Miscellaneous Equipment § 25.1457 Cockpit voice recorders. (a) Each cockpit voice recorder required by the operating rules of this chapter must be approved...

14 CFR 23.777 - Cockpit controls.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Cockpit controls. 23.777 Section 23.777... Cargo Accommodations § 23.777 Cockpit controls. Link to an amendment published at 76 FR 75757, December 2, 2011. (a) Each cockpit control must be located and (except where its function is obvious...

14 CFR 23.777 - Cockpit controls.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Cockpit controls. 23.777 Section 23.777... Cargo Accommodations § 23.777 Cockpit controls. (a) Each cockpit control must be located and (except... inadvertent operation. (b) The controls must be located and arranged so that the pilot, when seated, has full...

The dynamics of CRM attitude change: Attitude stability

NASA Technical Reports Server (NTRS)

Gregorich, Steven E.

1993-01-01

Special training seminars in cockpit resource management (CRM) are designed to enhance crew effectiveness in multicrew air-transport cockpits. In terms of CRM, crew effectiveness is defined by teamwork rather than technical proficiency. These seminars are designed to promote factual learning, alter aviator attitudes, and motivate aviators to make use of what they have learned. However, measures of attitude change resulting from CRM seminars have been the most common seminar evaluation technique. The current investigation explores a broader range of attitude change parameters with specific emphasis on the stability of change between recurrent visits to the training center. This allows for a comparison of training program strengths in terms of seminar ability to effect lasting change.

A graphical workstation based part-task flight simulator for preliminary rapid evaluation of advanced displays

NASA Technical Reports Server (NTRS)

Wanke, Craig; Kuchar, James; Hahn, Edward; Pritchett, Amy; Hansman, R. J.

1992-01-01

Advances in avionics and display technology are significantly changing the cockpit environment in current transport aircraft. The MIT Aeronautical Systems Lab (ASL) has developed a part-task flight simulator specifically to study the effects of these new technologies on flight crew situational awareness and performance. The simulator is based on a commercially-available graphics workstation, and can be rapidly reconfigured to meet the varying demands of experimental studies. The simulator has been successfully used to evaluate graphical microburst alerting displays, electronic instrument approach plates, terrain awareness and alerting displays, and ATC routing amendment delivery through digital datalinks.

Biocybernetic Control in Man-Machine Interaction

DTIC Science & Technology

1976-03-01

manently ( prosthesis , limb control, sensory substitution etc ) or temporarily (hi-performance aircraft in hi-G pull, spacecraft occupants in low...through some kind of computer terminal albeit probably one that was designed espe- cially for the task. An aircraft cockpit or the control console of...such as the new Biomedical P7M. The BCI oroqra’n is interactive and designed to run in real-time but otherwise woud give identical results. Selection

The development and implementation of cockpit resource management in UAL recurrent training

NASA Technical Reports Server (NTRS)

Shroyer, David H.

1987-01-01

Line Oriented Flight Training (LOFT) for United Airlines started in 1976. At that time it was basically no more than a line-simulated training function conducted in a full-mission simulator with no attention or stress on its human factor content. Very soon after the implementation of the LOFT program concerns were voiced about certain crew behavioral situations they were observing in the flight crew's execution of cockpit duties. These duties involved emergency procedures as well as irregular and normal procedures and situations. It was evident that new information was surfacing concerning crew interaction, or its lack thereof, in the cockpit and its effect on satisfactory performance. These observations naturally raised the question of how this information translated into the safety of aircraft operations. A training system had to be repetitive, the crew interactive, and the training had to be conducted under the crew concept. The foundation had to have two other factors: (1) it was necessary to have adequate human factor content, and (2) an advanced state-of-the-art simulator and appropriate electronic devices were required. These concepts are further discussed.

Cockpit weather graphics using mobile satellite communications

NASA Astrophysics Data System (ADS)

Seth, Shashi

Many new companies are pushing state-of-the-art technology to bring a revolution in the cockpits of General Aviation (GA) aircraft. The vision, according to Dr. Bruce Holmes - the Assistant Director for Aeronautics at National Aeronautics and Space Administration's (NASA) Langley Research Center, is to provide such an advanced flight control system that the motor and cognitive skills you use to drive a car would be very similar to the ones you would use to fly an airplane. We at ViGYAN, Inc., are currently developing a system called the Pilot Weather Advisor (PWxA), which would be a part of such an advanced technology flight management system. The PWxA provides graphical depictions of weather information in the cockpit of aircraft in near real-time, through the use of broadcast satellite communications. The purpose of this system is to improve the safety and utility of GA aircraft operations. Considerable effort is being extended for research in the design of graphical weather systems, notably the works of Scanlon and Dash. The concept of providing pilots with graphical depictions of weather conditions, overlaid on geographical and navigational maps, is extremely powerful.

Cockpit weather graphics using mobile satellite communications

NASA Technical Reports Server (NTRS)

Seth, Shashi

1993-01-01

Many new companies are pushing state-of-the-art technology to bring a revolution in the cockpits of General Aviation (GA) aircraft. The vision, according to Dr. Bruce Holmes - the Assistant Director for Aeronautics at National Aeronautics and Space Administration's (NASA) Langley Research Center, is to provide such an advanced flight control system that the motor and cognitive skills you use to drive a car would be very similar to the ones you would use to fly an airplane. We at ViGYAN, Inc., are currently developing a system called the Pilot Weather Advisor (PWxA), which would be a part of such an advanced technology flight management system. The PWxA provides graphical depictions of weather information in the cockpit of aircraft in near real-time, through the use of broadcast satellite communications. The purpose of this system is to improve the safety and utility of GA aircraft operations. Considerable effort is being extended for research in the design of graphical weather systems, notably the works of Scanlon and Dash. The concept of providing pilots with graphical depictions of weather conditions, overlaid on geographical and navigational maps, is extremely powerful.

Color Vision and Performance on Color-Coded Cockpit Displays.

PubMed

Gaska, James P; Wright, Steven T; Winterbottom, Marc D; Hadley, Steven C

Although there are numerous studies that demonstrate that color vision deficient (CVD) individuals perform less well than color vision normal (CVN) individuals in tasks that require discrimination or identification of colored stimuli, there remains a need to quantify the relationship between the type and severity of CVD and performance on operationally relevant tasks. Participants were classified as CVN (N = 45) or CVD (N = 49) using the Rabin cone contrast test, which is the standard color vision screening test used by the United States Air Force. In the color condition, test images that were representative of the size, shape, and color of symbols and lines used on fifth-generation fighter aircraft displays were used to measure operational performance. In the achromatic condition, all symbols and lines had the same chromaticity but differed in luminance. Subjects were asked to locate and discriminate between friend vs. foe symbols (red vs. green, or brighter vs. dimmer) while speed and accuracy were recorded. Increasing color deficiency was associated with decreasing speed and accuracy for the color condition (R 2 > 0.2), but not for the achromatic condition. Mean differences between CVN and CVD individuals showed the same pattern. Although lower CCT scores are clearly associated with lower performance in color related tasks, the magnitude of the performance loss was relatively small and there were multiple examples of high-performing CVD individuals who had higher operational scores than low-performing CVN individuals. Gaska JP, Wright ST, Winterbottom MD, Hadley SC. Color vision and performance on color-coded cockpit displays. Aerosp Med Hum Perform. 2016; 87(11):921-927.

Application of advanced speech technology in manned penetration bombers

NASA Astrophysics Data System (ADS)

North, R.; Lea, W.

1982-03-01

This report documents research on the potential use of speech technology in a manned penetration bomber aircraft (B-52/G and H). The objectives of the project were to analyze the pilot/copilot crewstation tasks over a three-hour-and forty-minute mission and determine the tasks that would benefit the most from conversion to speech recognition/generation, determine the technological feasibility of each of the identified tasks, and prioritize these tasks based on these criteria. Secondary objectives of the program were to enunciate research strategies in the application of speech technologies in airborne environments, and develop guidelines for briefing user commands on the potential of using speech technologies in the cockpit. The results of this study indicated that for the B-52 crewmember, speech recognition would be most beneficial for retrieving chart and procedural data that is contained in the flight manuals. Technological feasibility of these tasks indicated that the checklist and procedural retrieval tasks would be highly feasible for a speech recognition system.

14 CFR 29.779 - Motion and effect of cockpit controls.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Motion and effect of cockpit controls. 29... Accommodations § 29.779 Motion and effect of cockpit controls. Cockpit controls must be designed so that they... collective pitch control, must operate with a sense of motion which corresponds to the effect on the...

14 CFR 27.779 - Motion and effect of cockpit controls.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Motion and effect of cockpit controls. 27... Accommodations § 27.779 Motion and effect of cockpit controls. Cockpit controls must be designed so that they... collective pitch control, must operate with a sense of motion which corresponds to the effect on the...

14 CFR 29.779 - Motion and effect of cockpit controls.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Motion and effect of cockpit controls. 29... Accommodations § 29.779 Motion and effect of cockpit controls. Cockpit controls must be designed so that they... collective pitch control, must operate with a sense of motion which corresponds to the effect on the...

14 CFR 29.779 - Motion and effect of cockpit controls.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 1 2013-01-01 2013-01-01 false Motion and effect of cockpit controls. 29... Accommodations § 29.779 Motion and effect of cockpit controls. Cockpit controls must be designed so that they... collective pitch control, must operate with a sense of motion which corresponds to the effect on the...

14 CFR 27.779 - Motion and effect of cockpit controls.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Motion and effect of cockpit controls. 27... Accommodations § 27.779 Motion and effect of cockpit controls. Cockpit controls must be designed so that they... collective pitch control, must operate with a sense of motion which corresponds to the effect on the...

14 CFR 27.779 - Motion and effect of cockpit controls.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Motion and effect of cockpit controls. 27... Accommodations § 27.779 Motion and effect of cockpit controls. Cockpit controls must be designed so that they... collective pitch control, must operate with a sense of motion which corresponds to the effect on the...

14 CFR 29.779 - Motion and effect of cockpit controls.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Motion and effect of cockpit controls. 29... Accommodations § 29.779 Motion and effect of cockpit controls. Cockpit controls must be designed so that they... collective pitch control, must operate with a sense of motion which corresponds to the effect on the...

14 CFR 27.779 - Motion and effect of cockpit controls.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Motion and effect of cockpit controls. 27... Accommodations § 27.779 Motion and effect of cockpit controls. Cockpit controls must be designed so that they... collective pitch control, must operate with a sense of motion which corresponds to the effect on the...

14 CFR 29.779 - Motion and effect of cockpit controls.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Motion and effect of cockpit controls. 29... Accommodations § 29.779 Motion and effect of cockpit controls. Cockpit controls must be designed so that they... collective pitch control, must operate with a sense of motion which corresponds to the effect on the...

14 CFR 27.779 - Motion and effect of cockpit controls.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 1 2013-01-01 2013-01-01 false Motion and effect of cockpit controls. 27... Accommodations § 27.779 Motion and effect of cockpit controls. Cockpit controls must be designed so that they... collective pitch control, must operate with a sense of motion which corresponds to the effect on the...

Why is it Doing That? - Assumptions about the FMS

NASA Technical Reports Server (NTRS)

Feary, Michael; Immanuel, Barshi; Null, Cynthia H. (Technical Monitor)

1998-01-01

In the glass cockpit, it's not uncommon to hear exclamations such as "why is it doing that?". Sometimes pilots ask "what were they thinking when they set it this way?" or "why doesn't it tell me what it's going to do next?". Pilots may hold a conceptual model of the automation that is the result of fleet lore, which may or may not be consistent with what the engineers had in mind. But what did the engineers have in mind? In this study, we present some of the underlying assumptions surrounding the glass cockpit. Engineers and designers make assumptions about the nature of the flight task; at the other end, instructor and line pilots make assumptions about how the automation works and how it was intended to be used. These underlying assumptions are seldom recognized or acknowledged, This study is an attempt to explicitly arti culate such assumptions to better inform design and training developments. This work is part of a larger project to support training strategies for automation.

Literature review of voice recognition and generation technology for Army helicopter applications

NASA Astrophysics Data System (ADS)

Christ, K. A.

1984-08-01

This report is a literature review on the topics of voice recognition and generation. Areas covered are: manual versus vocal data input, vocabulary, stress and workload, noise, protective masks, feedback, and voice warning systems. Results of the studies presented in this report indicate that voice data entry has less of an impact on a pilot's flight performance, during low-level flying and other difficult missions, than manual data entry. However, the stress resulting from such missions may cause the pilot's voice to change, reducing the recognition accuracy of the system. The noise present in helicopter cockpits also causes the recognition accuracy to decrease. Noise-cancelling devices are being developed and improved upon to increase the recognition performance in noisy environments. Future research in the fields of voice recognition and generation should be conducted in the areas of stress and workload, vocabulary, and the types of voice generation best suited for the helicopter cockpit. Also, specific tasks should be studied to determine whether voice recognition and generation can be effectively applied.

Cockpit design and cross-cultural issues underlying failures in crew resource management.

PubMed

Harris, Don; Li, Wen-Chin

2008-05-01

High power-distance has been implicated in many aircraft accidents involving Southeast Asian carriers where crew resource management (CRM) has been identified as a root cause. However, this commentary argues that the design of modern flight decks and their standard operating procedures have an inherent Western (low power-distance) bias within them which exacerbates these CRM issues.

Aerospace Communications Security Technologies Demonstrated

NASA Technical Reports Server (NTRS)

Griner, James H.; Martzaklis, Konstantinos S.

2003-01-01

In light of the events of September 11, 2001, NASA senior management requested an investigation of technologies and concepts to enhance aviation security. The investigation was to focus on near-term technologies that could be demonstrated within 90 days and implemented in less than 2 years. In response to this request, an internal NASA Glenn Research Center Communications, Navigation, and Surveillance Aviation Security Tiger Team was assembled. The 2-year plan developed by the team included an investigation of multiple aviation security concepts, multiple aircraft platforms, and extensively leveraged datalink communications technologies. It incorporated industry partners from NASA's Graphical Weather-in-the-Cockpit research, which is within NASA's Aviation Safety Program. Two concepts from the plan were selected for demonstration: remote "black box," and cockpit/cabin surveillance. The remote "black box" concept involves real-time downlinking of aircraft parameters for remote monitoring and archiving of aircraft data, which would assure access to the data following the loss or inaccessibility of an aircraft. The cockpit/cabin surveillance concept involves remote audio and/or visual surveillance of cockpit and cabin activity, which would allow immediate response to any security breach and would serve as a possible deterrent to such breaches. The datalink selected for the demonstrations was VDL Mode 2 (VHF digital link), the first digital datalink for air-ground communications designed for aircraft use. VDL Mode 2 is beginning to be implemented through the deployment of ground stations and aircraft avionics installations, with the goal of being operational in 2 years. The first demonstration was performed December 3, 2001, onboard the LearJet 25 at Glenn. NASA worked with Honeywell, Inc., for the broadcast VDL Mode 2 datalink capability and with actual Boeing 757 aircraft data. This demonstration used a cockpitmounted camera for video surveillance and a coupling to the intercom system for audio surveillance. Audio, video, and "black box" data were simultaneously streamed to the ground, where they were displayed to a Glenn audience of senior management and aviation security team members.

Classification of response-types for single-pilot NOE helicopter combat tasks

NASA Technical Reports Server (NTRS)

Mitchell, David G.; Hoh, Roger H.; Atencio, Adolph, Jr.

1987-01-01

Two piloted simulations have recently been conducted to evaluate both workload and handling qualities requirements for operation of a helicopter by a single pilot in a nap-of-the-earth combat environment. An advanced cockpit, including a moving-map display and an interactive touchpad screen, provided aircraft mission, status, and position information to the pilot. The results of the simulations are reviewed, and the impact of these results on the development of a revised helicopter handling qualities specification is discussed. Rate command is preferred over attitude command in pitch and roll, and attitude hold over groundspeed hold, for low-speed precision pointing tasks. Position hold is necessary for Level 1 handling qualities in hover when the pilot is required to perform secondary tasks. Addition of a second crew member improves pilot ratings.

A Task Analytic Process to Define Future Concepts in Aviation

NASA Technical Reports Server (NTRS)

Gore, Brian Francis; Wolter, Cynthia A.

2014-01-01

A necessary step when developing next generation systems is to understand the tasks that operators will perform. One NextGen concept under evaluation termed Single Pilot Operations (SPO) is designed to improve the efficiency of airline operations. One SPO concept includes a Pilot on Board (PoB), a Ground Station Operator (GSO), and automation. A number of procedural changes are likely to result when such changes in roles and responsibilities are undertaken. Automation is expected to relieve the PoB and GSO of some tasks (e.g. radio frequency changes, loading expected arrival information). A major difference in the SPO environment is the shift to communication-cued crosschecks (verbal / automated) rather than movement-cued crosschecks that occur in a shared cockpit. The current article highlights a task analytic process of the roles and responsibilities between a PoB, an approach-phase GSO, and automation.

Workshop on Aeronautical Decision Making (ADM). Volume 2. Plenary Session with Presentations and Proposed Action Plan

DTIC Science & Technology

1992-08-01

programs have several common functional components dealing with: attention , crew, stress, mental attitude, and risk issues. The role which the five...five interrelated concept areas furnish "rules and tools" to help prevent common errors. For instance: 1. Attention management issues include...pilots must manage his/her attention in a timely manor and sequentially employ the other cockpit management tools (for controlling stress etc.). The text

Crew Alertness Management on the Flight Deck: Cognitive and Vigilance Performance

NASA Technical Reports Server (NTRS)

Dinges, David F.

1998-01-01

This project had three broad goals: (1) to identify environmental and organismic risks to performance of long-haul cockpit crews; (2) to assess how cognitive and psychomotor vigilance performance, and subjective measures of alertness, were affected by work-rest schedules typical of long-haul cockpit crews; and (3) to determine the alertness-promoting effectiveness of behavioral and technological countermeasures to fatigue on the flight deck. During the course of the research, a number of studies were completed in cooperation with the NASA Ames Fatigue Countermeasures Program. The publications emerging from this project are listed in a bibliography in the appendix. Progress toward these goals will be summarized below according to the period in which it was accomplished.

Expert communication link management: overview and progress

NASA Astrophysics Data System (ADS)

Dunkelberger, Kirk A.

1998-08-01

Consider the downsizing of our forces, the increasing complexity of our tactical platforms, and the ever widening array of communication options and the conclusion is inevitable. The need for automated support to reduce communication-related workload is critical to continued task force effectiveness. In a previous era, communication management expertise resided solely in the form of human experts. These experts flew with the pilots, providing the most effective means of communication in real time; they have since been removed from a great number of platforms due to force downsizing and real estate value in the cockpit. This burden has typically been shifted to the pilot, providing another set of tasks in an environment which is already far too taxing. An Expert Communication Link Manger (ECLM) is required -- a trusted, reliable assistant which can determine optimal link, channel, and waveform data for the communication requirements at hand and translate those requirements transparently into communication device control. Technologies are at hand which make ECLM possible; the mixture of these elements in the correct proportions can provide a capable, deployable, and cost effective ECLM in the near term. This paper describes specific applied ECLM research work in progress funded by the USAF under a four year effort. Operational objectives, technical objectives, a reference design, and technical excursions within the broad ECLM scope will be discussed in detail. Results of prototypes built to date in the area of communication inference from speech understanding, dynamic adaptive routing, and packet switching networks in the tactical environment will be presented.

Cockpit avionics integration and automation

NASA Technical Reports Server (NTRS)

Pischke, Keith M.

1990-01-01

Information on cockpit avionics integration and automation is given in viewgraph form, with a number of photographs. The benefits of cockpit integration are listed. The MD-11 flight guidance/flight deck system is illustrated.

KENNEDY SPACE CENTER, FLA. - NASA Vehicle Manager for Discovery, Stephanie Stilson poses for a photo after working with a KSC Web team who were filming a special feature for the KSC Web. Stilson explained her role in the recent Orbiter Major Modification period, which included inspection, modifications and reservicing of most systems onboard. The work on Discovery also included the installation of a Multifunction Electronic Display Subsystem (MEDS) - a state-of-the-art “glass cockpit.” The orbiter is now being prepared for eventual launch on a future mission.

NASA Image and Video Library

2004-01-22

KENNEDY SPACE CENTER, FLA. - NASA Vehicle Manager for Discovery, Stephanie Stilson poses for a photo after working with a KSC Web team who were filming a special feature for the KSC Web. Stilson explained her role in the recent Orbiter Major Modification period, which included inspection, modifications and reservicing of most systems onboard. The work on Discovery also included the installation of a Multifunction Electronic Display Subsystem (MEDS) - a state-of-the-art “glass cockpit.” The orbiter is now being prepared for eventual launch on a future mission.

KENNEDY SPACE CENTER, FLA. - Standing on a workstand (at left) in the Orbiter Processing Facility is Stephanie Stilson, NASA vehicle manager for Discovery. She is being filmed for a special feature on the KSC Web about the recent Orbiter Major Modification period on Discovery, which included inspection, modifications and reservicing of most systems onboard, plus installation of a Multifunction Electronic Display Subsystem (MEDS) - a state-of-the-art “glass cockpit.” The orbiter is now being prepared for eventual launch on a future mission.

NASA Image and Video Library

2004-01-22

KENNEDY SPACE CENTER, FLA. - Standing on a workstand (at left) in the Orbiter Processing Facility is Stephanie Stilson, NASA vehicle manager for Discovery. She is being filmed for a special feature on the KSC Web about the recent Orbiter Major Modification period on Discovery, which included inspection, modifications and reservicing of most systems onboard, plus installation of a Multifunction Electronic Display Subsystem (MEDS) - a state-of-the-art “glass cockpit.” The orbiter is now being prepared for eventual launch on a future mission.

KENNEDY SPACE CENTER, FLA. - In the Orbiter Processing Facility, Stephanie Stilson, NASA vehicle manager for Discovery, stands in front of a leading edge on the wing of Discovery. She is being filmed for a special feature on the KSC Web about the recent Orbiter Major Modification period on Discovery, which included inspection, modifications and reservicing of most systems onboard, plus installation of a Multifunction Electronic Display Subsystem (MEDS) - a state-of-the-art “glass cockpit.” The orbiter is now being prepared for eventual launch on a future mission.

NASA Image and Video Library

2004-01-22

KENNEDY SPACE CENTER, FLA. - In the Orbiter Processing Facility, Stephanie Stilson, NASA vehicle manager for Discovery, stands in front of a leading edge on the wing of Discovery. She is being filmed for a special feature on the KSC Web about the recent Orbiter Major Modification period on Discovery, which included inspection, modifications and reservicing of most systems onboard, plus installation of a Multifunction Electronic Display Subsystem (MEDS) - a state-of-the-art “glass cockpit.” The orbiter is now being prepared for eventual launch on a future mission.

Why Do People Make Mistakes?

NASA Technical Reports Server (NTRS)

Barshi, Immanuel

2016-01-01

Multitasking is endemic in modern life and work: drivers talk on cell phones, office workers type while answering phone calls, students do homework while text messaging, nurses prepare injections while responding to doctors calls, and air traffic controllers direct aircraft in one sector while handling additional traffic in another. Whether in daily life or at work, we are constantly bombarded with multiple, concurrent interruptions and demands and we have all somehow come to believe in the myth that we can, and in fact are expected to, easily address them all - without any repercussions. However, accumulating scientific evidence is now suggesting that multitasking increases the probability of human error. This talk presents a set of NASA studies that characterize concurrent demands in one work domain, routine airline cockpit operations, in order to illustrate the ways operational task demands together with the proclivity to manage them all concurrently make human performance in this and in any domain vulnerable to potentially serious errors and to accidents.

Simulator comparison of thumball, thumb switch, and touch screen input concepts for interaction with a large screen cockpit display format

NASA Technical Reports Server (NTRS)

Jones, Denise R.; Parrish, Russell V.

1990-01-01

A piloted simulation study was conducted comparing three different input methods for interfacing to a large screen, multiwindow, whole flight deck display for management of transport aircraft systems. The thumball concept utilized a miniature trackball embedded in a conventional side arm controller. The multifunction control throttle and stick (MCTAS) concept employed a thumb switch located in the throttle handle. The touch screen concept provided data entry through a capacitive touch screen installed on the display surface. The objective and subjective results obtained indicate that, with present implementations, the thumball concept was the most appropriate for interfacing with aircraft systems/subsystems presented on a large screen display. Not unexpectedly, the completion time differences between the three concepts varied with the task being performed, although the thumball implementation consistently outperformed the other two concepts. However, pilot suggestions for improved implementations of the MCTAS and touch screen concepts could reduce some of these differences.

The evolution of Crew Resource Management training in commercial aviation

NASA Technical Reports Server (NTRS)

Helmreich, R. L.; Merritt, A. C.; Wilhelm, J. A.

1999-01-01

In this study, we describe changes in the nature of Crew Resource Management (CRM) training in commercial aviation, including its shift from cockpit to crew resource management. Validation of the impact of CRM is discussed. Limitations of CRM, including lack of cross-cultural generality are considered. An overarching framework that stresses error management to increase acceptance of CRM concepts is presented. The error management approach defines behavioral strategies taught in CRM as error countermeasures that are employed to avoid error, to trap errors committed, and to mitigate the consequences of error.

NASA’s Improved Supersonic Cockpit Display Shows Precise Locations of Sonic Booms

NASA Image and Video Library

2016-10-15

Flight Test Engineer Jacob Schaefer inspects the Cockpit Interactive Sonic Boom Display Avionics, or CISBoomDA, from the cockpit of his F-18 at NASA’s Armstrong Flight Research Center in Edwards, California.

An Investigation of General Aviation Problems and Issues: An Integration of Pilot-Cockpit Interface Research

NASA Technical Reports Server (NTRS)

Bortolussi, Michael R.

1997-01-01

The General Aviation (GA) industry has suffered a ten-year decline in the number of airplanes sold. This decline is due mainly to the increase cost associated with purchasing, insuring, maintaining, operating, and pilot training a GA airplane. In response to this decline the Federal Aviation Administration (FAA) and the National Aeronautics and Space Administration (NASA) developed a program (Advanced General Aviation Transport Experiments - AGATE) to address these issues. The purpose of AGATE focused within this report is to reduce the costs to acquire and maintain instrument-flight-proficiency. The AGATE program defined four elements necessary to accomplish these goals: (1) new and intuitive cockpit displays and controls, (2) situation technologies for weather, traffic, and navigation, (3) expert systems for system monitoring, and (4) reduced cost training methods. One recognized need for the GA pilot and airplane is to provide cockpit displays and systems already available to transport category airplane. These displays such as Electronic Flight and Instrument System (EFIS), graphic weather and traffic displays, and flight management systems. The goal of this grant was to develop the AGATE GA Display Evaluation Workstation as a tool to test these existing and emerging technologies in the GA environment.

Helicopter door and window jettison mechanisms for underwater escape: ergonomic confusion!

PubMed

Brooks, C J; Bohemier, A P

1997-09-01

There are 23 different door, hatch, and window release mechanisms identified in 35 types of helicopters that earn their living over water. There is no standardization of the mechanism within each cockpit or among helicopter types, nor is there any standardization of the location relative to the operation; whether the mechanism matches the task or in which direction the door/hatch/window is jettisoned. New regulations are needed by military and civilian authorities to address the ergonomic confusion.

Anthropometric considerations for a 4-axis side-arm flight controller

NASA Technical Reports Server (NTRS)

Debellis, W. B.

1986-01-01

A data base on multiaxis side-arm flight controls was generated. The rapid advances in fly-by-light technology, automatic stability systems, and onboard computers have combined to create flexible flight control systems which could reduce the workload imposed on the operator by complex new equipment. This side-arm flight controller combines four controls into one unit and should simplify the pilot's task. However, the use of a multiaxis side-arm flight controller without complete cockpit integration may tend to increase the pilot's workload.

Flight Dynamics and Controls Discipline Overview

NASA Technical Reports Server (NTRS)

Theodore, Colin R.

2012-01-01

This presentation will touch topics, including but not limited to, the objectives and challenges of flight dynamics and controls that deal with the pilot and the cockpit's technology, the flight dynamics and controls discipline tasks, and the full envelope of flight dynamics modeling. In addition, the LCTR 7x10-ft wind tunnel test will also be included along with the optimal trajectories for noise abatement and its investigations on handling quality. Furthermore, previous experiments and their complying results will also be discussed.

Crew Roles and Interactions in Scientific Space Exploration

NASA Technical Reports Server (NTRS)

Love, Stanley G.; Bleacher, Jacob E.

2013-01-01

Future piloted space exploration missions will focus more on science than engineering, a change which will challenge existing concepts for flight crew tasking and demand that participants with contrasting skills, values, and backgrounds learn to cooperate as equals. In terrestrial space flight analogs such as Desert Research And Technology Studies, engineers, pilots, and scientists can practice working together, taking advantage of the full breadth of all team members training to produce harmonious, effective missions that maximize the time and attention the crew can devote to science. This paper presents, in a format usable as a reference by participants in the field, a successfully tested crew interaction model for such missions. The model builds upon the basic framework of a scientific field expedition by adding proven concepts from aviation and human spaceflight, including expeditionary behavior and cockpit resource management, cooperative crew tasking and adaptive leadership and followership, formal techniques for radio communication, and increased attention to operational considerations. The crews of future spaceflight analogs can use this model to demonstrate effective techniques, learn from each other, develop positive working relationships, and make their expeditions more successful, even if they have limited time to train together beforehand. This model can also inform the preparation and execution of actual future spaceflights.

Crew roles and interactions in scientific space exploration

NASA Astrophysics Data System (ADS)

Love, Stanley G.; Bleacher, Jacob E.

2013-10-01

Future piloted space exploration missions will focus more on science than engineering, a change which will challenge existing concepts for flight crew tasking and demand that participants with contrasting skills, values, and backgrounds learn to cooperate as equals. In terrestrial space flight analogs such as Desert Research And Technology Studies, engineers, pilots, and scientists can practice working together, taking advantage of the full breadth of all team members' training to produce harmonious, effective missions that maximize the time and attention the crew can devote to science. This paper presents, in a format usable as a reference by participants in the field, a successfully tested crew interaction model for such missions. The model builds upon the basic framework of a scientific field expedition by adding proven concepts from aviation and human space flight, including expeditionary behavior and cockpit resource management, cooperative crew tasking and adaptive leadership and followership, formal techniques for radio communication, and increased attention to operational considerations. The crews of future space flight analogs can use this model to demonstrate effective techniques, learn from each other, develop positive working relationships, and make their expeditions more successful, even if they have limited time to train together beforehand. This model can also inform the preparation and execution of actual future space flights.

A Graphics Environment Supporting the Rapid Prototyping of Pictorial Cockpit Displays

DTIC Science & Technology

1986-12-01

0 - niDi cO 3 FIL .OF I A GRAPHICS ENVIRONMENT SUPPORTING THE RAPID PROTOTYPING OF PICTORIAL COCKPIT DISPLAYS THESIS Alan J. Braaten Captain, USAF...COCKPIT DISPLAYS THESIS Alan J. Braaten Captain, USAF AFIT/GCS/IA/86D- 1 Appram:ed for public release; distribution unlimited AFIT/GCS/MA/80- 1 A...GRAPHICS ENVIROWNT SUPPORTING THE RAPID PROTOTYPING OF PICTORIAL COCKPIT DISPLAYS THESIS Preented to the Faculty Of the School of Engineering of the Air

The Design, Development and Testing of Complex Avionics Systems: Conference Proceedings Held at the Avionics Panel Symposium in Las Vegas, Nevada on 27 April-1 May 1987

DTIC Science & Technology

1987-12-01

Normally, the system is decomposed into manageable parts with accurately defined interfaces. By rigidly controlling this process, aerospace companies have...Reference A CHANGE IN SYSTEM DESIGN EMPHASIS: FROM MACHINE TO MAN by M.L.Metersky and J.L.Ryder 16 SESSION I1 - MANAGING THE FUl URE SYSTEM DESIGN...PROCESS MANAGING ADVANCED AVIONIC SYSTEM DESIGN by P.Simons 17 ERGONOMIE PSYCHOSENSORIELLE DES COCKPITS, INTERET DES SYSTEMES INFORMATIQUES INTELLIGENTS

The effects of cuing in time-shared tasks. [for aircraft flight route-way-point information

NASA Technical Reports Server (NTRS)

Chechile, R. A.; Sadoski, D. M.

1983-01-01

The results of two divided-attention experiments involving the editing of route-way-point displays on an avionics computer unit are reported. Two side tasks were required of the subjects, and either no cue, verbal cues appearing on the CRT, or symbolic cues (lights on the keyboard adjacent to keys to be used) were given to facilitate the primary editing task. Forty female and 30 male undergraduates were trained in the separate and combined tasks and divided randomly into groups of 25 for the cuing tests. A second test with three 10-subject groups was conducted at least one month later to investigate the efficacy of cuing for infrequently used procedures. It is found that only symbolic cuing significantly improved primary-task performance, increasing editing accuracy in the repetitive tests and reducing editing time in the delayed tests. Verbal cuing, probably because it requires additional cognitive effort, has no significant beneficial effect. These results are considered important for designing instruments for work environments requiring the performance of concurrent tasks, and as aircraft cockpits.

Automated cockpits special report, part 1.

PubMed

1995-01-30

Part one of this report includes the following articles: Accidents Direct Focus on Cockpit Automation; Modern Cockpit Complexity Challenges Pilot Interfaces; Airbus Seeks to Keep Pilot, New Technology in harmony; NTSB: Mode Confusion Poses Safety Threat; and, Certification Officials grapple with Flight Deck Complexity.

Conceptual Design of a Tiltrotor Transport Flight Deck

NASA Technical Reports Server (NTRS)

Decker, William A.; Dugan, Daniel C.; Simmons, Rickey C.; Tucker, George E.; Aiken, Edwin W. (Technical Monitor)

1995-01-01

A tiltrotor transport has considerable potential as a regional transport, increasing the air transportation system capacity by off-loading conventional runways. Such an aircraft will have a flight deck suited to its air transportation task and adapted to unique urban vertiport operating requirements. Such operations are likely to involve steep, slow instrument approaches for vertical and extremely short rolling take-offs and landings. While much of a tiltrotor transport's operations will be in common with commercial fixed-wing operations, terminal area operations will impose alternative flight deck design solutions. Control systems, displays and guidance, and control inceptors must be tailored to both routine and emergency vertical flight operations. This paper will survey recent experience with flight deck design elements suitable to a tiltrotor transport and will propose a conceptual cockpit design for such an aircraft. A series of piloted simulations using the NASA Ames Vertical Motion Simulator have investigated cockpit design elements and operating requirements for tiltrotor transports operating into urban vertiports. These experiments have identified the need for a flight director or equivalent display guidance for steep final approaches. A flight path vector display format has proven successful for guiding tiltrotor transport terminal area operations. Experience with a Head-Up Display points to the need for a bottom-mounted display device to maximize its utility on steep final approach paths. Configuration control (flap setting and nacelle angle) requires appropriate augmentation and tailoring for civil transport operations, flown to an airline transport pilot instrument flight rules (ATP-IFR) standard. The simulation experiments also identified one thrust control lever geometry as inappropriate to the task and found at least acceptable results with the vertical thrust control lever of the XV-15. In addition to the thrust controller, the attitude control of a tiltrotor transport may be effected through an inceptor other than the current center sticks in the XV-15 and V-22. Simulation and flight investigations of side-stick control inceptors for rotorcraft, augmented by a 1985 flight test of a side-stick controller in the XV-15 suggest the potential of such a device in a transport cockpit.

Development and Demonstration of a Prototype Free Flight Cockpit Display of Traffic Information

NASA Technical Reports Server (NTRS)

Johnson, Walter W.; Battiste, Vernol; Delzell, Susanne; Holland, Sheila; Belcher, Sean; Jordan, Kevin

2003-01-01

Two versions of a prototype Free Flight cockpit situational display (Basic and Enhanced) were examined in a simulation at the NASA Ames Research Center. Both displays presented a display of traffic out to a range of 120 NM, and an alert when the automation detected a substantial danger of losing separation with another aircraft. The task for the crews was to detect and resolve threats to separation posed by intruder aircraft. An Enhanced version of the display was also examined. It incorporated two additional conflict alerting levels and tools to aid in trajectory prediction and path planning. Ten crews from a major airline participated in the study. Performance analyses and pilot debriefings showed that the Enhanced display was preferred, and that minimal separation between the intruder and the ownship was larger with the Enhanced display. In addition, the additional information on the Enhanced display did not lead crews to engage in more maneuvering. Instead an opposite trend was indicated. Finally, crews using the Enhanced display responded more proactively, tending to resolve alerts earlier.

Army-NASA aircrew/aircraft integration program (A3I) software detailed design document, phase 3

NASA Technical Reports Server (NTRS)

Banda, Carolyn; Chiu, Alex; Helms, Gretchen; Hsieh, Tehming; Lui, Andrew; Murray, Jerry; Shankar, Renuka

1990-01-01

The capabilities and design approach of the MIDAS (Man-machine Integration Design and Analysis System) computer-aided engineering (CAE) workstation under development by the Army-NASA Aircrew/Aircraft Integration Program is detailed. This workstation uses graphic, symbolic, and numeric prototyping tools and human performance models as part of an integrated design/analysis environment for crewstation human engineering. Developed incrementally, the requirements and design for Phase 3 (Dec. 1987 to Jun. 1989) are described. Software tools/models developed or significantly modified during this phase included: an interactive 3-D graphic cockpit design editor; multiple-perspective graphic views to observe simulation scenarios; symbolic methods to model the mission decomposition, equipment functions, pilot tasking and loading, as well as control the simulation; a 3-D dynamic anthropometric model; an intermachine communications package; and a training assessment component. These components were successfully used during Phase 3 to demonstrate the complex interactions and human engineering findings involved with a proposed cockpit communications design change in a simulated AH-64A Apache helicopter/mission that maps to empirical data from a similar study and AH-1 Cobra flight test.

14 CFR 25.1457 - Cockpit voice recorders.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Cockpit voice recorders. 25.1457 Section 25... recorders. (a) Each cockpit voice recorder required by the operating rules of this chapter must be approved... interphone system. (4) Voice or audio signals identifying navigation or approach aids introduced into a...

14 CFR 25.1457 - Cockpit voice recorders.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 1 2013-01-01 2013-01-01 false Cockpit voice recorders. 25.1457 Section 25... recorders. (a) Each cockpit voice recorder required by the operating rules of this chapter must be approved... interphone system. (4) Voice or audio signals identifying navigation or approach aids introduced into a...

14 CFR 29.1457 - Cockpit voice recorders.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Cockpit voice recorders. 29.1457 Section 29... recorders. (a) Each cockpit voice recorder required by the operating rules of this chapter must be approved... interphone system. (4) Voice or audio signals identifying navigation or approach aids introduced into a...

14 CFR 29.1457 - Cockpit voice recorders.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 1 2013-01-01 2013-01-01 false Cockpit voice recorders. 29.1457 Section 29... recorders. (a) Each cockpit voice recorder required by the operating rules of this chapter must be approved... interphone system. (4) Voice or audio signals identifying navigation or approach aids introduced into a...

14 CFR 25.1457 - Cockpit voice recorders.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Cockpit voice recorders. 25.1457 Section 25... recorders. (a) Each cockpit voice recorder required by the operating rules of this chapter must be approved... interphone system. (4) Voice or audio signals identifying navigation or approach aids introduced into a...

46 CFR 178.420 - Drainage of cockpit vessels.

Code of Federal Regulations, 2011 CFR

2011-10-01

... 46 Shipping 7 2011-10-01 2011-10-01 false Drainage of cockpit vessels. 178.420 Section 178.420 Shipping COAST GUARD, DEPARTMENT OF HOMELAND SECURITY (CONTINUED) SMALL PASSENGER VESSELS (UNDER 100 GROSS TONS) INTACT STABILITY AND SEAWORTHINESS Drainage of Weather Decks § 178.420 Drainage of cockpit...

46 CFR 178.420 - Drainage of cockpit vessels.

Code of Federal Regulations, 2012 CFR

2012-10-01

... 46 Shipping 7 2012-10-01 2012-10-01 false Drainage of cockpit vessels. 178.420 Section 178.420 Shipping COAST GUARD, DEPARTMENT OF HOMELAND SECURITY (CONTINUED) SMALL PASSENGER VESSELS (UNDER 100 GROSS TONS) INTACT STABILITY AND SEAWORTHINESS Drainage of Weather Decks § 178.420 Drainage of cockpit...

46 CFR 178.420 - Drainage of cockpit vessels.

Code of Federal Regulations, 2010 CFR

2010-10-01

... 46 Shipping 7 2010-10-01 2010-10-01 false Drainage of cockpit vessels. 178.420 Section 178.420 Shipping COAST GUARD, DEPARTMENT OF HOMELAND SECURITY (CONTINUED) SMALL PASSENGER VESSELS (UNDER 100 GROSS TONS) INTACT STABILITY AND SEAWORTHINESS Drainage of Weather Decks § 178.420 Drainage of cockpit...

46 CFR 178.420 - Drainage of cockpit vessels.

Code of Federal Regulations, 2013 CFR

2013-10-01

... 46 Shipping 7 2013-10-01 2013-10-01 false Drainage of cockpit vessels. 178.420 Section 178.420 Shipping COAST GUARD, DEPARTMENT OF HOMELAND SECURITY (CONTINUED) SMALL PASSENGER VESSELS (UNDER 100 GROSS TONS) INTACT STABILITY AND SEAWORTHINESS Drainage of Weather Decks § 178.420 Drainage of cockpit...

46 CFR 178.420 - Drainage of cockpit vessels.

Code of Federal Regulations, 2014 CFR

2014-10-01

... 46 Shipping 7 2014-10-01 2014-10-01 false Drainage of cockpit vessels. 178.420 Section 178.420 Shipping COAST GUARD, DEPARTMENT OF HOMELAND SECURITY (CONTINUED) SMALL PASSENGER VESSELS (UNDER 100 GROSS TONS) INTACT STABILITY AND SEAWORTHINESS Drainage of Weather Decks § 178.420 Drainage of cockpit...

Helicopter cockpit seat side and trapezius muscle metabolism with night vision goggles.

PubMed

Harrison, Michael F; Neary, J Patrick; Albert, Wayne J; Veillette, Dan W; McKenzie, Neil P; Croll, James C

2007-10-01

Documented neck strain among military helicopter aircrew is becoming more frequent and many militaries use helicopters that provide pilots with the option of sitting in the left or right cockpit seat during missions. The purpose of this study was to use near infrared spectroscopy (NIRS) to investigate the physiological changes in trapezius muscle oxygenation and blood volume during night vision goggle (NVG) flights as a function of left and right cockpit seating. There were 25 pilots who were monitored during NVG flight simulator missions (97.7 +/- 16.1 min). Bilateral NIRS probes attached to the trapezius muscles at C7 level recorded total oxygenation index (TOI, %), total hemoglobin (tHb), oxyhemoglobin (Hbo2), and deoxyhemo-globin (HHb). No significant differences existed between variables for pilots seated in the right cockpit seat as compared with the pilots seated in the left cockpit seat in either trapezius muscle (pTOI = 0.72; ptHb = 0.72; pHbo2 = 0.57; pHHb = 0.21). Alternating cockpit seats on successive missions is not a means to decrease metabolic stress for helicopter pilots using NVG. This suggests that cockpit layout and location of essential instruments with respect to the horizontal and the increased head supported mass of the NVG may be important factors influencing metabolic stress of the trapezius muscle.

Flight State Information Inference with Application to Helicopter Cockpit Video Data Analysis Using Data Mining Techniques

NASA Astrophysics Data System (ADS)

Shin, Sanghyun

The National Transportation Safety Board (NTSB) has recently emphasized the importance of analyzing flight data as one of the most effective methods to improve eciency and safety of helicopter operations. By analyzing flight data with Flight Data Monitoring (FDM) programs, the safety and performance of helicopter operations can be evaluated and improved. In spite of the NTSB's effort, the safety of helicopter operations has not improved at the same rate as the safety of worldwide airlines, and the accident rate of helicopters continues to be much higher than that of fixed-wing aircraft. One of the main reasons is that the participation rates of the rotorcraft industry in the FDM programs are low due to the high costs of the Flight Data Recorder (FDR), the need of a special readout device to decode the FDR, anxiety of punitive action, etc. Since a video camera is easily installed, accessible, and inexpensively maintained, cockpit video data could complement the FDR in the presence of the FDR or possibly replace the role of the FDR in the absence of the FDR. Cockpit video data is composed of image and audio data: image data contains outside views through cockpit windows and activities on the flight instrument panels, whereas audio data contains sounds of the alarms within the cockpit. The goal of this research is to develop, test, and demonstrate a cockpit video data analysis algorithm based on data mining and signal processing techniques that can help better understand situations in the cockpit and the state of a helicopter by efficiently and accurately inferring the useful flight information from cockpit video data. Image processing algorithms based on data mining techniques are proposed to estimate a helicopter's attitude such as the bank and pitch angles, identify indicators from a flight instrument panel, and read the gauges and the numbers in the analogue gauge indicators and digital displays from cockpit image data. In addition, an audio processing algorithm based on signal processing and abrupt change detection techniques is proposed to identify types of warning alarms and to detect the occurrence times of individual alarms from cockpit audio data. Those proposed algorithms are then successfully applied to simulated and real helicopter cockpit video data to demonstrate and validate their performance.

Effects of stimulus characteristics and task demands on pilots' perception of dichotic messages

NASA Technical Reports Server (NTRS)

Wenzel, Elizabeth M.

1986-01-01

The experiment is an initial investigation of pilot performance when auditory advisory messages are presented dichotically, either with or without a concurrent pursuit task requiring visual/motor dexterity. The dependent measures were percent correct and correct reaction times for manual responses to the auditory messages. Two stimulus variables which show facilitory effects in traditional dichotic-listening paradigms, differences in pitch and semantic content of the messages, were examined to determine their effectiveness during the functional simulation of helicopter pursuit. In an effort to accumulate points for the advisory messages for accuracy alone or for both accuracy and reaction times which were faster than their opponent's. In general, the combined effects of the stimulus and task variables are additive. When interactions do occur they suggest that an increase in task demands can sometimes mitigate, but usually does not remove, any processing advantages accrued from stimulus characteristics. The implications of these results for cockpit displays are discussed.

Situation Awareness and Levels of Automation: Empirical Assessment of Levels of Automation in the Commercial Cockpit

NASA Technical Reports Server (NTRS)

Kaber, David B.; Schutte, Paul C. (Technical Monitor)

2000-01-01

This report has been prepared to closeout a NASA grant to Mississippi State University (MSU) for research into situation awareness (SA) and automation in the advanced commercial aircraft cockpit. The grant was divided into two obligations including $60,000 for the period from May 11, 2000 to December 25, 2000. The information presented in this report summarizes work completed through this obligation. It also details work to be completed with the balance of the current obligation and unobligated funds amounting to $50,043, which are to be granted to North Carolina State University for completion of the research project from July 31, 2000 to May 10, 2001. This research was to involve investigation of a broad spectrum of degrees of automation of complex systems on human-machine performance and SA. The work was to empirically assess the effect of theoretical levels of automation (LOAs) described in a taxonomy developed by Endsley & Kaber (1999) on naive and experienced subject performance and SA in simulated flight tasks. The study was to be conducted in the context of a realistic simulation of aircraft flight control. The objective of this work was to identify LOAs that effectively integrate humans and machines under normal operating conditions and failure modes. In general, the work was to provide insight into the design of automation in the commercial aircraft cockpit. Both laboratory and field investigations were to be conducted. At this point in time, a high-fidelity flight simulator of the McDonald Douglas (MD) 11 aircraft has been completed. The simulator integrates a reconfigurable flight simulator developed by the Georgia Institute of Technology and stand-alone simulations of MD-11 autoflight systems developed at MSU. Use of the simulator has been integrated into a study plan for the laboratory research and it is expected that the simulator will also be used in the field study with actual commercial pilots. In addition to the flight simulator, an electronic version of the Situation Awareness Global Assessment Technique (SAGAT) has been completed for measuring commercial pilot SA in flight tasks. The SAGAT is to be used in both the lab and field studies. Finally, the lab study has been designed and subjects have been recruited for participation in experiments. This study will investigate the effects of five levels of automation, described in Endsley & Kaber's (1999) taxonomy and applied to the MD-11 autoflight system, on private pilot performance and SA in basic flight tasks by using the MD-11 simulator. The field study remains to be planned and executed.

Human Factors in Aviation Maintenance. Phase 1

DTIC Science & Technology

1991-11-01

Aircraft Maintenance Information SystemSupyyse AMP ......... Aircraft Maintenance Personnel CRM ....... Cockpit Resource Management AMT... developments were sponsored by the Department of interchange of relevant information between system par- Defense (DoD). Fewer than twenty systems are...ofindividuals without complicating lines ofcommand andothers in the maintenance system is repeated for row "I." orthe allocation ofresponsibility

Cross-cultural issues in CRM training

NASA Technical Reports Server (NTRS)

Merritt, A.; Helmreich, R. L. (Principal Investigator)

1995-01-01

The author presents six stages of intercultural awareness and relates them to cockpit resource management training. A case study examines cultural differences between South American and United States flight crews and the problems that can occur when pilots minimize differences. Differences in leadership styles are highlighted and strategies for training South American pilots are provided.

14 CFR 23.812 - Emergency lighting.

Code of Federal Regulations, 2010 CFR

2010-01-01

... light that illuminates in the cockpit when power is on in the airplane and the emergency lighting... station and be provided with automatic activation. The cockpit control device must have “on,” “off,” and... “armed” or “on” positions. (e) The cockpit control device must have provisions to allow the emergency...

Automated cockpits special report, part 2.

PubMed

1995-02-06

Part two of this report includes the following articles: Studies Highlight Automation 'Surprises'; Pilots Union Presses for Improved Displays; United Training Stresses Cockpit Discipline; Former NASA Ames Experts Hold Key Airline Posts; Aiding Mode Awareness; Military Cockpits Keep Autopilot Interface Simple; Gulfstream Using Vertical Profile Display; and, Data Recorders Crucial to State-of-art Crash Probes.

Operator modeling in commerical aviation: Cognitive models, intelligent displays, and pilot's assistants

NASA Technical Reports Server (NTRS)

Govindaraj, T.; Mitchell, C. M.

1994-01-01

One of the goals of the National Aviation Safety/Automation program is to address the issue of human-centered automation in the cockpit. Human-centered automation is automation that, in the cockpit, enhances or assists the crew rather than replacing them. The Georgia Tech research program focused on this general theme, with emphasis on designing a computer-based pilot's assistant, intelligent (i.e, context-sensitive) displays, and an intelligent tutoring system for understanding and operating the autoflight system. In particular, the aids and displays were designed to enhance the crew's situational awareness of the current state of the automated flight systems and to assist the crew's situational awareness of the current state of the automated flight systems and to assist the crew in coordinating the autoflight system resources. The activities of this grant included: (1) an OFMspert to understand pilot navigation activities in a 727 class aircraft; (2) an extension of OFMspert to understand mode control in a glass cockpit, Georgia Tech Crew Activity Tracking System (GT-CATS); (3) the design of a training system to teach pilots about the vertical navigation portion of the flight management system -VNAV Tutor; and (4) a proof-of-concept display, using existing display technology, to facilitate mode awareness, particularly in situations in which controlled flight into terrain (CFIT) is a potential.

An electronic flight bag for NextGen avionics

NASA Astrophysics Data System (ADS)

Zelazo, D. Eyton

2012-06-01

The introduction of the Next Generation Air Transportation System (NextGen) initiative by the Federal Aviation Administration (FAA) will impose new requirements for cockpit avionics. A similar program is also taking place in Europe by the European Organisation for the Safety of Air Navigation (Eurocontrol) called the Single European Sky Air Traffic Management Research (SESAR) initiative. NextGen will require aircraft to utilize Automatic Dependent Surveillance-Broadcast (ADS-B) in/out technology, requiring substantial changes to existing cockpit display systems. There are two ways that aircraft operators can upgrade their aircraft in order to utilize ADS-B technology. The first is to replace existing primary flight displays with new displays that are ADS-B compatible. The second, less costly approach is to install an advanced Class 3 Electronic Flight Bag (EFB) system. The installation of Class 3 EFBs in the cockpit will allow aircraft operators to utilize ADS-B technology in a lesser amount of time with a decreased cost of implementation and will provide additional benefits to the operator. This paper describes a Class 3 EFB, the NexisTM Flight-Intelligence System, which has been designed to allow users a direct interface with NextGen avionics sensors while additionally providing the pilot with all the necessary information to meet NextGen requirements.

Human factor implications of the Eurocopter AS332L-1 Super Puma cockpit

NASA Technical Reports Server (NTRS)

Padfield, R. Randall

1993-01-01

The purpose of this paper is to identify and describe some of the human factor problems which can occur in the cockpit of a modern civilian helicopter. After examining specific hardware and software problems in the cockpit design of the Eurocopter (Aerospatiale) AS332L-1 Super Puma, the author proposes several principles that can be used to avoid similar human factors problems in the design of future cockpits. These principles relate to the use and function of warning lights, the design of autopilots in two-pilot aircraft, and the labeling of switches and warning lights, specifically with respect to abbreviations and translations from languages other than English. In the final section of the paper, the author describes current trends in society which he suggests should be taken into consideration when designing future aircraft cockpits.

Usability Evaluation Survey for Identifying Design Issues in Civil Flight Deck

NASA Astrophysics Data System (ADS)

Ozve Aminian, Negin; Izzuddin Romli, Fairuz; Wiriadidjaja, Surjatin

2016-02-01

Ergonomics assessment for cockpit in civil aircraft is important as the pilots spend most of their time during flight on the seating posture imposed by its design. The improper seat design can cause discomfort and pain, which will disturb the pilot's concentration in flight. From a conducted survey, it is found that there are some issues regarding the current cockpit design. This study aims to highlight potential mismatches between the current cockpit design and the ergonomic design recommendations for anthropometric dimensions and seat design, which could be the roots of the problems faced by the pilots in the cockpit.

Cockpit display of hazardous weather information

NASA Technical Reports Server (NTRS)

Hansman, R. John, Jr.; Wanke, Craig

1990-01-01

Information transfer and display issues associated with the dissemination of hazardous weather warnings are studied in the context of windshear alerts. Operational and developmental windshear detection systems are briefly reviewed. The July 11, 1988 microburst events observed as part of the Denver Terminal Doppler Weather Radar (TDWR) operational evaluation are analyzed in terms of information transfer and the effectiveness of the microburst alerts. Information transfer, message content and display issues associated with microburst alerts generated from ground based sources are evaluated by means of pilot opinion surveys and part task simulator studies.

Cockpit display of hazardous weather information

NASA Technical Reports Server (NTRS)

Hansman, R. John, Jr.; Wanke, Craig

1989-01-01

Information transfer and display issues associated with the dissemination of hazardous-weather warnings are studied in the context of wind-shear alerts. Operational and developmental wind-shear detection systems are briefly reviewed. The July 11, 1988 microburst events observed as part of the Denver TDWR operational evaluation are analyzed in terms of information transfer and the effectiveness of the microburst alerts. Information transfer, message content, and display issues associated with microburst alerts generated from ground-based sources (Doppler radars, LLWAS, and PIREPS) are evaluated by means of pilot opinion surveys and part-task simulator studies.

The Forward Masking Effects of Low-Level Laser Glare on Target Location Performance in a Visual Search Task.

DTIC Science & Technology

1992-01-01

Oxford University Press, NY, 1984. 24. Neisser , U ., Cognitive Psychology; Chap. 2, Prentice-Hall, Inc., Englewood Cliffs, NJ, 1967. 25. Enoch, J.M...in this study. (ýRA•,’&l AI IC TA U J Ia oiic ti .y ......... .......... ........ DTIC ~ZTL7 c ~T~DIBy Distribu fo. I "". ’.1’...•’.. - , . 1 ii •0... u -der low-ambient lighting conditions, visual search inside the cockpit on a CRT monitor mounted in the instrument panel is not disrupted by laser

Technical approaches for measurement of human errors

NASA Technical Reports Server (NTRS)

Clement, W. F.; Heffley, R. K.; Jewell, W. F.; Mcruer, D. T.

1980-01-01

Human error is a significant contributing factor in a very high proportion of civil transport, general aviation, and rotorcraft accidents. The technical details of a variety of proven approaches for the measurement of human errors in the context of the national airspace system are presented. Unobtrusive measurements suitable for cockpit operations and procedures in part of full mission simulation are emphasized. Procedure, system performance, and human operator centered measurements are discussed as they apply to the manual control, communication, supervisory, and monitoring tasks which are relevant to aviation operations.

Development and validation of the crew-station system-integration research facility

NASA Technical Reports Server (NTRS)

Nedell, B.; Hardy, G.; Lichtenstein, T.; Leong, G.; Thompson, D.

1986-01-01

The various issues associated with the use of integrated flight management systems in aircraft were discussed. To address these issues a fixed base integrated flight research (IFR) simulation of a helicopter was developed to support experiments that contribute to the understanding of design criteria for rotorcraft cockpits incorporating advanced integrated flight management systems. A validation experiment was conducted that demonstrates the main features of the facility and the capability to conduct crew/system integration research.

An Assessment of Artificial Intelligence and Expert Systems Technology for Application to Management of Cockpit Systems.

DTIC Science & Technology

1986-09-01

expert systems will certainly find management applications a fertile field for research and practice." Elam and Henderson (1983) also discuss concepts ...Shortliffe, E.H. (1983). Expert systems research. Science, 220, 261-268, 15 Apr. * Elam, J.J. and Henderson, J.C. (1983). Knowledge engineering concepts for...Symposium on Aerospace and Electronic Systems, Advanced Concepts and Pioneering Perspectives, Dayton, OH, Sect 4, (pp 1-9), Nov 14-15. Dreyfus, H

76 FR 63169 - Airworthiness Directives; Bombardier Inc. Model DHC-8-102, -103, -106, -201, -202, -301, -311...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-10-12

.... Therefore, * * * this [Canadian] directive is issued to require rework of the cockpit door striker plate and... these Do these actions-- serial numbers-- 8-52-54, Revision A, dated 003 through 407 Rework the cockpit... AD rework the cockpit door striker plate and replace the latch block, in accordance with the...

75 FR 17041 - Extension of the Compliance Date for Cockpit Voice Recorder and Digital Flight Data Recorder...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-04-05

...] RIN 2120-AJ65 Extension of the Compliance Date for Cockpit Voice Recorder and Digital Flight Data... March 7, 2008, the FAA published a final rule titled ``Revisions to Cockpit Voice Recorder and Digital... digital flight data recorder equipment on certain aircraft beginning April 7, 2010. That compliance date...

14 CFR 91.609 - Flight data recorders and cockpit voice recorders.

Code of Federal Regulations, 2010 CFR

2010-01-01

... recorder or cockpit voice recorder is turned off to test it or to test any communications or electrical... recorder or cockpit voice recorder is turned off to test it or to test any communications or electrical... continuously from the instant the airplane begins the takeoff roll or the rotorcraft begins lift-off until the...

46 CFR 171.145 - Drainage of a vessel with a cockpit.

Code of Federal Regulations, 2011 CFR

2011-10-01

... either of the following equations: A=0.1(D) square inches. A=6.94(D) square centimeters. Where— A = the combined area of the scuppers in square inches (square centimeters). D = the area of the cockpit in square feet (square meters). (e) The cockpit deck of a vessel that operates on exposed or partially protected...

46 CFR 171.145 - Drainage of a vessel with a cockpit.

Code of Federal Regulations, 2013 CFR

2013-10-01

... either of the following equations: A=0.1(D) square inches. A=6.94(D) square centimeters. Where— A = the combined area of the scuppers in square inches (square centimeters). D = the area of the cockpit in square feet (square meters). (e) The cockpit deck of a vessel that operates on exposed or partially protected...

46 CFR 171.145 - Drainage of a vessel with a cockpit.

Code of Federal Regulations, 2014 CFR

2014-10-01

... either of the following equations: A=0.1(D) square inches. A=6.94(D) square centimeters. Where— A = the combined area of the scuppers in square inches (square centimeters). D = the area of the cockpit in square feet (square meters). (e) The cockpit deck of a vessel that operates on exposed or partially protected...

46 CFR 171.145 - Drainage of a vessel with a cockpit.

Code of Federal Regulations, 2012 CFR

2012-10-01

... either of the following equations: A=0.1(D) square inches. A=6.94(D) square centimeters. Where— A = the combined area of the scuppers in square inches (square centimeters). D = the area of the cockpit in square feet (square meters). (e) The cockpit deck of a vessel that operates on exposed or partially protected...

46 CFR 171.145 - Drainage of a vessel with a cockpit.

Code of Federal Regulations, 2010 CFR

2010-10-01

... either of the following equations: A=0.1(D) square inches. A=6.94(D) square centimeters. Where— A = the combined area of the scuppers in square inches (square centimeters). D = the area of the cockpit in square feet (square meters). (e) The cockpit deck of a vessel that operates on exposed or partially protected...

46 CFR 116.1120 - Drainage of cockpit vessels, well deck vessels, and open boats.

Code of Federal Regulations, 2013 CFR

2013-10-01

... boats. 116.1120 Section 116.1120 Shipping COAST GUARD, DEPARTMENT OF HOMELAND SECURITY (CONTINUED) SMALL... Drainage of cockpit vessels, well deck vessels, and open boats. Drainage of cockpit vessels, well deck vessels, and open boats must meet the applicable requirements of §§ 178.420, 178.430, 178.440, 178.450 in...

46 CFR 116.1120 - Drainage of cockpit vessels, well deck vessels, and open boats.

Code of Federal Regulations, 2010 CFR

2010-10-01

... boats. 116.1120 Section 116.1120 Shipping COAST GUARD, DEPARTMENT OF HOMELAND SECURITY (CONTINUED) SMALL... Drainage of cockpit vessels, well deck vessels, and open boats. Drainage of cockpit vessels, well deck vessels, and open boats must meet the applicable requirements of §§ 178.420, 178.430, 178.440, 178.450 in...

46 CFR 116.1120 - Drainage of cockpit vessels, well deck vessels, and open boats.

Code of Federal Regulations, 2014 CFR

2014-10-01

... boats. 116.1120 Section 116.1120 Shipping COAST GUARD, DEPARTMENT OF HOMELAND SECURITY (CONTINUED) SMALL... Drainage of cockpit vessels, well deck vessels, and open boats. Drainage of cockpit vessels, well deck vessels, and open boats must meet the applicable requirements of §§ 178.420, 178.430, 178.440, 178.450 in...

46 CFR 116.1120 - Drainage of cockpit vessels, well deck vessels, and open boats.

Code of Federal Regulations, 2012 CFR

2012-10-01

... boats. 116.1120 Section 116.1120 Shipping COAST GUARD, DEPARTMENT OF HOMELAND SECURITY (CONTINUED) SMALL... Drainage of cockpit vessels, well deck vessels, and open boats. Drainage of cockpit vessels, well deck vessels, and open boats must meet the applicable requirements of §§ 178.420, 178.430, 178.440, 178.450 in...

46 CFR 116.1120 - Drainage of cockpit vessels, well deck vessels, and open boats.

Code of Federal Regulations, 2011 CFR

2011-10-01

... boats. 116.1120 Section 116.1120 Shipping COAST GUARD, DEPARTMENT OF HOMELAND SECURITY (CONTINUED) SMALL... Drainage of cockpit vessels, well deck vessels, and open boats. Drainage of cockpit vessels, well deck vessels, and open boats must meet the applicable requirements of §§ 178.420, 178.430, 178.440, 178.450 in...

Dragon Stream Cipher for Secure Blackbox Cockpit Voice Recorder

NASA Astrophysics Data System (ADS)

Akmal, Fadira; Michrandi Nasution, Surya; Azmi, Fairuz

2017-11-01

Aircraft blackbox is a device used to record all aircraft information, which consists of Flight Data Recorder (FDR) and Cockpit Voice Recorder (CVR). Cockpit Voice Recorder contains conversations in the aircraft during the flight.Investigations on aircraft crashes usually take a long time, because it is difficult to find the aircraft blackbox. Then blackbox should have the ability to send information to other places. Aircraft blackbox must have a data security system, data security is a very important part at the time of information exchange process. The system in this research is to perform the encryption and decryption process on Cockpit Voice Recorder by people who are entitled by using Dragon Stream Cipher algorithm. The tests performed are time of data encryption and decryption, and avalanche effect. Result in this paper show us time encryption and decryption are 0,85 seconds and 1,84 second for 30 seconds Cockpit Voice Recorder data witn an avalanche effect 48,67 %.

Predictions of Cockpit Simulator Experimental Outcome Using System Models

NASA Technical Reports Server (NTRS)

Sorensen, J. A.; Goka, T.

1984-01-01

This study involved predicting the outcome of a cockpit simulator experiment where pilots used cockpit displays of traffic information (CDTI) to establish and maintain in-trail spacing behind a lead aircraft during approach. The experiments were run on the NASA Ames Research Center multicab cockpit simulator facility. Prior to the experiments, a mathematical model of the pilot/aircraft/CDTI flight system was developed which included relative in-trail and vertical dynamics between aircraft in the approach string. This model was used to construct a digital simulation of the string dynamics including response to initial position errors. The model was then used to predict the outcome of the in-trail following cockpit simulator experiments. Outcome included performance and sensitivity to different separation criteria. The experimental results were then used to evaluate the model and its prediction accuracy. Lessons learned in this modeling and prediction study are noted.

Cockpit weather radar display demonstrator and ground-to-air sferics telemetry system

NASA Technical Reports Server (NTRS)

Nickum, J. D.; Mccall, D. L.

1982-01-01

The results of two methods of obtaining timely and accurate severe weather presentations in the cockpit are detailed. The first method described is a course up display of uplinked weather radar data. This involves the construction of a demonstrator that will show the feasibility of producing a course up display in the cockpit of the NASA simulator at Langley. A set of software algorithms was designed that could easily be implemented, along with data tapes generated to provide the cockpit simulation. The second method described involves the uplinking of sferic data from a ground based 3M-Ryan Stormscope. The technique involves transfer of the data on the CRT of the Stormscope to a remote CRT. This sferic uplink and display could also be included in an implementation on the NASA cockpit simulator, allowing evaluation of pilot responses based on real Stormscope data.

Piloted evaluation of an integrated propulsion and flight control simulator

NASA Technical Reports Server (NTRS)

Bright, Michelle M.; Simon, Donald L.

1992-01-01

A piloted evaluation of the integrated flight and propulsion control simulator for advanced integrated propulsion and airframe control design is described. The evaluation will cover control effector gains and deadbands, control effectiveness and control authority, and heads up display functionality. For this evaluation the flight simulator is configured for transition flight using an advanced Short Take-Off and Vertical Landing fighter aircraft model, a simplified high-bypass turbofan engine model, fighter cockpit displays, and pilot effectors. The piloted tasks used for rating displays and control effector gains are described. Pilot comments and simulation results confirm that the display symbology and control gains are very adequate for the transition flight task. Additionally, it is demonstrated that this small-scale, fixed base flight simulator facility can adequately perform a real time, piloted control evaluation.

Cognitive Preparation and Coping Self-Talk: Anxiety Management during the Stress of Flying.

ERIC Educational Resources Information Center

Girodo, Michel; Roehl, Julius

1978-01-01

Investigated the effectiveness of coping strategies in undergraduate females reporting fear of flying. Self-reports of anxiety were obtained before takeoff, during flight, and after landing. Under serious threat with the cockpit door open, self-talk and combined subjects coped better. With the door closed, all groups increased in anxiety.…

Helicopter simulation: Making it work

NASA Technical Reports Server (NTRS)

Payne, Barry

1992-01-01

The opportunities for improved training and checking by using helicopter simulators are greater than they are for airplane pilot training. Simulators permit the safe creation of training environments that are conducive to the development of pilot decision-making, situational awareness, and cockpit management. This paper defines specific attributes required in a simulator to meet a typical helicopter operator's training and checking objectives.

76 FR 33173 - Airworthiness Directives; Bombardier Inc. Model DHC-8-102, -103, -106, -201, -202, -301, -311...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-06-08

.... Therefore, * * * this [Canadian] directive is issued to require rework of the cockpit door striker plate and...-- serial numbers-- 8-52-54, Revision A, dated 003 through 407 Rework the cockpit November 5, 2004...: Within 12 months after the effective date of this AD rework the cockpit door striker plate and replace...

A Flight Training Simulator for Instructing the Helicopter Autorotation Maneuver (Enhanced Version)

NASA Technical Reports Server (NTRS)

Rogers, Steven P.; Asbury, Charles N.

2000-01-01

Autorotation is a maneuver that permits a safe helicopter landing when the engine loses power. A catastrophe may occur if the pilot's control inputs are incorrect, insufficient, excessive, or poorly timed. Due to the danger involved, full-touchdown autorotations are very rarely practiced. Because in-flight autorotation training is risky, time-consuming, and expensive, the objective of the project was to develop the first helicopter flight simulator expressly designed to train students in this critical maneuver. A central feature of the project was the inclusion of an enhanced version of the Pilot-Rotorcraft Intelligent Symbology Management Simulator (PRISMS), a virtual-reality system developed by Anacapa Sciences and Thought Wave. A task analysis was performed to identify the procedural steps in the autorotation, to inventory the information needed to support student task performance, to identify typical errors, and to structure the simulator's practice environment. The system provides immediate knowledge of results, extensive practice of perceptual-motor skills, part-task training, and augmented cueing in a realistic cockpit environment. Additional work, described in this report, extended the capabilities of the simulator in three areas: 1. Incorporation of visual training aids to assist the student in learning the proper appearance of the visual scene when the maneuver is being properly performed; 2. Introduction of the requirement to land at a particular spot, as opposed to the wide, flat open field initially used, and development of appropriate metrics of success; and 3. Inclusion of wind speed and wind direction settings (and random variability settings) to add a more realistic challenge in "hitting the spot."

Autonomous System Technologies for Resilient Airspace Operations

NASA Technical Reports Server (NTRS)

Houston, Vincent E.; Le Vie, Lisa R.

2017-01-01

Increasing autonomous systems within the aircraft cockpit begins with an effort to understand what autonomy is and developing the technology that encompasses it. Autonomy allows an agent, human or machine, to act independently within a circumscribed set of goals; delegating responsibility to the agent(s) to achieve overall system objective(s). Increasingly Autonomous Systems (IAS) are the highly sophisticated progression of current automated systems toward full autonomy. Working in concert with humans, these types of technologies are expected to improve the safety, reliability, costs, and operational efficiency of aviation. IAS implementation is imminent, which makes the development and the proper performance of such technologies, with respect to cockpit operation efficiency, the management of air traffic and data communication information, vital. A prototype IAS agent that attempts to optimize the identification and distribution of "relevant" air traffic data to be utilized by human crews during complex airspace operations has been developed.

Is the "sterile cockpit" concept applicable to cardiovascular surgery critical intervals or critical events? The impact of protocol-driven communication during cardiopulmonary bypass.

PubMed

Wadhera, Rishi K; Parker, Sarah Henrickson; Burkhart, Harold M; Greason, Kevin L; Neal, James R; Levenick, Katherine M; Wiegmann, Douglas A; Sundt, Thoralf M

2010-02-01

There is general enthusiasm for applying strategies from aviation directly to medical care; the application of the "sterile cockpit" rule to surgery has accordingly been suggested. An implicit prerequisite to the evidence-based transfer of such a concept to the clinical domain, however, is definition of periods of high mental workload analogous to takeoff and landing. We measured cognitive demands among operating room staff, mapped critical events, and evaluated protocol-driven communication. With the National Aeronautics and Space Administration Task Load Index and semistructured focus groups, we identified common critical stages of cardiac surgical cases. Intraoperative communication was assessed before (n = 18) and after (n = 16) introduction of a structured communication protocol. Cognitive workload measures demonstrated high temporal diversity among caregivers in various roles. Eight critical events during cardiopulmonary bypass were then defined. A structured, unambiguous verbal communication protocol for these events was then implemented. Observations of 18 cases before implementation including 29.6 hours of cardiopulmonary bypass with 632 total communication exchanges (average 35.1 exchanges/case) were compared with observations of 16 cases after implementation including 23.9 hours of cardiopulmonary bypass with 748 exchanges (average 46.8 exchanges/case, P = .06). Frequency of communication breakdowns per case decreased significantly after implementation (11.5 vs 7.3 breakdowns/case, P = .008). Because of wide variations is cognitive workload among caregivers, effective communication can be structured around critical events rather than defined intervals analogous to the sterile cockpit, with reduction in communication breakdowns. 2010 The American Association for Thoracic Surgery. Published by Mosby, Inc. All rights reserved.

An analysis of control reversal errors during unusual attitude recoveries using helmet-mounted display symbology.

PubMed

Liggett, Kristen K; Gallimore, Jennie J

2002-02-01

Spatial disorientation (SD) refers to pilots' inability to accurately interpret the attitude of their aircraft with respect to Earth. Unfortunately, SD statistics have held constant for the past few decades, through the transition from the head-down attitude indicator (Al) to the head-up display (HUD) as the attitude instrument. The newest attitude-indicating device to find its way into military cockpits is the helmet-mounted display (HMD). HMDs were initially introduced into the cockpit to enhance target location and weapon-pointing, but there is currently an effort to make HMDs attitude reference displays so pilots need not go head-down to obtain attitude information. However, unintuitive information or inappropriate implementation of on-boresight attitude symbology on the HMD may contribute to the SD problem. The occurrence of control reversal errors (CREs) during unusual attitude recovery tasks when using an HMD to provide attitude information was investigated. The effect of such errors was evaluated in terms of altitude changes during recovery and time to recover. There were 12 pilot-subjects who completed 8 unusual attitude recovery tasks. Results showed that CREs did occur, and there was a significant negative effect of these errors on absolute altitude change, but not on total recovery time. Results failed to show a decrease in the number of CREs occurring when using the HMD as compared with data from other studies that used an Al or a HUD. Results suggest that new HMD attitude symbology needs to be designed to help reduce CREs and, perhaps, SD incidences.

PTM Along Track Algorithm to Maintain Spacing During Same Direction Pair-Wise Trajectory Management Operations

NASA Technical Reports Server (NTRS)

Carreno, Victor A.

2015-01-01

Pair-wise Trajectory Management (PTM) is a cockpit based delegated responsibility separation standard. When an air traffic service provider gives a PTM clearance to an aircraft and the flight crew accepts the clearance, the flight crew will maintain spacing and separation from a designated aircraft. A PTM along track algorithm will receive state information from the designated aircraft and from the own ship to produce speed guidance for the flight crew to maintain spacing and separation

Manufacturing considerations for AMLCD cockpit displays

NASA Astrophysics Data System (ADS)

Luo, Fang-Chen

1995-06-01

AMLCD cockpit displays need to meet more stringent requirements compared with AMLCD commercial displays in areas such as environmental conditions, optical performance and device reliability. Special considerations are required for the manufacturing of AMLCD cockpit displays in each process step to address these issues. Some examples are: UV stable polarizers, wide-temperature LC material, strong LC glue seal, ESS test system, gray scale voltage EEPROM, etc.

Determination of washout performance of various monochrome displays under simulated flight ambient and solar lighting conditions

NASA Technical Reports Server (NTRS)

Batson, Vernon M.; Robertson, James B.; Parrish, Russell V.

1990-01-01

The aircraft cockpit ambient lighting simulation system (ACALSS) has been developed to study display readability and associated pilot/vehicle performance effects in a part-task simulator cockpit. In the study reported here, the ACALSS was used to determine the illumination levels at which subjects lose the ability to maintain aircraft states when using three display technologies as display media for primary flight displays: a standard monochrome EL (electroluminescent) flat-panel, a laboratory-class monochrome CRT, and an enhanced-brightness EL flat-panel. The multivariate statistical technique of modified profile analysis was used to test for performance differences between display devices as functions of illumination levels. The standard monochrome EL flat-panel display began to washout after the 2500 foot-candle level of illumination. The monochrome CRT began to washout after the 5500 foot-candle level of illumination. No performance decrements by increased illumination up to the 12,000 foot-candle level were found for the enhanced-brightness EL flat-panel display. What was not anticipated was that half the subjects would subjectively prefer the CRT over the enhanced-brightness EL, even though their performance errors would have indicated the opposite.

Attentional models of multitask pilot performance using advanced display technology.

PubMed

Wickens, Christopher D; Goh, Juliana; Helleberg, John; Horrey, William J; Talleur, Donald A

2003-01-01

In the first part of the reported research, 12 instrument-rated pilots flew a high-fidelity simulation, in which air traffic control presentation of auditory (voice) information regarding traffic and flight parameters was compared with advanced display technology presentation of equivalent information regarding traffic (cockpit display of traffic information) and flight parameters (data link display). Redundant combinations were also examined while pilots flew the aircraft simulation, monitored for outside traffic, and read back communications messages. The data suggested a modest cost for visual presentation over auditory presentation, a cost mediated by head-down visual scanning, and no benefit for redundant presentation. The effects in Part 1 were modeled by multiple-resource and preemption models of divided attention. In the second part of the research, visual scanning in all conditions was fit by an expected value model of selective attention derived from a previous experiment. This model accounted for 94% of the variance in the scanning data and 90% of the variance in a second validation experiment. Actual or potential applications of this research include guidance on choosing the appropriate modality for presenting in-cockpit information and understanding task strategies induced by introducing new aviation technology.

Predictive Features of a Cockpit Traffic Display: A Workload Assessment

NASA Technical Reports Server (NTRS)

Wickens, Christopher D.; Morphew, Ephimia

1997-01-01

Eighteen pilots flew a series of traffic avoidance maneuvers in an experiment designed to assess the support offered and workload imposed by different levels of traffic display information in a free flight simulation. Three display prototypes were compared which differed in traffic information provided. A BASELINE (BL) display provided current and (2nd order) predicted information regarding ownship and current information of an intruder aircraft, represented on lateral and vertical displays in a coplanar suite. An INTRUDER PREDICTOR (IP) display, augmented the baseline display by providing lateral and vertical prediction of the intruder aircraft. A THREAT VECTOR (TV) display added to the IP display a vector that indicates the direction from ownship to the intruder at the predicted point of closest contact (POCC). The length of the vector corresponds to the radius of the protected zone, and the distance of the intersection of the vector with ownship predictor, corresponds to the time available till POCC or loss of separation. Pilots time shared the traffic avoidance task with a secondary task requiring them to monitor the top of the display for faint targets. This task simulated the visual demands of out-of-cockpit scanning, and hence was used to estimate the head-down time required by the different display formats. The results revealed that both display augmentations improved performance (safety) as assessed by predicted and actual loss of separation (i.e., penetration of the protected zone). Both enhancements also reduced workload, as assessed by the NASA TLX scale. The intruder predictor display produced these benefits with no substantial impact on the qualitative nature of the avoidance maneuvers that were selected. The threat vector produced the safety benefits by inducing a greater degree of (effective) lateral maneuvering, thus partially offsetting the benefits of reduced workload. The three displays did not differ in terms of their effect on performance of the monitoring task, used to infer head-down time, nor in the extent of vertical or airspeed maneuvering. The results are discussed in terms of their implications for 19 cognitive engineering design features.

Optimum culture in the cockpit

NASA Technical Reports Server (NTRS)

Yamamori, Hisaaki

1987-01-01

Even with the same program and objectives, if the culture is different, there will be different approaches to the goal of flight safety. However, the cockpit environment is culture-free so it is not as important to think of a person's cultural background as it is to think of the approach to the goal of ultimate safety. Crew members can look at their individual safety goals and compare them to their own performance to see if their behavior matches their own safety goals. The cockpit environment must be culture-free in order to obtain the ultimate safety goal. One must first realize how their culture affects their behavior before they can begin to change their attitude and actions in the cockpit.

Recommendations for a Cockpit Display that Integrates Weather Information with Traffic Information

NASA Technical Reports Server (NTRS)

Comerford, Doreen A.

2004-01-01

This effort was supported by the System-Wide Accident Prevention element of NASA s Aviation Safety Program. This document may serve as a first step toward the goal of integrating traffic, weather, and terrain information; it provides recommendations for a cockpit display that integrates weather information with traffic information. While some of the recommendations are general enough to be used for any type of operations, these recommendations are targeted for Federal Aviation Regulations Part 121 Operations. The document is organized in the following manner. First, weather information is discussed as an independent subject matter, and recommendations are presented for presenting weather in the cockpit. Second, traffic is discussed independently, but this discussion essentially reviews work on the display of traffic in the cockpit. Third, recommendations for the cockpit integration of weather and traffic information are discussed. Fourth, several research groups are recognized for their efforts in developing systems that are relevant to the current discussion. Finally, closing remarks provide suggestions for future efforts.

Hearing loss from cockpit noise in motor gliders.

PubMed

Stueben, U

2001-09-01

Over the past 15 yr, remarkable progress has been made in the development of touring motor gliders and self-launching sail-planes with retractable propulsion units (RPU gliders.) Annually, over 50% of the gliders produced have had such units, often two-stroke engines which produce high frequency sound emissions. Sound emission regulations require that all power gliders be insulated to avoid external emissions and noise pollution in the airspace near airfields. However, these regulations do not cover noise within the cockpit. To determine the noise level in the cockpits of powered gliders and how this noise affects the hearing of pilots, cockpit noise in six touring motor gliders and nine RPU gliders were measured. Both types of motor gliders have noise levels that may be hazardous to pilots' hearing if they are not equipped with personal noise protection. In extreme cases an exposure time of only 20 seconds to the cockpit noise of an RPU glider may cause permanent hearing loss. Pilots must be warned not to fly motor gliders without personal noise protection.

Comparison of speech intelligibility in cockpit noise using SPH-4 flight helmet with and without active noise reduction

NASA Technical Reports Server (NTRS)

Chan, Jeffrey W.; Simpson, Carol A.

1990-01-01

Active Noise Reduction (ANR) is a new technology which can reduce the level of aircraft cockpit noise that reaches the pilot's ear while simultaneously improving the signal to noise ratio for voice communications and other information bearing sound signals in the cockpit. A miniature, ear-cup mounted ANR system was tested to determine whether speech intelligibility is better for helicopter pilots using ANR compared to a control condition of ANR turned off. Two signal to noise ratios (S/N), representative of actual cockpit conditions, were used for the ratio of the speech to cockpit noise sound pressure levels. Speech intelligibility was significantly better with ANR compared to no ANR for both S/N conditions. Variability of speech intelligibility among pilots was also significantly less with ANR. When the stock helmet was used with ANR turned off, the average PB Word speech intelligibility score was below the Normally Acceptable level. In comparison, it was above that level with ANR on in both S/N levels.

Neurobiological differences in mental rotation and instrument interpretation in airline pilots.

PubMed

Sladky, Ronald; Stepniczka, Irene; Boland, Edzard; Tik, Martin; Lamm, Claus; Hoffmann, André; Buch, Jan-Philipp; Niedermeier, Dominik; Field, Joris; Windischberger, Christian

2016-06-21

Airline pilots and similar professions require reliable spatial cognition abilities, such as mental imagery of static and moving three-dimensional objects in space. A well-known task to investigate these skills is the Shepard and Metzler mental rotation task (SMT), which is also frequently used during pre-assessment of pilot candidates. Despite the intuitive relationship between real-life spatial cognition and SMT, several studies have challenged its predictive value. Here we report on a novel instrument interpretation task (IIT) based on a realistic attitude indicator used in modern aircrafts that was designed to bridge the gap between the abstract SMT and a cockpit environment. We investigated 18 professional airline pilots using fMRI. No significant correlation was found between SMT and IIT task accuracies. Contrasting both tasks revealed higher activation in the fusiform gyrus, angular gyrus, and medial precuneus for IIT, whereas SMT elicited significantly stronger activation in pre- and supplementary motor areas, as well as lateral precuneus and superior parietal lobe. Our results show that SMT skills per se are not sufficient to predict task accuracy during (close to) real-life instrument interpretation. While there is a substantial overlap of activation across the task conditions, we found that there are important differences between instrument interpretation and non-aviation based mental rotation.

Neurobiological differences in mental rotation and instrument interpretation in airline pilots

PubMed Central

Sladky, Ronald; Stepniczka, Irene; Boland, Edzard; Tik, Martin; Lamm, Claus; Hoffmann, André; Buch, Jan-Philipp; Niedermeier, Dominik; Field, Joris; Windischberger, Christian

2016-01-01

Airline pilots and similar professions require reliable spatial cognition abilities, such as mental imagery of static and moving three-dimensional objects in space. A well-known task to investigate these skills is the Shepard and Metzler mental rotation task (SMT), which is also frequently used during pre-assessment of pilot candidates. Despite the intuitive relationship between real-life spatial cognition and SMT, several studies have challenged its predictive value. Here we report on a novel instrument interpretation task (IIT) based on a realistic attitude indicator used in modern aircrafts that was designed to bridge the gap between the abstract SMT and a cockpit environment. We investigated 18 professional airline pilots using fMRI. No significant correlation was found between SMT and IIT task accuracies. Contrasting both tasks revealed higher activation in the fusiform gyrus, angular gyrus, and medial precuneus for IIT, whereas SMT elicited significantly stronger activation in pre- and supplementary motor areas, as well as lateral precuneus and superior parietal lobe. Our results show that SMT skills per se are not sufficient to predict task accuracy during (close to) real-life instrument interpretation. While there is a substantial overlap of activation across the task conditions, we found that there are important differences between instrument interpretation and non-aviation based mental rotation. PMID:27323913

Cockpit resource management at USAir

NASA Technical Reports Server (NTRS)

Sellards, Robert

1987-01-01

The current USAir CRM program is presented. The lessons learned and the program issues are combined. The training material was developed after an extensive literature search and pilot interview survey to determine the problem. The investigation led to the design, implementation, and evaluation of a behavioral science awareness training program. The need was found, and the target population was identified as the pilot group.

Real Time Cockpit Resource Management (CRM) Training

DTIC Science & Technology

2010-10-01

to post-test. Table 4 Learning Scores for the Five Spiral 1 Classes Spiral 1 Class Pilots Sensors Pretest Posttest Difference Pretest Posttest ...results from the five Spiral 1 classes. Table 6 Pretest / Posttest Gain Scores Associated with Each Learning Test Item Test Item Class Item...SMALL BUSINESS INNOVATION RESEARCH (SBIR) PHASE II REPORT. Distribution A: Approved for public release; distribution unlimited. (Approval given

Alertness management in flight operations - Strategic napping

NASA Technical Reports Server (NTRS)

Rosekind, Mark R.; Gander, Philippa H.; Dinges, David F.

1991-01-01

Strategic napping in two different flight operation environments is considered to illustrate its application as a fatigue countermeasure. Data obtained from commercial short-haul and long-haul operations demonstrated the utility and current practices of strategic napping. A preplanned cockpit nap acted as an acute 'safety valve' for the sleep loss, circadian disruption, and fatigue that occurs in long-haul flying.

COTS displays applied to cockpit avionics applications

NASA Astrophysics Data System (ADS)

Thomas, J.; Lorimer, S.

2007-04-01

Avionics displays, particularly for cockpit applications are associated with high performance and high cost solutions. COTS displays have well acknowledged limitations but provide a potential high value for money solution if this performance can be stretched to a level compatible with "fit for use". This paper will describe the initial design tradeoffs and decisions that formed the basis for development of a low-cost cockpit display for a military helicopter.

A Cockpit Display Designed to Enable Limited Flight Deck Separation Responsibility

NASA Technical Reports Server (NTRS)

Johnson, Walter W.; Battiste, Vernol; Bochow, Sheila Holland

2003-01-01

Cockpit displays need to be substantially improved to serve the goals of situational awareness, conflict detection, and path replanning, in Free Flight. This paper describes the design of such an advanced cockpit display, along with an initial simulation based usability evaluation. Flight crews were particularly enthusiastic about color coding for relative altitude, dynamically pulsing predictors, and the use of 3-D flight plans for alerting and situational awareness.

Airborne Precision Spacing for Dependent Parallel Operations Interface Study

NASA Technical Reports Server (NTRS)

Volk, Paul M.; Takallu, M. A.; Hoffler, Keith D.; Weiser, Jarold; Turner, Dexter

2012-01-01

This paper describes a usability study of proposed cockpit interfaces to support Airborne Precision Spacing (APS) operations for aircraft performing dependent parallel approaches (DPA). NASA has proposed an airborne system called Pair Dependent Speed (PDS) which uses their Airborne Spacing for Terminal Arrival Routes (ASTAR) algorithm to manage spacing intervals. Interface elements were designed to facilitate the input of APS-DPA spacing parameters to ASTAR, and to convey PDS system information to the crew deemed necessary and/or helpful to conduct the operation, including: target speed, guidance mode, target aircraft depiction, and spacing trend indication. In the study, subject pilots observed recorded simulations using the proposed interface elements in which the ownship managed assigned spacing intervals from two other arriving aircraft. Simulations were recorded using the Aircraft Simulation for Traffic Operations Research (ASTOR) platform, a medium-fidelity simulator based on a modern Boeing commercial glass cockpit. Various combinations of the interface elements were presented to subject pilots, and feedback was collected via structured questionnaires. The results of subject pilot evaluations show that the proposed design elements were acceptable, and that preferable combinations exist within this set of elements. The results also point to potential improvements to be considered for implementation in future experiments.

Effect of display size on utilization of traffic situation display for self-spacing task. [transport aircraft

NASA Technical Reports Server (NTRS)

Abbott, T. S.; Moen, G. C.

1981-01-01

The weather radar cathode ray tube (CRT) is the prime candidate for presenting cockpit display of traffic information (CDTI) in current, conventionally equipped transport aircraft. Problems may result from this, since the CRT size is not optimized for CDTI applications and the CRT is not in the pilot's primary visual scan area. The impact of display size on the ability of pilots to utilize the traffic information to maintain a specified spacing interval behind a lead aircraft during an approach task was studied. The five display sizes considered are representative of the display hardware configurations of airborne weather radar systems. From a pilot's subjective workload viewpoint, even the smallest display size was usable for performing the self spacing task. From a performane viewpoint, the mean spacing values, which are indicative of how well the pilots were able to perform the task, exhibit the same trends, irrespective of display size; however, the standard deviation of the spacing intervals decreased (performance improves) as the display size increased. Display size, therefore, does have a significant effect on pilot performance.

Cockpit Resource Management (CRM) for part 91 and 135 operations

NASA Technical Reports Server (NTRS)

Krey, Neil C.; Rodgers, Don

1987-01-01

Every flight is characterized by constant change. It is the way each individual crew responds to that change that determines how effectively they will be able to manage their flight deck. The concepts of Flight Deck Management (FDM) is presented. The principles dealt with are applicable to every flight, and the occurrence of change in the conduct of every flight is given. Nothing remains as it is initially perceived. It is then shown how SimuFlite accomplishes training in these concepts. Finally the challenges which are faced as an industry to make FDM more effective are discussed.

Cockpit display of hazardous weather information

NASA Technical Reports Server (NTRS)

Hansman, R. John, Jr.; Wanke, Craig

1991-01-01

Information transfer and display issues associated with the dissemination of hazardous weather warnings are studied in the context of wind shear alerts. Operational and developmental wind shear detection systems are briefly reviewed. The July 11, 1988 microburst events observed as part of the Denver Terminal Doppler Weather Radar (TDWR) operational evaluation are analyzed in terms of information transfer and the effectiveness of the microburst alerts. Information transfer, message content and display issues associated with microburst alerts generated from ground based sources (Doppler Radar, Low Level Wind Shear Alert System, and Pilot Reports) are evaluated by means fo pilot opinion surveys and part task simulator studies.

Evaluation of control and display configurations for helicopter shipboard operations

NASA Technical Reports Server (NTRS)

Paulk, C. H., Jr.; Donley, S. T.; Hollis, M. K.

1983-01-01

A simulation evaluation of several approach and landing flight-control configurations and of two out-of-the-cockpit display devices (a head-up display and a helmet-mounted display) was performed for the task of landing a helicopter on a destroyer in adverse weather. The results indicated that the ship airwake turbulence was the most significant environmental variable affecting hover performance. In addition, to achieve adequate landing performance, attitude-command control compensation was required for the pilot regardless of the display used. For improved performance with reduced pilot effort, a velocity-command, position-hold control system was desired.

Crew Office Evaluation of a Precision Lunar Landing System

NASA Technical Reports Server (NTRS)

Major, Laura M.; Duda, Kevin R.; Hirsh, Robert L.

2011-01-01

A representative Human System Interface for a precision lunar landing system, ALHAT, has been developed as a platform for prototype visualization and interaction concepts. This facilitates analysis of crew interaction with advanced sensors and AGNC systems. Human-in-the-loop evaluations with representatives from the Crew Office (i.e. astronauts) and Mission Operations Directorate (MOD) were performed to refine the crew role and information requirements during the final phases of landing. The results include a number of lessons learned from Shuttle that are applicable to the design of a human supervisory landing system and cockpit. Overall, the results provide a first order analysis of the tasks the crew will perform during lunar landing, an architecture for the Human System Interface based on these tasks, as well as details on the information needs to land safely.

Converting Hangar High Expansion Foam Systems to Prevent Cockpit Damage: Full-Scale Validation Tests

DTIC Science & Technology

2017-09-01

AFCEC-CO-TY-TR-2018-0001 CONVERTING HANGAR HIGH EXPANSION FOAM SYSTEMS TO PREVENT COCKPIT DAMAGE: FULL-SCALE VALIDATION TESTS Gerard G...REPORT NUMBER(S) 12. DISTRIBUTION/ AVAILABILITY STATEMENT 13. SUPPLEMENTARY NOTES 14. ABSTRACT 15. SUBJECT TERMS 16. SECURITY CLASSIFICATION OF: a. REPORT b...09-2017 Final Test Report May 2017 Converting Hangar High Expansion Foam Systems to Prevent Cockpit Damage: Full-Scale Validation Tests N00173-15-D

A MAG for the Twenty First Century: Lethal, Lighter, Energy Efficient, and Cheaper

DTIC Science & Technology

2010-04-14

well as an advanced trainer. 40 25. Zero altitude-zero airspeed ejection seats . 26. Common multi-function display (MFD) cockpit configuration for...front cockpit, with seat belts/shoulder harnesses fastened. b. Aft cockpit capable of being reconfigured for flight control including conducting...Capability to carry two wounded Marines via internal litters. 24. Dual seat with dual controls to facilitate dual use as light attack/armed reconnaissance as

The Effect Of Instantaneous Field Of View Size On The Acquisition Of Low Level Flight And 30?° Manual Dive Bombing Tasks

NASA Astrophysics Data System (ADS)

Dixon, Kevin W.; Krueger, Gretchen M.; Rojas, Victoria A.; Hubbard, David C.

1989-09-01

Helmet mounted displays provide required field of regard, out of the cockpit visual imagery for tactical training while maintaining acceptable luminance and resolution levels. An important consideration for visual system designers is the horizontal and vertical dimensions of the instantaneous field of view. This study investigated the effect of various instantaneous field of view sizes on the performance of low level flight and 30 degree manual dive bomb tasks. An in-simulator transfer of training design allowed pilots to be trained in an instantaneous field of view condition and transferred to a wide FOV condition for testing. The selected instantaneous field of view sizes cover the range of current and proposed helmet mounted displays. The field of view sizes used were 127° H x 67° V, 140° H x 80° V, 160° H x 80° V, and 180° H x 80° V. The 300° H x 150° V size provided a full field of view control condition. An A-10 dodecahedron simulator configured with a color light valve display, computer generated imagery, and a Polhemus magnetic head tracker provided the cockpit and display apparatus. The Polhemus magnetic head tracker allowed the electronically masked field of view sizes to be moved on the seven window display of the dodecahedron. The dependent measures were: 1) Number of trials to reach criterion for low level flight tasks and dive bombs, 2) Performance measures of the low level flight route, 3) Performance measures of the dive bombing task, and 4) Subjective questionnaire data. Thirty male instructor pilots from Williams AFB, Arizona served as subjects for the study. The results revealed significant field of view effects for the number of trials required to reach criterion in the two smallest FOV conditions for right 180° turns and dive bomb training. The data also revealed pilots performed closer to the desired pitch angle for all but the two smallest conditions. The questionnaire data revealed that pilots felt their performance was degraded and they relied more on information from their instruments in the smaller field of view conditions. The conclusions of this study are that for tasks requiring close course adherence to a desired flight profile a minimum of 160° H X 80° V instantaneous field of view should be used for training. Future investigations into the instantaneous field of view size will be conducted to validate the results on other tactical tasks.

Defense AT and L. Volume 45, Number 3

DTIC Science & Technology

2016-06-01

CRM ). During the 1980s, the commercial airlines and military invested heavily in CRM training, aiming to increase crew coordination and improve...cockpit management. These CRM training programs focused on human factors train- ing—also called man-machine interfaces—with specific concentration on...leadership and decision making. CRM has evolved over the years with emphasis now placed on the acquisition of timely, appropriate infor- mation

Information transfer and shared mental models for decision making

NASA Technical Reports Server (NTRS)

Orasanu, Judith; Fischer, Ute

1991-01-01

A study to determine how communication influences flight crew performance is presented. This analysis focuses on the content of communication, principally asking what an utterance does from a cognitive, problem solving viewpoint. Two questions are addressed in this study: how is language utilized to manage problems in the cockpit, and are there differences between two- and three-member crews in their communication and problem solving strategies?

Cockpit automation

NASA Technical Reports Server (NTRS)

Wiener, Earl L.

1988-01-01

The aims and methods of aircraft cockpit automation are reviewed from a human-factors perspective. Consideration is given to the mixed pilot reception of increased automation, government concern with the safety and reliability of highly automated aircraft, the formal definition of automation, and the ground-proximity warning system and accidents involving controlled flight into terrain. The factors motivating automation include technology availability; safety; economy, reliability, and maintenance; workload reduction and two-pilot certification; more accurate maneuvering and navigation; display flexibility; economy of cockpit space; and military requirements.

Human and behavioral factors contributing to spine-based neurological cockpit injuries in pilots of high-performance aircraft: recommendations for management and prevention

NASA Technical Reports Server (NTRS)

Jones, J. A.; Hart, S. F.; Baskin, D. S.; Effenhauser, R.; Johnson, S. L.; Novas, M. A.; Jennings, R.; Davis, J.

2000-01-01

In high-performance aircraft, the need for total environmental awareness coupled with high-g loading (often with abrupt onset) creates a predilection for cervical spine injury while the pilot is performing routine movements within the cockpit. In this study, the prevalence and severity of cervical spine injury are assessed via a modified cross-sectional survey of pilots of multiple aircraft types (T-38 and F-14, F-16, and F/A-18 fighters). Ninety-five surveys were administered, with 58 full responses. Fifty percent of all pilots reported in-flight or immediate post-flight spine-based pain, and 90% of fighter pilots reported at least one event, most commonly (> 90%) occurring during high-g (> 5 g) turns of the aircraft with the head deviated from the anatomical neutral position. Pre-flight stretching was not associated with a statistically significant reduction in neck pain episodes in this evaluation, whereas a regular weight training program in the F/A-18 group approached a significant reduction (mean = 2.492; p < 0.064). Different cockpit ergonomics may vary the predisposition to cervical injury from airframe to airframe. Several strategies for prevention are possible from both an aircraft design and a preventive medicine standpoint. Countermeasure strategies against spine injury in pilots of high-performance aircraft require additional research, so that future aircraft will not be limited by the human in control.

The application of CRM to military operations

NASA Technical Reports Server (NTRS)

Cavanagh, Dale E.; Williams, Kenneth R.

1987-01-01

The detailed content of the CRM training component of the C-5 Aircrew Training System (ATS) was left to the discretion of the contractor. As a part of determining what the content should be, United Airlines Services Corporation has made an effort to understand how the needs of MAC crews compare with those of civilian airline crews. There are distinct similarities between the crew roles in the cockpits of civilian airliners and military air transports. Many of the attitudes and behaviors exhibited by civil and military crew members are comparable, hence much of the training in the field referred to as Cockpit Resource Management (CRM) is equally appropriate to civil or military aircrews. At the same time, there are significant differences which require assessment to determine if modifications to what might be termed generic CRM are necessary. The investigation enabled the definition and specification of CRM training which is believed to address the needs of the C-5 operational community. The study has concentrated largely on military airlift, but the training objectives and course content of the CRM training are readily adaptable to a wider range of military cockpits than are found in strategic airlift. For instance, CRM training focusing on communication, leadership, situational awareness, and crew coordination is just as appropriate, with some modification, to the pilots manning a flight to Tactical Airlift Command A-7's as it is to the pilots, flight engineers, and loadmasters crewing a C-5.

A Framework for Modeling Human-Machine Interactions

NASA Technical Reports Server (NTRS)

Shafto, Michael G.; Rosekind, Mark R. (Technical Monitor)

1996-01-01

Modern automated flight-control systems employ a variety of different behaviors, or modes, for managing the flight. While developments in cockpit automation have resulted in workload reduction and economical advantages, they have also given rise to an ill-defined class of human-machine problems, sometimes referred to as 'automation surprises'. Our interest in applying formal methods for describing human-computer interaction stems from our ongoing research on cockpit automation. In this area of aeronautical human factors, there is much concern about how flight crews interact with automated flight-control systems, so that the likelihood of making errors, in particular mode-errors, is minimized and the consequences of such errors are contained. The goal of the ongoing research on formal methods in this context is: (1) to develop a framework for describing human interaction with control systems; (2) to formally categorize such automation surprises; and (3) to develop tests for identification of these categories early in the specification phase of a new human-machine system.

A Laboratory Glass-Cockpit Flight Simulator for Automation and Communications Research

NASA Technical Reports Server (NTRS)

Pisanich, Gregory M.; Heers, Susan T.; Shafto, Michael G. (Technical Monitor)

1995-01-01

A laboratory glass-cockpit flight simulator supporting research on advanced commercial flight deck and Air Traffic Control (ATC) automation and communication interfaces has been developed at the Aviation Operations Branch at the NASA Ames Research Center. This system provides independent and integrated flight and ATC simulator stations, party line voice and datalink communications, along with video and audio monitoring and recording capabilities. Over the last several years, it has been used to support the investigation of flight human factors research issues involving: communication modality; message content and length; graphical versus textual presentation of information, and human accountability for automation. This paper updates the status of this simulator, describing new functionality in the areas of flight management system, EICAS display, and electronic checklist integration. It also provides an overview of several experiments performed using this simulator, including their application areas and results. Finally future enhancements to its ATC (integration of CTAS software) and flight deck (full crew operations) functionality are described.

[The prevalence of hearing impairment in transport workers and peculiarities of management of occupational loss of hearing (as exemplified by the situation in the air and railway transport)].

PubMed

Pankova, V B; Skryabina, L Yu; Kas'kov, Yu N

2016-01-01

This article presents data on the prevalence of hearing impairment among the workers engaged in the main means of transportation(air and railway transport). They show that the relative frequency of occupational loss of hearing in the cockpit members of commercial aviation amounts to one third of all cases of analogous diseases in this country. The main professional groups of transport works suffering from hearing impairment are constituted by the representatives of the so-called elite specialities, such as flying crew personnel, locomotive engineers, and their assistants. This fact constitutes an important aspect (not only of medical but also of socio-economic significance) of the problem under consideration. The high prevalence of professional hearing impairment among the transport workers is attributable to the high noise level in the cabins of locomotives and aircraft cockpits as well as to the inadequate expert and diagnostic work or imperfection of the regulatory documentation.

Crew/Automation Interaction in Space Transportation Systems: Lessons Learned from the Glass Cockpit

NASA Technical Reports Server (NTRS)

Rudisill, Marianne

2000-01-01

The progressive integration of automation technologies in commercial transport aircraft flight decks - the 'glass cockpit' - has had a major, and generally positive, impact on flight crew operations. Flight deck automation has provided significant benefits, such as economic efficiency, increased precision and safety, and enhanced functionality within the crew interface. These enhancements, however, may have been accrued at a price, such as complexity added to crew/automation interaction that has been implicated in a number of aircraft incidents and accidents. This report briefly describes 'glass cockpit' evolution. Some relevant aircraft accidents and incidents are described, followed by a more detailed description of human/automation issues and problems (e.g., crew error, monitoring, modes, command authority, crew coordination, workload, and training). This paper concludes with example principles and guidelines for considering 'glass cockpit' human/automation integration within space transportation systems.

An evaluation of software tools for the design and development of cockpit displays

NASA Technical Reports Server (NTRS)

Ellis, Thomas D., Jr.

1993-01-01

The use of all-glass cockpits at the NASA Langley Research Center (LaRC) simulation facility has changed the means of design, development, and maintenance of instrument displays. The human-machine interface has evolved from a physical hardware device to a software-generated electronic display system. This has subsequently caused an increased workload at the facility. As computer processing power increases and the glass cockpit becomes predominant in facilities, software tools used in the design and development of cockpit displays are becoming both feasible and necessary for a more productive simulation environment. This paper defines LaRC requirements of a display software development tool and compares two available applications against these requirements. As a part of the software engineering process, these tools reduce development time, provide a common platform for display development, and produce exceptional real-time results.

Some inadequacies of the current human factors certification process of advanced aircraft technologies

NASA Technical Reports Server (NTRS)

Paries, Jean

1994-01-01

Automation related accidents or serious incidents are not limited to advanced technology aircraft. There is a full history of such accidents with conventional technology aircraft. However, this type of occurrence is far from sparing the newest 'glass cockpit' generation, and it even seems to be a growing contributor to its accident rate. Nevertheless, all these aircraft have been properly certificated according to the relevant airworthiness regulations. Therefore, there is a growing concern that with the technological advancement of air transport aircraft cockpits, the current airworthiness regulations addressing cockpit design and human factors may have reached some level of inadequacy. This paper reviews some aspects of the current airworthiness regulations and certification process related to human factors of cockpit design and focuses on questioning their ability to guarantee the intended safety objectives.

Piloted evaluation of an integrated propulsion and flight control simulator

NASA Technical Reports Server (NTRS)

Bright, Michelle M.; Simon, Donald L.

1992-01-01

This paper describes a piloted evaluation of the integrated flight and propulsion control simulator at NASA Lewis Research Center. The purpose of this evaluation is to demonstrate the suitability and effectiveness of this fixed based simulator for advanced integrated propulsion and airframe control design. The evaluation will cover control effector gains and deadbands, control effectiveness and control authority, and heads up display functionality. For this evaluation the flight simulator is configured for transition flight using an advanced Short Take-Off and vertical Landing fighter aircraft model, a simplified high-bypass turbofan engine model, fighter cockpit, displays, and pilot effectors. The paper describes the piloted tasks used for rating displays and control effector gains. Pilot comments and simulation results confirm that the display symbology and control gains are very adequate for the transition flight task. Additionally, it is demonstrated that this small-scale, fixed base flight simulator facility can adequately perform a real time, piloted control evaluation.

Piloted Evaluation of an Integrated Methodology for Propulsion and Airframe Control Design

NASA Technical Reports Server (NTRS)

Bright, Michelle M.; Simon, Donald L.; Garg, Sanjay; Mattern, Duane L.; Ranaudo, Richard J.; Odonoghue, Dennis P.

1994-01-01

An integrated methodology for propulsion and airframe control has been developed and evaluated for a Short Take-Off Vertical Landing (STOVL) aircraft using a fixed base flight simulator at NASA Lewis Research Center. For this evaluation the flight simulator is configured for transition flight using a STOVL aircraft model, a full nonlinear turbofan engine model, simulated cockpit and displays, and pilot effectors. The paper provides a brief description of the simulation models, the flight simulation environment, the displays and symbology, the integrated control design, and the piloted tasks used for control design evaluation. In the simulation, the pilots successfully completed typical transition phase tasks such as combined constant deceleration with flight path tracking, and constant acceleration wave-off maneuvers. The pilot comments of the integrated system performance and the display symbology are discussed and analyzed to identify potential areas of improvement.

Perspective traffic display format and airline pilot traffic avoidance

NASA Technical Reports Server (NTRS)

Ellis, Stephen R.; Mcgreevy, Michael W.; Hitchcock, Robert J.

1987-01-01

Part-task experiments have examined perspective projections of cockpit displays of traffic information as a means of presenting aircraft separation information to airline pilots. Ten airline pilots served as subjects in an experiment comparing the perspective projection with plan-view projections of the same air traffic situations. The pilots' task was to monitor the traffic display in order to decide if an avoidance maneuver was needed. Pilots took more time to select avoidance maneuvers with a conventional plan-view display than with an experimental perspective display. In contrast to previous results, if the pilots selected a maneuver with the perspective display, they were more likely to choose one with a vertical component. Tabulation of the outcomes of their initial avoidance decisions with both perspective and plan-view displays showed that they were more likely to achieve required separation with maneuvers chosen with the aid of perspective displays.

The effects of control-display gain on performance of race car drivers in an isometric braking task.

PubMed

de Winter, J C F; de Groot, S

2012-12-01

To minimise lap times during car racing, it is important to build up brake forces rapidly and maintain precise control. We examined the effect of the amplification factor (gain) between brake pedal force and a visually represented output value on a driver's ability to track a target value. The test setup was a formula racing car cockpit fitted with an isometric brake pedal. Thirteen racing drivers performed tracking tasks with four control-display gains and two target functions: a step function (35 trials per gain) and a multisine function (15 trials per gain). The control-display gain had only minor effects on root mean-squared error between output value and target value, but it had large effects on build-up speed, overshoot, within-participants variability, and self-reported physical load. The results confirm the hypothesis that choosing an optimum gain involves balancing stability against physical effort.

Effects of conflict alerting system reliability and task difficulty on pilots' conflict detection with cockpit display of traffic information.

PubMed

Xu, Xidong; Wickens, Christopher D; Rantanen, Esa M

2007-01-15

A total of 24 pilots viewed dynamic encounters between their own aircraft and an intruder aircraft on a 2-D cockpit display of traffic information (CDTI) and estimated the point and time of closest approach. A three-level alerting system provided a correct categorical estimate of the projected miss distance on 83% of the trials. The remaining 17% of alerts were equally divided between misses and false alarms, of large and small magnitude. Roughly half the pilots depended on automation to improve estimation of miss distance relative to the baseline pilots, who viewed identical trials without the aid of automated alerts. Moreover, they did so more on the more difficult traffic trials resulting in improved performance on the 83% correct automation trials without causing harm on the 17% automation-error trials, compared to the baseline group. The automated alerts appeared to lead pilots to inspect the raw data more closely. While assisting the accurate prediction of miss distance, the automation led to an underestimate of the time remaining until the point of closest approach. The results point to the benefits of even imperfect automation in the strategic alerts characteristic of the CDTI, at least as long as this reliability remains high (above 80%).

Application of digital human modeling and simulation for vision analysis of pilots in a jet aircraft: a case study.

PubMed

Karmakar, Sougata; Pal, Madhu Sudan; Majumdar, Deepti; Majumdar, Dhurjati

2012-01-01

Ergonomic evaluation of visual demands becomes crucial for the operators/users when rapid decision making is needed under extreme time constraint like navigation task of jet aircraft. Research reported here comprises ergonomic evaluation of pilot's vision in a jet aircraft in virtual environment to demonstrate how vision analysis tools of digital human modeling software can be used effectively for such study. Three (03) dynamic digital pilot models, representative of smallest, average and largest Indian pilot population were generated from anthropometric database and interfaced with digital prototype of the cockpit in Jack software for analysis of vision within and outside the cockpit. Vision analysis tools like view cones, eye view windows, blind spot area, obscuration zone, reflection zone etc. were employed during evaluation of visual fields. Vision analysis tool was also used for studying kinematic changes of pilot's body joints during simulated gazing activity. From present study, it can be concluded that vision analysis tool of digital human modeling software was found very effective in evaluation of position and alignment of different displays and controls in the workstation based upon their priorities within the visual fields and anthropometry of the targeted users, long before the development of its physical prototype.

Crew factors in flight operations 9: Effects of planned cockpit rest on crew performance and alertness in long-haul operations

NASA Technical Reports Server (NTRS)

Rosekind, Mark R.; Graeber, R. Curtis; Dinges, David F.; Connell, Linda J.; Rountree, Michael S.; Spinweber, Cheryl L.; Gillen, Kelly A.

1994-01-01

This study examined the effectiveness of a planned cockpit rest period to improve alertness and performance in long-haul flight operations. The Rest Group (12 crew members) was allowed a planned 40 minute rest period during the low workload, cruise portion of the flight, while the No-Rest Group (9 crew members) had a 40 minute planned control period when they maintained usual flight activities. Measures used in the study included continuous ambulatory recordings of brain wave and eye movement activity, a reaction time/vigilance task, a wrist activity monitor, in-flight fatigue and alertness ratings, a daily log for noting sleep periods, meals, exercise, flight and duty periods, and the NASA Background Questionnaire. The Rest Group pilots slept on 93 percent of the opportunities, falling asleep in 5.6 minutes and sleeping for 25.8 minutes. This nap was associated with improved physiological alertness and performance compared to the No-Rest Group. The benefits of the nap were observed through the critical descent and landing phases of flight. The nap did not affect layover sleep or the cumulative sleep debt. The nap procedures were implemented with minimal disruption to usual flight operations and there were no reported or identified concerns regarding safety.

Review of Defense Display Research Programs

DTIC Science & Technology

2001-01-01

micromirror device (DMD) projection displays, or some future contender, such as organic light emitting diode displays (OLED)—will be installed via...Instruments (TI) digital micromirror device (DMD) technology, developed in an $11.3M research effort managed by the Air Force Research Laboratory from 1991...systems for simulator/trainer systems in the near-mid term and advanced cockpits in the far term. Such large area, curved display systems will require the

Dual redundant display in bubble canopy applications

NASA Astrophysics Data System (ADS)

Mahdi, Ken; Niemczyk, James

2010-04-01

Today's cockpit integrator, whether for state of the art military fast jet, or piston powered general aviation, is striving to utilize all available panel space for AMLCD based displays to enhance situational awareness and increase safety. The benefits of a glass cockpit have been well studied and documented. The technology used to create these glass cockpits, however, is driven by commercial AMLCD demand which far outstrips the combined worldwide avionics requirements. In order to satisfy the wide variety of human factors and environmental requirements, large area displays have been developed to maximize the usable display area while also providing necessary redundancy in case of failure. The AMLCD has been optimized for extremely wide viewing angles driven by the flat panel TV market. In some cockpit applications, wide viewing cones are desired. In bubble canopy cockpits, however, narrow viewing cones are desired to reduce canopy reflections. American Panel Corporation has developed AMLCD displays that maximize viewing area, provide redundancy, while also providing a very narrow viewing cone even though commercial AMLCD technology is employed suitable for high performance AMLCD Displays. This paper investigates both the large area display architecture with several available options to solve redundancy as well as beam steering techniques to also limit canopy reflections.

Examining the Pilot and Controller Performance Data When in a Free Flight with Weather Phenomenon

NASA Technical Reports Server (NTRS)

Nituen, Celestine A.; Lozito, Sandra C. (Technical Monitor)

2002-01-01

The present study investigated effects of weather related factors on the performance of pilots under free flight. A weather scenario was defined by a combination of precipitation factors (light rain, moderate rain, and heavy rain or snow), visibility (1,4,8 miles), wind conditions (light, medium, or heavy), cloud ceiling (800ft. below, 1800ft above, and 4000ft horizontal). The performance of the aircraft self-separation was evaluated in terms of detection accuracy and detection times for student- and commercial (expert) pilots. Overall, the results obtained from a behavioral analysis showed that in general, the ability to recognize intruder aircraft conflict incidents, followed by the ability to acquire the spatial location of the intruder aircraft relative to ownership aircraft were judged to be the major cognitive tasks as perceived by the participants during self-separation. Further, the participants rarely used cockpit display of traffic information (CDTI) during conflict management related to aircraft separation, but used CDTI highly during decision-making tasks. In all weather scenarios, there were remarkable differences between expert and student pilots in detection times. In summary, weather scenarios were observed to affect intruder aircraft detection performance accuracies. There was interaction effects between weather Scenario-1 and Scenario-2 for climbing task data generated by both expert- and student- pilots at high traffic density. Scenario-3 weather condition provided an opportunity for poor detection accuracy as well as detection time increase. This may be attributed to low visibility. The intruder aircraft detection times were not affected by the weather conditions during climbing and descending tasks. The decision of pilots to fly into certain weather condition was dependent in part on the warning distance to the location of the weather. When pilots were warned of the weather conditions, they were more likely to fly their aircraft into it, but mostly when the warning was not close to the weather location.

Discrete time modelization of human pilot behavior

NASA Technical Reports Server (NTRS)

Cavalli, D.; Soulatges, D.

1975-01-01

This modelization starts from the following hypotheses: pilot's behavior is a time discrete process, he can perform only one task at a time and his operating mode depends on the considered flight subphase. Pilot's behavior was observed using an electro oculometer and a simulator cockpit. A FORTRAN program has been elaborated using two strategies. The first one is a Markovian process in which the successive instrument readings are governed by a matrix of conditional probabilities. In the second one, strategy is an heuristic process and the concepts of mental load and performance are described. The results of the two aspects have been compared with simulation data.

Planar/dpiX common military avionics AMLCDs: roadmap and production

NASA Astrophysics Data System (ADS)

Wanner, John; Gard, Allen; Roselle, Paul; Lewis, Alan

2000-08-01

This paper reviews the current production approach and status at Planar and dpiX utilizing a common design architecture within a family of cockpit AMLCD displays. The present status of low volume production requirements to support military applications, as well as the unique display formats and performance requirements dictated by the specific cockpit applications has resulted in a manufacturing approach requiring common TFT substrate design flexibility and the use of a common foundation for the assembly of AMLCD displays suitable for a variety of high performance military cockpits.

Weather Information System

NASA Technical Reports Server (NTRS)

1995-01-01

WxLink is an aviation weather system based on advanced airborne sensors, precise positioning available from the satellite-based Global Positioning System, cockpit graphics and a low-cost datalink. It is a two-way system that uplinks weather information to the aircraft and downlinks automatic pilot reports of weather conditions aloft. Manufactured by ARNAV Systems, Inc., the original technology came from Langley Research Center's cockpit weather information system, CWIN (Cockpit Weather INformation). The system creates radar maps of storms, lightning and reports of surface observations, offering improved safety, better weather monitoring and substantial fuel savings.

Potential benefits and hazards of increased reliance on cockpit automation

NASA Technical Reports Server (NTRS)

Wiener, Earl L.

1990-01-01

A review is presented of the introduction of advanced technology into the modern aircraft cockpit, bringing a new era of cockpit automation, and the opportunity for safe, fuel-efficient, computer-directed flight. It is shown that this advanced technology has also brought a number of problems, not due to equipment failure, but due to problems at the human-automation interface. Consideration is given to the interface, the ATC system, and to company, regulatory, and economic environments, as well as to how they contribute to these new problems.

Threat perception while viewing single intruder conflicts on a cockpit display of traffic information

NASA Technical Reports Server (NTRS)

Ellis, S. R.; Palmer, E.

1982-01-01

Subjective estimates of the threat posed by a single intruder aircraft were determined by showing pilots photographs of a cockpit display of traffic information. The time the intruder was away from the point of minimum separation was found to be the major determinant of the perception of threat. When asked to choose a maneuver to reduce the conflict, pilots selected maneuvers with a bias toward those that would have kept the intruders in sight had they been visible out the cockpit window.

Cockpit and cabin crew coordination

DOT National Transportation Integrated Search

1988-02-01

Cockpit and cabin crew coordination is crucial not only in emergencies, but : also during normal operations. The purposes of this study were to determine the : status of crew coordination in the industry and to identify the implications for : flight ...

Cockpit and cabin crew coordination

DOT National Transportation Integrated Search

1988-02-28

Cockpit and cabin crew coordination is crucial not only in emergencies, but also during normal operations. The purposes of this study were to determine the status of crew coordination in the industry and to identify the implications for flight safety...

Survey of cockpit visual problems of senior pilots.

DOT National Transportation Integrated Search

1977-01-01

Fifty general aviation pilots (average age 49; range 40-73) completed a questionnaire concerning cockpit visual problems. The results of the questionnaire indicated that proper interpretation of the airspeed indicator and the altimeter required the b...

Human factors of the high technology cockpit

NASA Technical Reports Server (NTRS)

Wiener, Earl L.

1990-01-01

The rapid advance of cockpit automation in the last decade has outstripped the ability of the human factors profession to understand the changes in human functions required. High technology cockpits require less physical (observable) workload, but are highly demanding of cognitive functions such as planning, alternative selection, and monitoring. Furthermore, automation creates opportunity for new and more serious forms of human error, and many pilots are concerned about the possibility of complacency affecting their performance. On the positive side, the equipment works as advertized with high reliability, offering highly efficient, computer-based flight. These findings from the cockpit studies probably apply equally to other industries, such as nuclear power production, other modes of transportation, medicine, and manufacturing, all of which traditionally have looked to aviation for technological leadership. The challenge to the human factors profession is to aid designers, operators, and training departments in exploiting the positive side of automation, while seeking solutions to the negative side. Viewgraphs are given.

Human performance in the modern cockpit

NASA Technical Reports Server (NTRS)

Dismukes, R. K.; Cohen, M. M.

1992-01-01

This panel was organized by the Aerospace Human Factors Committee to illustrate behavioral research on the perceptual, cognitive, and group processes that determine crew effectiveness in modern cockpits. Crew reactions to the introduction of highly automated systems in the cockpit will be reported on. Automation can improve operational capabilities and efficiency and can reduce some types of human error, but may also introduce entirely new opportunities for error. The problem solving and decision making strategies used by crews led by captains with various personality profiles will be discussed. Also presented will be computational approaches to modeling the cognitive demands of cockpit operations and the cognitive capabilities and limitations of crew members. Factors contributing to aircrew deviations from standard operating procedures and misuse of checklist, often leading to violations, incidents, or accidents will be examined. The mechanisms of visual perception pilots use in aircraft control and the implications of these mechanisms for effective design of visual displays will be discussed.

Analysis of in-trail following dynamics of CDTI-equipped aircraft. [Cockpit Displays of Traffic Information

NASA Technical Reports Server (NTRS)

Sorensen, J. A.; Goka, T.

1982-01-01

In connection with the necessity to provide greater terminal area capacity, attention is given to approaches in which the required increase in capacity will be obtained by making use of more automation and by involving the pilot to a larger degree in the air traffic control (ATC) process. It was recommended that NASA should make extensive use of its research aircraft and cockpit simulators to assist the FAA in examining the capabilities and limitations of cockpit displays of traffic information (CDTI). A program was organized which utilizes FAA ATC (ground-based) simulators and NASA aircraft and associated cockpit simulators in a research project which explores applications of the CDTI system. The present investigation is concerned with several questions related to the CDTI-based terminal area traffic tactical control concepts. Attention is given to longitudinal separation criteria, a longitudinal following model, longitudinal capture, combined longitudinal/vertical control, and lateral control.

Cognition and procedure representational requirements for predictive human performance models

NASA Technical Reports Server (NTRS)

Corker, K.

1992-01-01

Models and modeling environments for human performance are becoming significant contributors to early system design and analysis procedures. Issues of levels of automation, physical environment, informational environment, and manning requirements are being addressed by such man/machine analysis systems. The research reported here investigates the close interaction between models of human cognition and models that described procedural performance. We describe a methodology for the decomposition of aircrew procedures that supports interaction with models of cognition on the basis of procedures observed; that serves to identify cockpit/avionics information sources and crew information requirements; and that provides the structure to support methods for function allocation among crew and aiding systems. Our approach is to develop an object-oriented, modular, executable software representation of the aircrew, the aircraft, and the procedures necessary to satisfy flight-phase goals. We then encode in a time-based language, taxonomies of the conceptual, relational, and procedural constraints among the cockpit avionics and control system and the aircrew. We have designed and implemented a goals/procedures hierarchic representation sufficient to describe procedural flow in the cockpit. We then execute the procedural representation in simulation software and calculate the values of the flight instruments, aircraft state variables and crew resources using the constraints available from the relationship taxonomies. The system provides a flexible, extensible, manipulative and executable representation of aircrew and procedures that is generally applicable to crew/procedure task-analysis. The representation supports developed methods of intent inference, and is extensible to include issues of information requirements and functional allocation. We are attempting to link the procedural representation to models of cognitive functions to establish several intent inference methods including procedural backtracking with concurrent search, temporal reasoning, and constraint checking for partial ordering of procedures. Finally, the representation is being linked to models of human decision making processes that include heuristic, propositional and prescriptive judgement models that are sensitive to the procedural content in which the valuative functions are being performed.

Speech Recognition Interfaces Improve Flight Safety

NASA Technical Reports Server (NTRS)

2013-01-01

"Alpha, Golf, November, Echo, Zulu." "Sierra, Alpha, Golf, Echo, Sierra." "Lima, Hotel, Yankee." It looks like some strange word game, but the combinations of words above actually communicate the first three points of a flight plan from Albany, New York to Florence, South Carolina. Spoken by air traffic controllers and pilots, the aviation industry s standard International Civil Aviation Organization phonetic alphabet uses words to represent letters. The first letter of each word in the series is combined to spell waypoints, or reference points, used in flight navigation. The first waypoint above is AGNEZ (alpha for A, golf for G, etc.). The second is SAGES, and the third is LHY. For pilots of general aviation aircraft, the traditional method of entering the letters of each waypoint into a GPS device is a time-consuming process. For each of the 16 waypoints required for the complete flight plan from Albany to Florence, the pilot uses a knob to scroll through each letter of the alphabet. It takes approximately 5 minutes of the pilot s focused attention to complete this particular plan. Entering such a long flight plan into a GPS can pose a safety hazard because it can take the pilot s attention from other critical tasks like scanning gauges or avoiding other aircraft. For more than five decades, NASA has supported research and development in aviation safety, including through its Vehicle Systems Safety Technology (VSST) program, which works to advance safer and more capable flight decks (cockpits) in aircraft. Randy Bailey, a lead aerospace engineer in the VSST program at Langley Research Center, says the technology in cockpits is directly related to flight safety. For example, "GPS navigation systems are wonderful as far as improving a pilot s ability to navigate, but if you can find ways to reduce the draw of the pilot s attention into the cockpit while using the GPS, it could potentially improve safety," he says.

Symbols for cockpit displays of traffic information

DOT National Transportation Integrated Search

2009-10-25

A web-based study assessed pilots ability to learn and remember traffic symbols that may be shown on a Cockpit Display of Traffic Information (CDTI). These displays convey data obtained from Automatic Dependent Surveillance-Broadcast (ADS B) and rela...

Cockpit design for impact Survival.

DOT National Transportation Integrated Search

1966-02-01

Three principles for high delethalization within the cockpit are given: : 1.the elimination of sharp, elongated, brittle, pointed, or similarly shpaed objects within the envelope of motion of the occupant in a given location; : 2.the use of a body-re...

Symbols for cockpit displays of traffic information

DOT National Transportation Integrated Search

2010-03-01

A web-based study assessed pilots ability to learn and remember traffic symbols that may be shown on a Cockpit Display of Traffic Information (CDTI). These displays convey data obtained from Automatic Dependent Surveillance-Broadcast (ADS B) and rela...

The 727 approach energy management system avionics specification (preliminary)

NASA Technical Reports Server (NTRS)

Jackson, D. O.; Lambregts, A. A.

1976-01-01

Hardware and software requirements for an Approach Energy Management System (AEMS) consisting of an airborne digital computer and cockpit displays are presented. The displays provide the pilot with a visual indication of when to manually operate the gear, flaps, and throttles during a delayed flap approach so as to reduce approach time, fuel consumption, and community noise. The AEMS is an independent system that does not interact with other navigation or control systems, and is compatible with manually flown or autopilot coupled approaches. Operational use of the AEMS requires a DME ground station colocated with the flight path reference.

Frequency encoded auditory display of the critical tracking task

NASA Technical Reports Server (NTRS)

Stevenson, J.

1984-01-01

The use of auditory displays for selected cockpit instruments was examined. In auditory, visual, and combined auditory-visual compensatory displays of a vertical axis, critical tracking task were studied. The visual display encoded vertical error as the position of a dot on a 17.78 cm, center marked CRT. The auditory display encoded vertical error as log frequency with a six octave range; the center point at 1 kHz was marked by a 20-dB amplitude notch, one-third octave wide. Asymptotic performance on the critical tracking task was significantly better when using combined displays rather than the visual only mode. At asymptote, the combined display was slightly, but significantly, better than the visual only mode. The maximum controllable bandwidth using the auditory mode was only 60% of the maximum controllable bandwidth using the visual mode. Redundant cueing increased the rate of improvement of tracking performance, and the asymptotic performance level. This enhancement increases with the amount of redundant cueing used. This effect appears most prominent when the bandwidth of the forcing function is substantially less than the upper limit of controllability frequency.

Brain wave correlates of attentional states: Event related potentials and quantitative EEG analysis during performance of cognitive and perceptual tasks

NASA Technical Reports Server (NTRS)

Freeman, Frederick G.

1993-01-01

The increased use of automation in the cockpits of commercial planes has dramatically decreased the workload requirements of pilots, enabling them to function more efficiently and with a higher degree of safety. Unfortunately, advances in technology have led to an unexpected problem: the decreased demands on pilots have increased the probability of inducing 'hazardous states of awareness.' A hazardous state of awareness is defined as a decreased level of alertness or arousal which makes an individual less capable of reacting to unique or emergency types of situations. These states tend to be induced when an individual is not actively processing information. Under such conditions a person is likely to let his/her mind wander, either to internal states or to irrelevant external conditions. As a result, they are less capable of reacting quickly to emergency situations. Since emergencies are relatively rare, and since the high automated cockpit requires progressively decreasing levels of engagement, the probability of being seduced into a lowered state of awareness is increasing. This further decreases the readiness of the pilot to react to unique circumstances such as system failures. The HEM Lab at NASA-Langley Research Center has been studying how these states of awareness are induced and what the physiological correlates of these different states are. Specifically, they have been interested in studying electroencephalographic (EEG) measures of different states of alertness to determine if such states can be identified and, hopefully, avoided. The project worked on this summer involved analyzing the EEG and the event related potentials (ERP) data collected while subjects performed under two conditions. Each condition required subjects to perform a relatively boring vigilance task. The purpose of using these tasks was to induce a decreased state of awareness while still requiring the subject to process information. Each task involved identifying an infrequently presented target stimulus. In addition to the task requirements, irrelevant tones were presented in the background. Research has shown that even though these stimuli are not attended, ERP's to them can still be elicited. The amplitude of the ERP waves has been shown to change as a function of a person's level of alertness. ERP's were also collected and analyzed for the target stimuli for each task. Brain maps were produced based on the ERP voltages for the different stimuli. In addition to the ERP's, a quantitative EEG (QEEG) was performed on the data using a fast Fourier technique to produce a power spectral analysis of the EEG. This analysis was conducted on the continuous EEG while the subjects were performing the tasks. Finally, a QEEG was performed on periods during the task when subjects indicated that they were in an altered state of awareness. During the tasks, subjects were asked to indicate by pressing a button when they realized their level of task awareness had changed. EEG epochs were collected for times just before and just after subjects made this reponse. The purpose of this final analysis was to determine whether or not subjective indices of level of awareness could be correlated with different patterns of EEG.

Cockpit display of traffic information (CDTI) and airport moving map industry survey

DOT National Transportation Integrated Search

2016-08-01

This document provides an overview of Cockpit Display of Traffic Information (CDTI) products as of May 2016, including those with airport moving map functionality, and airport moving map applications without traffic depiction. This document updates a...

78 FR 9800 - Airworthiness Directives; Embraer S.A. Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2013-02-12

... striker and quick- release pin of the passive lock of the cockpit door, and replacing the upper and lower...) of this AD. (1) Replace the striker and quick-release pin of the passive lock of the cockpit door, in...

Cockpit resource management training

NASA Technical Reports Server (NTRS)

White, Lawson C.

1987-01-01

The 6th General Flight Crew Training Meeting held in Montreal in May, 1984 was for most IATA member airlines the first time they had been exposed to what was then a relatively new aspect of flight crew training-resource management training. In reviewing the results of this meeting the IATA Flight Crew Training SubCommittee (FCTSC), which had been responsible for the agenda and the meeting itself, concluded that because very few airlines had implemented a program or even appeared to understand the term resource management, a member airline survey should be conducted and the results analyzed. This presentation shows the results of that survey in a form which can be related to the topics of the workshop.

Bill Parsons with Discovery Processing Team

NASA Image and Video Library

2003-08-29

Mark McGee (right) shows the bead blasting completed on the rudder speed brake on orbiter Discovery to Shuttle Program Manager Bill Parsons (center). McGee is manager, Orbiter Processing Facility, with United Space Alliance. At left is Mark Nappi, deputy associate program manager, ground operations, USA. The work was part of Orbiter Major Modifications (OMM) that were recently completed on Discovery. The OMM work ranged from wiring, control panels and black boxes to gaseous and fluid systems tubing and components. These systems were deserviced, disassembled, inspected, modified, reassembled, checked out and reserviced, as were most other systems onboard. The work included the installation of the Multifunction Electronic Display Subsystem (MEDS) - a state-of-the-art “glass cockpit.”

Shared Situation Awareness in the Flight Deck-ATC System

NASA Technical Reports Server (NTRS)

Endsley, Mica R.; Hansman, R. John; Farley, Todd C.

1998-01-01

New technologies and operational concept changes have been proposed for implementation in the National Airspace System (NAS). These changes include improved datalink (CPDLC) technologies for providing improved weather, traffic, Flight Object (FO) and navigation information to the pilot and controller, and new forms of automation for both the flight deck and air traffic management system. In addition, the way business is conducted in the NAS is under consideration. Increases in the discretion provided to pilots (and dispatchers in commercial airlines) are being contemplated in an effort to increase system capacity and flexibility. New concepts of operation (e.g., Collaborative Decision Making and Free Flight) allow for more control to be given to the cockpit or airline with correspondingly greater monitoring responsibilities on the ground. In addition, new technologies and displays make possible much greater information flow between the ground and the cockpit and also dramatic changes in the type of information provided. Designing to support these changes suggests two integrally linked questions: (1) What display technologies and information are needed to support desired changes responsibilities? (2) How will the changes in information availability influence the negotiation process between the cockpit and the ground? Each of these proposed changes (both in technology and operational concept) will have a marked impact on the performance, workload, and Situation Awareness (SA) of both pilots and controllers. Typically such changes are evaluated independently in terms of the effects of the proposed change on either pilot performance or ATC performance. It is proposed here, however, that in order to fully understand the effects of such changes, the joint pilot/controller system must be considered.

General aviation structures directly responsible for trauma in crash decelerations.

DOT National Transportation Integrated Search

1971-01-01

An analytical study of general aviation accident injuries is presented. Needs for improvement of both the crash design of the interior of the cockpit and the structural integrity of the cockpit itself are clearly illustrated. Crash safety design in l...

Three-Dimensional Measurement Applied in Design Eye Point of Aircraft Cockpits.

PubMed

Wang, Yanyan; Guo, Xiaochao; Liu, Qingfeng; Xiao, Huajun; Bai, Yu

2018-04-01

Inappropriate design eye point (DEP) will lead to nonstandard sitting postures, including nonneutral head positions and other uncomfortable sitting postures, which are high risk factors for neck pain in fighter pilots exposed to high G forces. Therefore, application of a 3D measurement method to collect data regarding eye position while in the cruising sitting posture in the aircraft cockpit to guide the design eye point has been proposed. A total of 304 male fixed wing aircraft pilots were divided into two groups. Subgroup A (N = 48) were studied to define the cruising posture during flight. Subgroup B (N = 256) were studied with Romer 3D measurement equipment to locate the cruising eye position of the pilots in a simulated cockpit. The 3D data were compared to DEP data in the current standard cockpit. According to 3D measurement, the vertical distance from the cruising eye point to the neutral seat reference point was 759 mm, which is 36 mm lower than that of the Chinese standard DEP and also lower than the U.S. military standard. The horizontal distance was 131 mm, which is 24 mm shorter than that of the Chinese standard. The current DEP data cannot fulfill the needs of fighter pilots and should be amended according to the results of the 3D measurement so that pilots can acquire the optimal cruising posture in flight. This new method has the value of practical application to investigate cockpit ergonomics and the measurement data can guide DEP design.Wang Y, Guo X, Liu Q, Xiao H, Bai Y. Three-dimensional measurement applied in design eye point of aircraft cockpits. Aerosp Med Hum Perform. 2018; 89(4):371-376.

Subjective health complaints, work-related stress and self-efficacy in Norwegian aircrew.

PubMed

Omholt, M L; Tveito, T H; Ihlebæk, C

2017-03-01

The European civilian aviation industry has undergone major changes in the last decade. Despite this, there is little knowledge about work-related stress and subjective health complaints (SHCs) affecting Norwegian aircrew. To investigate the relationships between work-related stress, self-efficacy and SHCs in commercial aircrew in Norway and to explore differences between cockpit and cabin crew. Aircrew members from the three major airlines operating from Norway completed an electronically distributed questionnaire. Linear regression analyses were used to investigate the association between work-related stress, self-efficacy and SHCs. There was a 21% response rate. Among the 843 study subjects, tiredness, sleep problems, bloating, low back pain, headaches and neck pain were the most prevalent SHCs. Cabin crew reported significantly higher numbers, prevalences and mean values for all SHCs compared with cockpit crew (P < 0.05). In total, 20% reported high stress levels. High levels of work-related stress were significantly associated with all SHC factors in both groups. Self-efficacy partly moderated the relationship between stress and psychological complaints in both cockpit and cabin crew, and for musculoskeletal complaints in cockpit crew. The model explained 23 and 32% of the variance in psychological complaints for cockpit and cabin crew, respectively. Commercial aircrew in Norway reported high numbers of SHCs, and high levels of work-related stress were associated with high numbers of SHC. More knowledge is needed on the physical, organizational and psychosocial stressors affecting cockpit and cabin crew in order to create a healthier work environment for these groups. © The Author 2016. Published by Oxford University Press on behalf of the Society of Occupational Medicine. All rights reserved. For Permissions, please email: journals.permissions@oup.com

Female voice communications in high level aircraft cockpit noises--part II: vocoder and automatic speech recognition systems.

PubMed

Nixon, C; Anderson, T; Morris, L; McCavitt, A; McKinley, R; Yeager, D; McDaniel, M

1998-11-01

The intelligibility of female and male speech is equivalent under most ordinary living conditions. However, due to small differences between their acoustic speech signals, called speech spectra, one can be more or less intelligible than the other in certain situations such as high levels of noise. Anecdotal information, supported by some empirical observations, suggests that some of the high intensity noise spectra of military aircraft cockpits may degrade the intelligibility of female speech more than that of male speech. In an applied research study, the intelligibility of female and male speech was measured in several high level aircraft cockpit noise conditions experienced in military aviation. In Part I, (Nixon CW, et al. Aviat Space Environ Med 1998; 69:675-83) female speech intelligibility measured in the spectra and levels of aircraft cockpit noises and with noise-canceling microphones was lower than that of the male speech in all conditions. However, the differences were small and only those at some of the highest noise levels were significant. Although speech intelligibility of both genders was acceptable during normal cruise noises, improvements are required in most of the highest levels of noise created during maximum aircraft operating conditions. These results are discussed in a Part I technical report. This Part II report examines the intelligibility in the same aircraft cockpit noises of vocoded female and male speech and the accuracy with which female and male speech in some of the cockpit noises were understood by automatic speech recognition systems. The intelligibility of vocoded female speech was generally the same as that of vocoded male speech. No significant differences were measured between the recognition accuracy of male and female speech by the automatic speech recognition systems. The intelligibility of female and male speech was equivalent for these conditions.

6. Detail of forward fuselage showing open cockpit hatch and ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

6. Detail of forward fuselage showing open cockpit hatch and ladder. View to southeast. - Offutt Air Force Base, Looking Glass Airborne Command Post, Looking Glass Aircraft, On Operational Apron covering northeast half of Project Looking Glass Historic District, Bellevue, Sarpy County, NE

The Effect of Instrument Approach Procedure Chart Design on Pilot Search Speed and Response Accuracy - Flight Test Results

DOT National Transportation Integrated Search

1995-06-01

Instrument approach procedure (IAP) charts can be densely packed with information. This high information density can : make information difficult to find, particularly in a poorly lit cockpit during turbulence. The Voipe Center's Cockpit : Hunan Fact...

Helicopter force-feel and stability augmentation system with parallel servo-actuator

NASA Technical Reports Server (NTRS)

Hoh, Roger H. (Inventor)

2006-01-01

A force-feel system is implemented by mechanically coupling a servo-actuator to and in parallel with a flight control system. The servo-actuator consists of an electric motor, a gearing device, and a clutch. A commanded cockpit-flight-controller position is achieved by pilot actuation of a trim-switch. The position of the cockpit-flight-controller is compared with the commanded position to form a first error which is processed by a shaping function to correlate the first error with a commanded force at the cockpit-flight-controller. The commanded force on the cockpit-flight-controller provides centering forces and improved control feel for the pilot. In an embodiment, the force-feel system is used as the basic element of stability augmentation system (SAS). The SAS provides a stabilization signal that is compared with the commanded position to form a second error signal. The first error is summed with the second error for processing by the shaping function.

Mental workload prediction based on attentional resource allocation and information processing.

PubMed

Xiao, Xu; Wanyan, Xiaoru; Zhuang, Damin

2015-01-01

Mental workload is an important component in complex human-machine systems. The limited applicability of empirical workload measures produces the need for workload modeling and prediction methods. In the present study, a mental workload prediction model is built on the basis of attentional resource allocation and information processing to ensure pilots' accuracy and speed in understanding large amounts of flight information on the cockpit display interface. Validation with an empirical study of an abnormal attitude recovery task showed that this model's prediction of mental workload highly correlated with experimental results. This mental workload prediction model provides a new tool for optimizing human factors interface design and reducing human errors.

Feasibility study for ergonomic analysis and design of future helicopter cockpit systems

NASA Technical Reports Server (NTRS)

Hawkins, H. L.

1985-01-01

The Army's light scout-attack helicopters (LHXs), planned for deployment in the 1990's, will fly nap-of-the-earth (NOE) missions in high threat environments, often under poor visibility and adverse atmospheric conditions, and probably with a one man crew. A procedure for the analysis of pilot workload that will identify and explicate the main characteristics of those LHX mission components holding overload potential is described. A principled, in-depth, explication of the cognitive demans of LHX piloting is essential to any effective effort to address the human factors issues. A task-analytic procedure that will yield the detail and organizstion needed to achieve these goals is examined.

Effect of display update interval, update type, and background on perception of aircraft separation on a cockpit display on traffic information

NASA Technical Reports Server (NTRS)

Jago, S.; Baty, D.; Oconnor, S.; Palmer, E.

1981-01-01

The concept of a cockpit display of traffic information (CDTI) includes the integration of air traffic, navigation, and other pertinent information in a single electronic display in the cockpit. Concise display symbology was developed for use in later full-mission simulator evaluations of the CDTI concept. Experimental variables used included the update interval motion of the aircraft, the update type, (that is, whether the two aircraft were updated at the same update interval or not), the background (grid pattern or no background), and encounter type (straight or curved). Only the type of encounter affected performance.

Alert generation and cockpit presentation for an integrated microburst alerting system

NASA Technical Reports Server (NTRS)

Wanke, Craig; Hansman, R. John, Jr.

1991-01-01

Alert generation and cockpit presentation issues for low level wind shear (microburst) alerts are investigated. Alert generation issues center on the development of a hazard criterion which allows integration of both ground based and airborne wind shear detection systems to form an accurate picture of the aviation hazard posed by a particular wind shear situation. A methodology for the testing of a hazard criteria through flight simulation has been developed, and has been used to examine the effectiveness and feasibility of several possible criteria. Also, an experiment to evaluate candidate graphical cockpit displays for microburst alerts using a piloted simulator has been designed.

Human Factors in the 21st Century(Les facteurs humains au 21th siecle)

DTIC Science & Technology

2002-05-01

abstract thinking so as to become a systems supervisor and ultimately, a systems manager. • Finally, we must not lose sight of the fact that the...information at the right level of abstraction may become the dominant theme. Human factors specialists with a strong background in cognition and deep...of the underlying system and then helping pilots acquire an accurate cognitive model of the system during training. Instruction about cockpit

A flight investigation of simulated data-link communications during single-pilot IFR flight. Volume 2: Flight evaluations

NASA Technical Reports Server (NTRS)

Parker, J. F., Jr.; Duffy, J. W.

1982-01-01

Key problems in single pilot instrument flight operations are in the management of flight data and the processing of cockpit information during conditions of heavy workload. A flight data console was developed to allow simulation of a digital data link to replace the current voice communications stem used in air traffic control. This is a human factors evaluation of a data link communications system to determine how such a system might reduce cockpit workload, improve flight proficiency, and be accepted by general aviation pilots. The need for a voice channel as backup to a digital link is examined. The evaluations cover both airport terminal area operations and full mission instrument flight. Results show that general aviation pilots operate well with a digital data link communications system. The findings indicate that a data link system for pilot/ATC communications, with a backup voice channel, is well accepted by general aviation pilots and is considered to be safer, more efficient, and result in less workload than the current voice system.

Automation of an RCS (Radar Cross Section) measurement system and its application to investigate the electromagnetic scattering from scale model aircraft canopies

NASA Astrophysics Data System (ADS)

Owens, Scott A.

1989-12-01

The purpose of this study was twofold, the first objective was to complete the development of AFIT's Far-Field Radar Range with a fully automated measurement process. The second objective was to use the facility to investigate the scattering of metallic versus transparent aircraft canopies relative to the scattering of the total aircraft. The approach for the investigation was: (1) to measure scale model aircraft to determine the effect of the RCS of the canopy/cockpit area on the RCS of the total aircraft; and (2) to design and measure a test body which would isolate the canopy/cockpit area from the rest of the aircraft. The result of the work on the first task is a software package called AFIT RCS Measurement Software (ARMS). The successful performance of the far-field range was validated by very favorable comparisons with the Wright Research and Development Center's anechoic chamber. The scale model measurements suggest at most a 5 dB difference between the scattering from the two extreme cases. The test body, however, clearly demonstrated differences up to 20 dB at certain frequencies. This study documents the upper and lower bounds of the subject measurements in an indoor measurement range. The Air Force has expressed interest in steering the investigation to examine materials and/or canopy construction.

14 CFR 27.1457 - Cockpit voice recorders.

Code of Federal Regulations, 2010 CFR

2010-01-01

... stations and voice communications of other crewmembers on the flight deck when directed to those stations... pilot stations. The microphone specified in this paragraph must be so located and, if necessary, the... are intelligible when recorded under flight cockpit noise conditions and played back. The level of...

14 CFR 25.1457 - Cockpit voice recorders.

Code of Federal Regulations, 2010 CFR

2010-01-01

... stations and voice communications of other crewmembers on the flight deck when directed to those stations... as practicable when recorded under flight cockpit noise conditions and played back. Repeated aural or... pilot station. (2) For the second channel from each boom, mask, or hand-held microphone, headset, or...

Format and basic geometry of a perspective display of air traffic for the cockpit

DOT National Transportation Integrated Search

1991-06-01

The design and implementation of a perspective display of air traffic for the cockpit is discussed. Parameters of the perspective are variable and interactive so that the appearance of the projected image can be widely varied. This approach makes all...

Report of Study On Airlines' Anticipated Near Future Cockpit Control and Display Capabilities and Plans For Data Link Communication, Part 2

DOT National Transportation Integrated Search

1995-07-01

In support of the Federal Aviation Administration (FAA) Airborne Data Link : Program, CTA INCORPORATED researched airlines' anticipated near future cockpit : control and display capabilities and associated plans for Data Link : communication. This ef...

14 CFR 125.227 - Cockpit voice recorders.

Code of Federal Regulations, 2013 CFR

2013-01-01

... Requirements § 125.227 Cockpit voice recorders. (a) No certificate holder may operate a large turbine engine... external surface to facilitate its location under water; and (iii) Have an approved underwater locating... may operate a large turbine engine powered airplane or a large pressurized airplane with four...

14 CFR 125.227 - Cockpit voice recorders.

Code of Federal Regulations, 2010 CFR

2010-01-01

... Requirements § 125.227 Cockpit voice recorders. (a) No certificate holder may operate a large turbine engine... external surface to facilitate its location under water; and (iii) Have an approved underwater locating... may operate a large turbine engine powered airplane or a large pressurized airplane with four...

14 CFR 125.227 - Cockpit voice recorders.

Code of Federal Regulations, 2012 CFR

2012-01-01

... Requirements § 125.227 Cockpit voice recorders. (a) No certificate holder may operate a large turbine engine... external surface to facilitate its location under water; and (iii) Have an approved underwater locating... may operate a large turbine engine powered airplane or a large pressurized airplane with four...

14 CFR 125.227 - Cockpit voice recorders.

Code of Federal Regulations, 2011 CFR

2011-01-01

... Requirements § 125.227 Cockpit voice recorders. (a) No certificate holder may operate a large turbine engine... external surface to facilitate its location under water; and (iii) Have an approved underwater locating... may operate a large turbine engine powered airplane or a large pressurized airplane with four...

14 CFR 125.227 - Cockpit voice recorders.

Code of Federal Regulations, 2014 CFR

2014-01-01

... Requirements § 125.227 Cockpit voice recorders. (a) No certificate holder may operate a large turbine engine... external surface to facilitate its location under water; and (iii) Have an approved underwater locating... may operate a large turbine engine powered airplane or a large pressurized airplane with four...

Physiological effects of solar heat load in a fighter cockpit.

PubMed

Nunneley, S A; Myhre, L G

1976-09-01

The use of bubble canopies to improve vision in fighter aircraft exposes the cockpit to a high radiant heat load. Incoming sunlight increases the heat stress on crewmembers, both by raising air temperature and by directly heating exposed skin and clothing. An F-15 aircraft at Edwards AFB was modified to permit cockpit ventilation by external ground carts. Eight volunteers from the Test Pilot School were studied during 1-h periods in the closed cockpit, in sun and in shade. Mean cockpit air temperatures were 35.2 degrees C in shade and 51.9 degrees C in sun with PH2O less than 10 torr. The corresponding WBGT's were 22.6 and 36.4 degrees C. Sunlight added significantly to overall heat stress, as indicated by a rising heart rate and evaporative weight loss of 284 g/m2 - h (shade value was 109 g/m2 - hr). Mean skin temperatures were 34.3 degrees C in shade and 35.8 degrees C in sun. Particularly high skin temperatures were observed on the chest, the forehead and the top of the head under the helmet. The legs remained cool due to the flow of conditioned air, and this may explain why rectal temperature showed no meaningful change. Heat stress, which alone poses no physiological hazard, may cause crew performance decrements as well as diminishing acceleration tolerance. Possible means of eliminating or ameliorating these effects are discussed.

Shuttle Abort Flight Management (SAFM) - Application Overview

NASA Technical Reports Server (NTRS)

Hu, Howard; Straube, Tim; Madsen, Jennifer; Ricard, Mike

2002-01-01

One of the most demanding tasks that must be performed by the Space Shuttle flight crew is the process of determining whether, when and where to abort the vehicle should engine or system failures occur during ascent or entry. Current Shuttle abort procedures involve paging through complicated paper checklists to decide on the type of abort and where to abort. Additional checklists then lead the crew through a series of actions to execute the desired abort. This process is even more difficult and time consuming in the absence of ground communications since the ground flight controllers have the analysis tools and information that is currently not available in the Shuttle cockpit. Crew workload specifically abort procedures will be greatly simplified with the implementation of the Space Shuttle Cockpit Avionics Upgrade (CAU) project. The intent of CAU is to maximize crew situational awareness and reduce flight workload thru enhanced controls and displays, and onboard abort assessment and determination capability. SAFM was developed to help satisfy the CAU objectives by providing the crew with dynamic information about the capability of the vehicle to perform a variety of abort options during ascent and entry. This paper- presents an overview of the SAFM application. As shown in Figure 1, SAFM processes the vehicle navigation state and other guidance information to provide the CAU displays with evaluations of abort options, as well as landing site recommendations. This is accomplished by three main SAFM components: the Sequencer Executive, the Powered Flight Function, and the Glided Flight Function, The Sequencer Executive dispatches the Powered and Glided Flight Functions to evaluate the vehicle's capability to execute the current mission (or current abort), as well as more than IS hypothetical abort options or scenarios. Scenarios are sequenced and evaluated throughout powered and glided flight. Abort scenarios evaluated include Abort to Orbit (ATO), Transatlantic Abort Landing (TAL), East Coast Abort Landing (ECAL) and Return to Launch Site (RTLS). Sequential and simultaneous engine failures are assessed and landing footprint information is provided during actual entry scenarios as well as hypothetical "loss of thrust now" scenarios during ascent.

14 CFR 121.315 - Cockpit check procedure.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Cockpit check procedure. 121.315 Section 121.315 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED... emergencies. The procedures must be designed so that a flight crewmember will not need to rely upon his memory...

14 CFR 25.351 - Yaw maneuver conditions.

Code of Federal Regulations, 2010 CFR

2010-01-01

... angle of paragraph (c) of this section, it is assumed that the cockpit rudder control is suddenly...) With the airplane in unaccelerated flight at zero yaw, it is assumed that the cockpit rudder control is suddenly displaced to achieve the resulting rudder deflection, as limited by: (1) The control system on...

14 CFR 25.351 - Yaw maneuver conditions.

Code of Federal Regulations, 2011 CFR

2011-01-01

... angle of paragraph (c) of this section, it is assumed that the cockpit rudder control is suddenly...) With the airplane in unaccelerated flight at zero yaw, it is assumed that the cockpit rudder control is suddenly displaced to achieve the resulting rudder deflection, as limited by: (1) The control system on...

14 CFR 27.1457 - Cockpit voice recorders.

Code of Federal Regulations, 2014 CFR

2014-01-01

... service to essential or emergency loads. (ii) It remains powered for as long as possible without... combination unit, no single electrical failure external to the recorder may disable both the cockpit voice... or by any other loss of power to the electrical power bus. (e) The record container must be located...

Determining Window Placement and Configuration for the Small Pressurized Rover (SPR)

NASA Technical Reports Server (NTRS)

Thompson, Shelby; Litaker, Harry; Howard, Robert

2009-01-01

This slide presentation reviews the process of the evaluation of window placement and configuration for the cockpit of the Lunar Electric Rover (LER). The purpose of the evaluation was to obtain human-in-the-loop data on window placement and configuration for the cockpit of the LER.

14 CFR 121.359 - Cockpit voice recorders.

Code of Federal Regulations, 2013 CFR

2013-01-01

... Cockpit voice recorders. (a) No certificate holder may operate a large turbine engine powered airplane or... its location under water; and (iii) Have an approved underwater locating device on or adjacent to the... person may operate a multiengine, turbine-powered airplane having a passenger seat configuration of 10-19...

14 CFR 121.359 - Cockpit voice recorders.

Code of Federal Regulations, 2011 CFR

2011-01-01

... Cockpit voice recorders. (a) No certificate holder may operate a large turbine engine powered airplane or... its location under water; and (iii) Have an approved underwater locating device on or adjacent to the... person may operate a multiengine, turbine-powered airplane having a passenger seat configuration of 10-19...

14 CFR 121.359 - Cockpit voice recorders.

Code of Federal Regulations, 2010 CFR

2010-01-01

... Cockpit voice recorders. (a) No certificate holder may operate a large turbine engine powered airplane or... its location under water; and (iii) Have an approved underwater locating device on or adjacent to the... person may operate a multiengine, turbine-powered airplane having a passenger seat configuration of 10-19...

14 CFR 121.359 - Cockpit voice recorders.

Code of Federal Regulations, 2014 CFR

2014-01-01

... Cockpit voice recorders. (a) No certificate holder may operate a large turbine engine powered airplane or... its location under water; and (iii) Have an approved underwater locating device on or adjacent to the... person may operate a multiengine, turbine-powered airplane having a passenger seat configuration of 10-19...

14 CFR 121.359 - Cockpit voice recorders.

Code of Federal Regulations, 2012 CFR

2012-01-01

... Cockpit voice recorders. (a) No certificate holder may operate a large turbine engine powered airplane or... its location under water; and (iii) Have an approved underwater locating device on or adjacent to the... person may operate a multiengine, turbine-powered airplane having a passenger seat configuration of 10-19...

Analytical display design for flight tasks conducted under instrument meteorological conditions. [human factors engineering of pilot performance for display device design in instrument landing systems

NASA Technical Reports Server (NTRS)

Hess, R. A.

1976-01-01

Paramount to proper utilization of electronic displays is a method for determining pilot-centered display requirements. Display design should be viewed fundamentally as a guidance and control problem which has interactions with the designer's knowledge of human psychomotor activity. From this standpoint, reliable analytical models of human pilots as information processors and controllers can provide valuable insight into the display design process. A relatively straightforward, nearly algorithmic procedure for deriving model-based, pilot-centered display requirements was developed and is presented. The optimal or control theoretic pilot model serves as the backbone of the design methodology, which is specifically directed toward the synthesis of head-down, electronic, cockpit display formats. Some novel applications of the optimal pilot model are discussed. An analytical design example is offered which defines a format for the electronic display to be used in a UH-1H helicopter in a landing approach task involving longitudinal and lateral degrees of freedom.

Synthesized speech rate and pitch effects on intelligibility of warning messages for pilots

NASA Technical Reports Server (NTRS)

Simpson, C. A.; Marchionda-Frost, K.

1984-01-01

In civilian and military operations, a future threat-warning system with a voice display could warn pilots of other traffic, obstacles in the flight path, and/or terrain during low-altitude helicopter flights. The present study was conducted to learn whether speech rate and voice pitch of phoneme-synthesized speech affects pilot accuracy and response time to typical threat-warning messages. Helicopter pilots engaged in an attention-demanding flying task and listened for voice threat warnings presented in a background of simulated helicopter cockpit noise. Performance was measured by flying-task performance, threat-warning intelligibility, and response time. Pilot ratings were elicited for the different voice pitches and speech rates. Significant effects were obtained only for response time and for pilot ratings, both as a function of speech rate. For the few cases when pilots forgot to respond to a voice message, they remembered 90 percent of the messages accurately when queried for their response 8 to 10 sec later.

Time-based self-spacing techniques using cockpit display of traffic information during approach to landing in a terminal area vectoring environment

NASA Technical Reports Server (NTRS)

Williams, D. H.

1983-01-01

A simulation study was undertaken to evaluate two time-based self-spacing techniques for in-trail following during terminal area approach. An electronic traffic display was provided in the weather radarscope location. The displayed self-spacing cues allowed the simulated aircraft to follow and to maintain spacing on another aircraft which was being vectored by air traffic control (ATC) for landing in a high-density terminal area. Separation performance data indicate the information provided on the traffic display was adequate for the test subjects to accurately follow the approach path of another aircraft without the assistance of ATC. The time-based technique with a constant-delay spacing criterion produced the most satisfactory spacing performance. Pilot comments indicate the workload associated with the self-separation task was very high and that additional spacing command information and/or aircraft autopilot functions would be desirable for operational implementational of the self-spacing task.

Vigilance impossible: Diligence, distraction, and daydreaming all lead to failures in a practical monitoring task.

PubMed

Casner, Stephen M; Schooler, Jonathan W

2015-09-01

In laboratory studies of vigilance, participants watch for unusual events in a "sit and stare" fashion as their performance typically declines over time. But watch keepers in practical settings seldom approach monitoring in such simplistic ways and controlled environments. We observed airline pilots performing routine monitoring duties in the cockpit. Unlike laboratory studies, pilots' monitoring did not deteriorate amidst prolonged vigils. Monitoring was frequently interrupted by other pop-up tasks and misses followed. However, when free from these distractions, pilots reported copious mind wandering. Pilots often confined their mind wandering to times in which their monitoring performance would not conspicuously suffer. But when no convenient times were available, pilots mind wandered anyway and misses ensued. Real-world monitors may be caught between a continuous vigilance approach that is doomed to fail, a dynamic environment that cannot be fully controlled, and what may be an irresistible urge to let one's thoughts drift. Published by Elsevier Inc.

An investigation of motion base cueing and G-seat cueing on pilot performance in a simulator

NASA Technical Reports Server (NTRS)

Mckissick, B. T.; Ashworth, B. R.; Parrish, R. V.

1983-01-01

The effect of G-seat cueing (GSC) and motion-base cueing (MBC) on performance of a pursuit-tracking task is studied using the visual motion simulator (VMS) at Langley Research Center. The G-seat, the six-degree-of-freedom synergistic platform motion system, the visual display, the cockpit hardware, and the F-16 aircraft mathematical model are characterized. Each of 8 active F-15 pilots performed the 2-min-43-sec task 10 times for each experimental mode: no cue, GSC, MBC, and GSC + MBC; the results were analyzed statistically in terms of the RMS values of vertical and lateral tracking error. It is shown that lateral error is significantly reduced by either GSC or MBC, and that the combination of cues produces a further, significant decrease. Vertical error is significantly decreased by GSC with or without MBC, whereas MBC effects vary for different pilots. The pattern of these findings is roughly duplicated in measurements of stick force applied for roll and pitch correction.

Simulation Study of Impact of Aeroelastic Characteristics on Flying Qualities of a High Speed Civil Transport

NASA Technical Reports Server (NTRS)

Raney, David L.; Jackson, E. Bruce; Buttrill, Carey S.

2002-01-01

A piloted simulation study conducted in NASA Langley Visual Motion Simulator addressed the impact of dynamic aero- servoelastic effects on flying qualities of a High Speed Civil Transport. The intent was to determine effectiveness of measures to reduce the impact of aircraft flexibility on piloting tasks. Potential solutions examined were increasing frequency of elastic modes through structural stiffening, increasing damping of elastic modes through active control, elimination of control effector excitation of the lowest frequency elastic modes, and elimination of visual cues associated with elastic modes. Six test pilots evaluated and performed simulated maneuver tasks, encountering incidents wherein cockpit vibrations due to elastic modes fed back into the control stick through involuntary vibrations of the pilots upper body and arm. Structural stiffening and compensation of the visual display were of little benefit in alleviating this impact, while increased damping and elimination of control effector excitation of the elastic modes both offered great improvements when applied in sufficient degree.

When Content Matters: The Role of Processing Code in Tactile Display Design.

PubMed

Ferris, Thomas K; Sarter, Nadine

2010-01-01

The distribution of tasks and stimuli across multiple modalities has been proposed as a means to support multitasking in data-rich environments. Recently, the tactile channel and, more specifically, communication via the use of tactile/haptic icons have received considerable interest. Past research has examined primarily the impact of concurrent task modality on the effectiveness of tactile information presentation. However, it is not well known to what extent the interpretation of iconic tactile patterns is affected by another attribute of information: the information processing codes of concurrent tasks. In two driving simulation studies (n = 25 for each), participants decoded icons composed of either spatial or nonspatial patterns of vibrations (engaging spatial and nonspatial processing code resources, respectively) while concurrently interpreting spatial or nonspatial visual task stimuli. As predicted by Multiple Resource Theory, performance was significantly worse (approximately 5-10 percent worse) when the tactile icons and visual tasks engaged the same processing code, with the overall worst performance in the spatial-spatial task pairing. The findings from these studies contribute to an improved understanding of information processing and can serve as input to multidimensional quantitative models of timesharing performance. From an applied perspective, the results suggest that competition for processing code resources warrants consideration, alongside other factors such as the naturalness of signal-message mapping, when designing iconic tactile displays. Nonspatially encoded tactile icons may be preferable in environments which already rely heavily on spatial processing, such as car cockpits.

The Measurement of the Field of View from Airplane Cockpits

NASA Technical Reports Server (NTRS)

Gough, Melvin N

1936-01-01

A method has been devised for the angular measurement and graphic portrayal of the view obtained from the pilot's cockpit of an airplane. The assumption upon which the method is based and a description of the instrument, designated a "visiometer", used in the measurement are given. Account is taken of the fact that the pilot has two eyes and two separate sources of vision. The view is represented on charts using an equal-area polar projection, a description and proof of which are given. The use of this chart, aside from its simplicity, may make possible the establishment of simple criterions of the field of view. Charts of five representative airplanes with various cockpit arrangements are included.

Using Visualization in Cockpit Decision Support Systems

NASA Technical Reports Server (NTRS)

Aragon, Cecilia R.

2005-01-01

In order to safely operate their aircraft, pilots must make rapid decisions based on integrating and processing large amounts of heterogeneous information. Visual displays are often the most efficient method of presenting safety-critical data to pilots in real time. However, care must be taken to ensure the pilot is provided with the appropriate amount of information to make effective decisions and not become cognitively overloaded. The results of two usability studies of a prototype airflow hazard visualization cockpit decision support system are summarized. The studies demonstrate that such a system significantly improves the performance of helicopter pilots landing under turbulent conditions. Based on these results, design principles and implications for cockpit decision support systems using visualization are presented.

Shared Problem Models and Crew Decision Making

NASA Technical Reports Server (NTRS)

Orasanu, Judith; Statler, Irving C. (Technical Monitor)

1994-01-01

The importance of crew decision making to aviation safety has been well established through NTSB accident analyses: Crew judgment and decision making have been cited as causes or contributing factors in over half of all accidents in commercial air transport, general aviation, and military aviation. Yet the bulk of research on decision making has not proven helpful in improving the quality of decisions in the cockpit. One reason is that traditional analytic decision models are inappropriate to the dynamic complex nature of cockpit decision making and do not accurately describe what expert human decision makers do when they make decisions. A new model of dynamic naturalistic decision making is offered that may prove more useful for training or aiding cockpit decision making. Based on analyses of crew performance in full-mission simulation and National Transportation Safety Board accident reports, features that define effective decision strategies in abnormal or emergency situations have been identified. These include accurate situation assessment (including time and risk assessment), appreciation of the complexity of the problem, sensitivity to constraints on the decision, timeliness of the response, and use of adequate information. More effective crews also manage their workload to provide themselves with time and resources to make good decisions. In brief, good decisions are appropriate to the demands of the situation and reflect the crew's metacognitive skill. Effective crew decision making and overall performance are mediated by crew communication. Communication contributes to performance because it assures that all crew members have essential information, but it also regulates and coordinates crew actions and is the medium of collective thinking in response to a problem. This presentation will examine the relation between communication that serves to build performance. Implications of these findings for crew training will be discussed.

Progress in aeronautical research and technology applicable to civil air transports

NASA Technical Reports Server (NTRS)

Bower, R. E.

1981-01-01

Recent progress in the aeronautical research and technology program being conducted by the United States National Aeronautics and Space Administration is discussed. Emphasis is on computational capability, new testing facilities, drag reduction, turbofan and turboprop propulsion, noise, composite materials, active controls, integrated avionics, cockpit displays, flight management, and operating problems. It is shown that this technology is significantly impacting the efficiency of the new civil air transports. The excitement of emerging research promises even greater benefits to future aircraft developments.

Theory underlying CRM training: Psychological issues in flight crew performance and crew coordination

NASA Technical Reports Server (NTRS)

Helmreich, Robert L.

1987-01-01

What psychological theory and research can reveal about training in Cockpit Resource Management (CRM) is summarized. A framework is provided for the critical analysis of current approaches to CRM training. Background factors and definitions critical to evaluating CRM are reviewed, followed by a discussion of issues directly related to CRM training effectiveness. Some of the things not known about the optimization of crew performance and the research needed to make these efforts as effective as possible are described.

Technical Workshop: Advanced Helicopter Cockpit Design

NASA Technical Reports Server (NTRS)

Hemingway, J. C. (Editor); Callas, G. P. (Editor)

1984-01-01

Information processing demands on both civilian and military aircrews have increased enormously as rotorcraft have come to be used for adverse weather, day/night, and remote area missions. Applied psychology, engineering, or operational research for future helicopter cockpit design criteria were identified. Three areas were addressed: (1) operational requirements, (2) advanced avionics, and (3) man-system integration.

Views of Astronaut (Col.) Joe Engle and son Jon with L-5 Piper Cub

NASA Technical Reports Server (NTRS)

1981-01-01

Views of Astronaut (Col.) Joe Engle and son Jon with L-5 Piper Cub at Clover Airport. Photos include Engle turning propeller while his son sits in the cockpit (34323); both Engle and son examine propeller (34324); Engle works on engine while his son sits in cockpit (34325).

General Aviation Cockpit Weather Information System Simulation Studies

NASA Technical Reports Server (NTRS)

McAdaragh, Ray; Novacek, Paul

2003-01-01

This viewgraph presentation provides information on two experiments on the effectiveness of a cockpit weather information system on a simulated general aviation flight. The presentation covers the simulation hardware configuration, the display device screen layout, a mission scenario, conclusions, and recommendations. The second experiment, with its own scenario and conclusions, is a follow-on experiment.

Mortality from cancer and other causes in commercial airline crews: a joint analysis of cohorts from 10 countries.

PubMed

Hammer, Gaël P; Auvinen, Anssi; De Stavola, Bianca L; Grajewski, Barbara; Gundestrup, Maryanne; Haldorsen, Tor; Hammar, Niklas; Lagorio, Susanna; Linnersjö, Anette; Pinkerton, Lynne; Pukkala, Eero; Rafnsson, Vilhjálmur; dos-Santos-Silva, Isabel; Storm, Hans H; Strand, Trond-Eirik; Tzonou, Anastasia; Zeeb, Hajo; Blettner, Maria

2014-05-01

Commercial airline crew is one of the occupational groups with the highest exposures to ionising radiation. Crew members are also exposed to other physical risk factors and subject to potential disruption of circadian rhythms. This study analyses mortality in a pooled cohort of 93 771 crew members from 10 countries. The cohort was followed for a mean of 21.7 years (2.0 million person-years), during which 5508 deaths occurred. The overall mortality was strongly reduced in male cockpit (SMR 0.56) and female cabin crews (SMR 0.73). The mortality from radiation-related cancers was also reduced in male cockpit crew (SMR 0.73), but not in female or male cabin crews (SMR 1.01 and 1.00, respectively). The mortality from female breast cancer (SMR 1.06), leukaemia and brain cancer was similar to that of the general population. The mortality from malignant melanoma was elevated, and significantly so in male cockpit crew (SMR 1.57). The mortality from cardiovascular diseases was strongly reduced (SMR 0.46). On the other hand, the mortality from aircraft accidents was exceedingly high (SMR 33.9), as was that from AIDS in male cabin crew (SMR 14.0). This large study with highly complete follow-up shows a reduced overall mortality in male cockpit and female cabin crews, an increased mortality of aircraft accidents and an increased mortality in malignant skin melanoma in cockpit crew. Further analysis after longer follow-up is recommended.

Evaluation of MIL-L-23699 Lubricant Performance in the TF41-A-2 Engine

DTIC Science & Technology

1975-05-01

provides the necessary signals to the cockpit indicator for the indication of engine oil pressure. The differential pressure switch controls a cockpit...light. If the light is on, it indicates that the differential oil pressure is low. The setting ot the differential pressure switch is 11 t 1 psi. The

Ambient-Light Simulator For Testing Cockpit Displays

NASA Technical Reports Server (NTRS)

Batson, Vernon M.; Gupton, Lawrence E.

1995-01-01

Apparatus provides illumination from outside, through windows and into interior of simulated airplane cockpit. Simulates sunlight, darkness, or lightning on demand. Ambient-lighting simulator surrounds forward section of simulated airplane. Provides control over intensity, color, and diffuseness of solar illumination and of position of Sun relative to airplane. Used to evaluate aircraft-instrumentation display devices under realistic lighting conditions.

76 FR 24343 - Airworthiness Directives; Bombardier, Inc. Model DHC-8-101, -102, -103, -106, -201, -202, -301...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-05-02

... structural degradation possibly leading to the loss of the windshield during flight. Also, water could leak... during flight. Also, water could leak into the cockpit and cause either a malfunction or failure of the... the windshield during flight. Also, water could leak into the cockpit and cause either a malfunction...

The second X-43A hypersonic research vehicle, mounted under the right wing of the B-52B launch aircraft, viewed from the B-52 cockpit

NASA Image and Video Library

2004-03-27

The second X-43A hypersonic research vehicle, mounted under the right wing of the B-52B launch aircraft, viewed from the B-52 cockpit. The crew is working on closing out the research vehicle, preparing it for flight.

Group 13, 1990 ASCAN Ochoa in T-38 cockpit during Ellington flight training

NASA Technical Reports Server (NTRS)

1990-01-01

Group 13, 1990 Astronaut Candidate (ASCAN) Ellen Ochoa, wearing helmet with breathing mask, sits in T-38A rear cockpit and prepares for flight training. NASA staff pilots conducted the T-38A flight training at Ellington Field on 07-26-90 and 07-27-90. Ellington Field is located near JSC.

76 FR 41045 - Special Conditions; Gulfstream Aerospace LP (GALP) Model G250 Airplane, Design Roll-Maneuver...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-07-13

... with electronic flight controls as they relate to design roll-maneuver requirements. The applicable... load condition at design maneuvering speed V A , in which the cockpit roll control is returned to... neutral position. 3. At design cruising speed V C , the cockpit roll control must be moved suddenly and...

78 FR 9779 - Airworthiness Directives; Hawker Beechcraft Corporation (Type Certificate Previously Held by...

Federal Register 2010, 2011, 2012, 2013, 2014

2013-02-12

... 400A airplanes. This AD was prompted by a report that the wiring for the 5- volt direct current (DC... control power supplies. We are issuing this AD to prevent failure of the wiring, which could result in smoke in the cockpit, loss of cockpit lighting, and potential damage to surrounding wiring for other...

Low-cost training technology

NASA Technical Reports Server (NTRS)

Lee, A. T.

1984-01-01

The differences between flight training technology and flight simulation technology are highlighted. Examples of training technologies are provided, including the Navy's training system and the interactive cockpit training device. Training problems that might arise in the near future are discussed. These challenges follow from the increased amount and variety of information that a pilot must have access to in the cockpit.

Towards Supervising Remote Dexterous Robots Across Time Delay

NASA Technical Reports Server (NTRS)

Hambuchen, Kimberly; Bluethmann, William; Goza, Michael; Ambrose, Robert; Wheeler, Kevin; Rabe, Ken

2006-01-01

The President s Vision for Space Exploration, laid out in 2004, relies heavily upon robotic exploration of the lunar surface in early phases of the program. Prior to the arrival of astronauts on the lunar surface, these robots will be required to be controlled across space and time, posing a considerable challenge for traditional telepresence techniques. Because time delays will be measured in seconds, not minutes as is the case for Mars Exploration, uploading the plan for a day seems excessive. An approach for controlling dexterous robots under intermediate time delay is presented, in which software running within a ground control cockpit predicts the intention of an immersed robot supervisor, then the remote robot autonomously executes the supervisor s intended tasks. Initial results are presented.

Investigation of outside visual cues required for low speed and hover

NASA Technical Reports Server (NTRS)

Hoh, R. H.

1985-01-01

Knowledge of the visual cues required in the performance of stabilized hover in VTOL aircraft is a prerequisite for the development of both cockpit displays and ground-based simulation systems. Attention is presently given to the viability of experimental test flight techniques as the bases for the identification of essential external cues in aggressive and precise low speed and hovering tasks. The analysis and flight test program conducted employed a helicopter and a pilot wearing lenses that could be electronically fogged, where the primary variables were field-of-view, large object 'macrotexture', and fine detail 'microtexture', in six different fields-of-view. Fundamental metrics are proposed for the quantification of the visual field, to allow comparisons between tests, simulations, and aircraft displays.

Integrated cockpit design for the Army helicopter improvement program

NASA Technical Reports Server (NTRS)

Drennen, T.; Bowen, B.

1984-01-01

The main Army Helicopter Improvement Program (AHIP) mission is to navigate precisely, locate targets accurately, communicate their position to other battlefield elements, and to designate them for laser guided weapons. The onboard navigation and mast-mounted sight (MMS) avionics enable accurate tracking of current aircraft position and subsequent target location. The AHIP crewstation development was based on extensive mission/task analysis, function allocation, total system design, and test and verification. The avionics requirements to meet the mission was limited by the existing aircraft structural and performance characteristics and resultant space, weight, and power restrictions. These limitations and night operations requirement led to the use of night vision goggles. The combination of these requirements and limitations dictated an integrated control/display approach using multifunction displays and controls.

Managing human error in aviation.

PubMed

Helmreich, R L

1997-05-01

Crew resource management (CRM) programs were developed to address team and leadership aspects of piloting modern airplanes. The goal is to reduce errors through team work. Human factors research and social, cognitive, and organizational psychology are used to develop programs tailored for individual airlines. Flight crews study accident case histories, group dynamics, and human error. Simulators provide pilots with the opportunity to solve complex flight problems. CRM in the simulator is called line-oriented flight training (LOFT). In automated cockpits CRM promotes the idea of automation as a crew member. Cultural aspects of aviation include professional, business, and national culture. The aviation CRM model has been adapted for training surgeons and operating room staff in human factors.

The Relationship of Self-Efficacy and Complacency in Pilot-Automation Interaction

NASA Technical Reports Server (NTRS)

Prinzel, Lawrence J., III

2002-01-01

Pilot 'complacency' has been implicated as a contributing factor in numerous aviation accidents and incidents. The term has become more prominent with the increase in automation technology in modern cockpits and, therefore, research has been focused on understanding the factors that may mitigate its effect on pilot-automation interaction. The study examined self-efficacy of supervisory monitoring and the relationship between complacency on strategy of pilot use of automation for workload management under automation schedules that produce the potential for complacency. The results showed that self-efficacy can be a 'double-edged' sword in reducing potential for automation-induced complacency but limiting workload management strategies and increasing other hazardous states of awareness.

Visual-conformal display format for helicopter guidance

NASA Astrophysics Data System (ADS)

Doehler, H.-U.; Schmerwitz, Sven; Lueken, Thomas

2014-06-01

Helicopter guidance in situations where natural vision is reduced is still a challenging task. Beside new available sensors, which are able to "see" through darkness, fog and dust, display technology remains one of the key issues of pilot assistance systems. As long as we have pilots within aircraft cockpits, we have to keep them informed about the outside situation. "Situational awareness" of humans is mainly powered by their visual channel. Therefore, display systems which are able to cross-fade seamless from natural vision to artificial computer vision and vice versa, are of greatest interest within this context. Helmet-mounted displays (HMD) have this property when they apply a head-tracker for measuring the pilot's head orientation relative to the aircraft reference frame. Together with the aircraft's position and orientation relative to the world's reference frame, the on-board graphics computer can generate images which are perfectly aligned with the outside world. We call image elements which match the outside world, "visual-conformal". Published display formats for helicopter guidance in degraded visual environment apply mostly 2D-symbologies which stay far behind from what is possible. We propose a perspective 3D-symbology for a head-tracked HMD which shows as much as possible visual-conformal elements. We implemented and tested our proposal within our fixed based cockpit simulator as well as in our flying helicopter simulator (FHS). Recently conducted simulation trials with experienced helicopter pilots give some first evaluation results of our proposal.

Performance specifications: the nearly impossible versus the merely difficult

NASA Astrophysics Data System (ADS)

Hopper, Darrel G.

2000-08-01

Affordability is the objective of acquisition reform. The institution of 'performance' specifications in lieu of 'design' specifications is a key strategy. Design of a cockpit display, for example, is left to the prime contractor based on a performance requirement stated by the government. The prime delegates to the integrator. The integrator develops the display and bill of materials provided by vendors. There is no feedback loop from the vendors to the ultimate customer, the government. As a result of this situation a communication gap exists: the government, primes, and integrators have concluded that they should pay commodity prices for custom displays. One step in the closing of this gap is the establishment of cross- cutting common reference performance specifications for aerospace and defense displays. The performance specification for cockpit displays is nearly impossible to achieve -- the last ounce of technology and more is required. Commodity markets, such as consumer notebook computers, are based on but a fraction of currently available technology -- companies 'bank' technology and roll it out across several 18-month product generations. Ruggedized consumer displays can be used in aerospace and defense applications other than the cockpit, such as mission crew stations. The performance specification for non-cockpit aerospace and defense applications is merely difficult. Acquisition reform has been defined by the Secretary of Defense to mean DoD should leverage the commercial market to the maximal extent possible. For the achievement of this end, an entirely different approach is wanted for cockpit displays versus large platform mission displays. That is, the nearly impossible requires a different design and business approach from the merely difficult.

"Attention on the flight deck": what ambulatory care providers can learn from pilots about complex coordinated actions.

PubMed

Frankel, Richard M; Saleem, Jason J

2013-12-01

Technical and interpersonal challenges of using electronic health records (EHRs) in ambulatory care persist. We use cockpit communication as an example of highly coordinated complex activity during flight and compare it with providers' communication when computers are used in the exam room. Maximum variation sampling was used to identify two videotapes from a parent study of primary care physicians' exam room computer demonstrating the greatest variation. We then produced and analyzed visualizations of the time providers spent looking at the computer and looking at the patient. Unlike the cockpit which is engineered to optimize joint attention on complex coordinated activities, we found polar extremes in the use of joint focus of attention to manage the medical encounter. We conclude that there is a great deal of room for improving the balance of interpersonal and technical attention that occurs in routine ambulatory visits in which computers are present in the exam room. Using well-known aviation practices can help primary care providers become more aware of the opportunities and challenges for enhancing the physician patient relationship in an era of exam room computing. Published by Elsevier Ireland Ltd.

Flight Evaluation of Center-TRACON Automation System Trajectory Prediction Process

NASA Technical Reports Server (NTRS)

Williams, David H.; Green, Steven M.

1998-01-01

Two flight experiments (Phase 1 in October 1992 and Phase 2 in September 1994) were conducted to evaluate the accuracy of the Center-TRACON Automation System (CTAS) trajectory prediction process. The Transport Systems Research Vehicle (TSRV) Boeing 737 based at Langley Research Center flew 57 arrival trajectories that included cruise and descent segments; at the same time, descent clearance advisories from CTAS were followed. Actual trajectories of the airplane were compared with the trajectories predicted by the CTAS trajectory synthesis algorithms and airplane Flight Management System (FMS). Trajectory prediction accuracy was evaluated over several levels of cockpit automation that ranged from a conventional cockpit to performance-based FMS vertical navigation (VNAV). Error sources and their magnitudes were identified and measured from the flight data. The major source of error during these tests was found to be the predicted winds aloft used by CTAS. The most significant effect related to flight guidance was the cross-track and turn-overshoot errors associated with conventional VOR guidance. FMS lateral navigation (LNAV) guidance significantly reduced both the cross-track and turn-overshoot error. Pilot procedures and VNAV guidance were found to significantly reduce the vertical profile errors associated with atmospheric and airplane performance model errors.

75 FR 71369 - Airworthiness Directives; Bombardier, Inc. Model DHC-8-102, -103, -106, -201, -202, -301, -311...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-11-23

... loss of the windshield during flight. Also, water could leak into the cockpit and cause either a... structural degradation possibly leading to the loss of the windshield during flight. Also, water could leak... possibly leading to the loss of the windshield during flight. Also, water could leak into the cockpit and...

F-22 cockpit display system

NASA Astrophysics Data System (ADS)

Bailey, David C.

1994-06-01

The F-22 is the first exclusively glass cockpit where all instrumentation has been replaced by displays. The F-22 Engineering and Manufacturing Development Program is implementing the display technology proven during the Advanced Tactical Fighter Demonstration and Validation program. This paper will describe how the F-22 goals have been met and some of the tradeoffs that resulted in the current display design.

Tactical Airspace Integration System Situation Awareness Integration Into the Cockpit: Phase 2

DTIC Science & Technology

2013-03-01

ARL-TR-6371 March 2013 prepared by U.S. Army Research Laboratory Human Research and Engineering Directorate (AMCOM Field...Situation Awareness Integration Into the Cockpit: Phase II Michael Sage Jessee and Anthony Morris Human Research and Engineering Directorate, ARL...prepared by U.S. Army Research Laboratory Human Research and Engineering Directorate (AMCOM Field Element) Bldg 5400, Room C236

Anthropometry of Brazilian Air Force pilots.

PubMed

da Silva, Gilvan V; Halpern, Manny; Gordon, Claire C

2017-10-01

Anthropometric data are essential for the design of military equipment including sizing of aircraft cockpits and personal gear. Currently, there are no anthropometric databases specific to Brazilian military personnel. The aim of this study was to create a Brazilian anthropometric database of Air Force pilots. The methods, protocols, descriptions, definitions, landmarks, tools and measurements procedures followed the instructions outlined in Measurer's Handbook: US Army and Marine Corps Anthropometric Surveys, 2010-2011 - NATICK/TR-11/017. The participants were measured countrywide, in all five Brazilian Geographical Regions. Thirty-nine anthropometric measurements related to cockpit design were selected. The results of 2133 males and 206 females aged 16-52 years constitute a set of basic data for cockpit design, space arrangement issues and adjustments, protective gear and equipment design, as well as for digital human modelling. Another important implication is that this study can be considered a starting point for reducing gender bias in women's career as pilots. Practitioner Summary: This paper describes the first large-scale anthropometric survey of the Brazilian Air Force pilots and the development of the related database. This study provides critical data for improving aircraft cockpit design for ergonomics and comprehensive pilot accommodation, protective gear and uniform design, as well as digital human modelling.

Teaching Cockpit Automation in the Classroom

NASA Technical Reports Server (NTRS)

Casner, Stephen M.

2003-01-01

This study explores the idea of teaching fundamental cockpit automation concepts and skills to aspiring professional pilots in a classroom setting, without the use of sophisticated aircraft or equipment simulators. Pilot participants from a local professional pilot academy completed eighteen hours of classroom instruction that placed a strong emphasis on understanding the underlying principles of cockpit automation systems and their use in a multi-crew cockpit. The instructional materials consisted solely of a single textbook. Pilots received no hands-on instruction or practice during their training. At the conclusion of the classroom instruction, pilots completed a written examination testing their mastery of what had been taught during the classroom meetings. Following the written exam, each pilot was given a check flight in a full-mission Level D simulator of a Boeing 747-400 aircraft. Pilots were given the opportunity to fly one practice leg, and were then tested on all concepts and skills covered in the class during a second leg. The results of the written exam and simulator checks strongly suggest that instruction delivered in a traditional classroom setting can lead to high levels of preparation without the need for expensive airplane or equipment simulators.

Wrap-Around Out-the-Window Sensor Fusion System

NASA Technical Reports Server (NTRS)

Fox, Jeffrey; Boe, Eric A.; Delgado, Francisco; Secor, James B.; Clark, Michael R.; Ehlinger, Kevin D.; Abernathy, Michael F.

2009-01-01

The Advanced Cockpit Evaluation System (ACES) includes communication, computing, and display subsystems, mounted in a van, that synthesize out-the-window views to approximate the views of the outside world as it would be seen from the cockpit of a crewed spacecraft, aircraft, or remote control of a ground vehicle or UAV (unmanned aerial vehicle). The system includes five flat-panel display units arranged approximately in a semicircle around an operator, like cockpit windows. The scene displayed on each panel represents the view through the corresponding cockpit window. Each display unit is driven by a personal computer equipped with a video-capture card that accepts live input from any of a variety of sensors (typically, visible and/or infrared video cameras). Software running in the computers blends the live video images with synthetic images that could be generated, for example, from heads-up-display outputs, waypoints, corridors, or from satellite photographs of the same geographic region. Data from a Global Positioning System receiver and an inertial navigation system aboard the remote vehicle are used by the ACES software to keep the synthetic and live views in registration. If the live image were to fail, the synthetic scenes could still be displayed to maintain situational awareness.

Chemical warfare protection for the cockpit of future aircraft

NASA Technical Reports Server (NTRS)

Pickl, William C.

1988-01-01

Currently systems are being developed which will filter chemical and biological contaminants from crew station air. In order to maximize the benefits of these systems, a method of keeping the cockpit contaminant free during pilot ingress and egress is needed. One solution is to use a rectangular plastic curtain to seal the four edges of the canopy frame to the canopy sill. The curtain is stored in a tray which is recessed into the canopy sill and unfolds in accordion fashion as the canopy is raised. A two way zipper developed by Calspan could be used as an airlock between the pilot's oversuit and the cockpit. This system eliminates the pilot's need for heavy and restrictive CB gear because he would never be exposed to the chemical warfare environment.

Prospective memory failures in aviation: effects of cue salience, workload, and individual differences.

PubMed

Van Benthem, Kathleen D; Herdman, Chris M; Tolton, Rani G; LeFevre, Jo-Anne

2015-04-01

Prospective memory allows people to complete intended tasks in the future. Prospective memory failures, such as pilots forgetting to inform pattern traffic of their locations, can have fatal consequences. The present research examined the impact of system factors (memory cue salience and workload) and individual differences (pilot age, cognitive health, and expertise) on prospective memory for communication tasks in the cockpit. Pilots (N = 101) flew a Cessna 172 simulator at a non-towered aerodrome while maintaining communication with traffic and attending to flight parameters. Memory cue salience (the prominence of cues that signal an intended action) and workload were manipulated. Prospective memory was measured as radio call completion rates. Pilots' prospective memory was adversely affected by low-salience cues and high workload. An interaction of cue salience, pilots' age, and cognitive health reflected the effects of system and individual difference factors on prospective memory failures. For example, younger pilots with low levels of cognitive health completed 78% of the radio calls associated with low-salience memory cues, whereas older pilots with low cognitive health scores completed just 61% of similar radio calls. Our findings suggest that technologies designed to signal intended future tasks should target those tasks with inherently low-salience memory cues. In addition, increasing the salience of memory cues is most likely to benefit pilots with lower levels of cognitive health in high-workload conditions.

Cockpit Resource Management (CRM) and human factors training: What Air New Zealand is doing about it

NASA Technical Reports Server (NTRS)

Scott-Milligan, Fionna; Wyness, Bryan

1987-01-01

The authors have played an integral role in Air New Zealand's evaluation of CRM and Human Factors training options available to date. As the final decision as to which course is best suited to Air New Zealand's needs has yet to be made, briefly outlined are: (1) why this form of training was considered necessary; (2) the approach taken to evaluating the options available; (3) some of the problems encountered on the way; and (4) some plans for the future.

ASCAN Helms sits in T-38A cockpit and prepares for Ellington Field training

NASA Technical Reports Server (NTRS)

1990-01-01

1990 Group 13 Astronaut Candidate (ASCAN) Susan J. Helms, wearing a helmet with oxygen mask, sits in T-38A cockpit while preparing for flight training at Ellington Field. Helms, along with other 1990 Astronaut Class members, participated in the training conducted by NASA staff pilots on 07-26-90 and 07-27-90. Ellington Field is located near JSC.

A function-based approach to cockpit procedure aids

NASA Technical Reports Server (NTRS)

Phatak, Anil V.; Jain, Parveen; Palmer, Everett

1990-01-01

The objective of this research is to develop and test a cockpit procedural aid that can compose and present procedures that are appropriate for the given flight situation. The procedure would indicate the status of the aircraft engineering systems, and the environmental conditions. Prescribed procedures already exist for normal as well as for a number of non-normal and emergency situations, and can be presented to the crew using an interactive cockpit display. However, no procedures are prescribed or recommended for a host of plausible flight situations involving multiple malfunctions compounded by adverse environmental conditions. Under these circumstances, the cockpit procedural aid must review the prescribed procedures for the individual malfunction (when available), evaluate the alternatives or options, and present one or more composite procedures (prioritized or unprioritized) in response to the given situation. A top-down function-based conceptual approach towards composing and presenting cockpit procedures is being investigated. This approach is based upon the thought process that an operating crew must go through while attempting to meet the flight objectives given the current flight situation. In order to accomplish the flight objectives, certain critical functions must be maintained during each phase of the flight, using the appropriate procedures or success paths. The viability of these procedures depends upon the availability of required resources. If resources available are not sufficient to meet the requirements, alternative procedures (success paths) using the available resources must be constructed to maintain the critical functions and the corresponding objectives. If no success path exists that can satisfy the critical functions/objectives, then the next level of critical functions/objectives must be selected and the process repeated. Information is given in viewgraph form.

Multimodal Perception and Multicriterion Control of Nested Systems. 2; Constraints on Crew Members During Space Vehicle Abort, Entry, and Landing

NASA Technical Reports Server (NTRS)

Riccio, Gary E.; McDonald, P. Vernon; Irvin, Gregg E.; Bloomberg, Jacob J.

1998-01-01

This report reviews the operational demands made of a Shuttle pilot or commander within the context of a proven empirical methodology for describing human sensorimotor performance and whole-body coordination in mechanically and perceptually complex environments. The conclusions of this review pertain to a) methods for improving our understanding of the psychophysics and biomechanics of visual/manual control and whole-body coordination in space vehicle cockpits; b) the application of scientific knowledge about human perception and performance in dynamic inertial conditions to the development of technology, procedures, and training for personnel in space vehicle cockpits; c) recommendations for mitigation of safety and reliability concerns about human performance in space vehicle cockpits; and d) in-flight evaluation of flight crew performance during nominal and off-nominal launch and reentry scenarios.

Human factors in cockpit automation: A field study of flight crew transition

NASA Technical Reports Server (NTRS)

Wiener, E. L.

1985-01-01

The factors which affected two groups of airline pilots in the transition from traditional airline cockpits to a highly automated version were studied. All pilots were highly experienced in traditional models of the McDonnell-Douglas DC-9 prior to their transition to the more automated DC-9-80. Specific features of the new aircraft, particularly the digital flight guidance system (DFGS) and other automatic features such as the autothrottle system (ATS), autobrake, and digital display were studied. Particular attention was paid to the first 200 hours of line flying experience in the new aircraft, and the difficulties that some pilots found in adapting to the new systems during this initial operating period. Efforts to prevent skill loss from automation, training methods, traditional human factors issues, and general views of the pilots toward cockpit automation are discussed.

A systematic approach to advanced cockpit warning systems for air transport operations: Line pilot preferences

NASA Technical Reports Server (NTRS)

Williams, D. H.; Simpson, C. A.

1976-01-01

Line pilots (fifty captains, first officers, and flight engineers) from 8 different airlines were administered a structured questionnaire relating to future warning system design and solutions to current warning system problems. This was followed by a semantic differential to obtain a factor analysis of 18 different cockpit warning signals on scales such as informative/distracting, annoying/soothing. Half the pilots received a demonstration of the experimental text and voice synthesizer warning systems before answering the questionnaire and the semantic differential. A control group answered the questionnaire and the semantic differential first, thus providing a check for the stability of pilot preferences with and without actual exposure to experimental systems. Generally, the preference data obtained revealed much consistency and strong agreement among line pilots concerning advance cockpit warning system design.

Effects of Spatio-Temporal Aliasing on Out-the-Window Visual Systems

NASA Technical Reports Server (NTRS)

Sweet, Barbara T.; Stone, Leland S.; Liston, Dorion B.; Hebert, Tim M.

2014-01-01

Designers of out-the-window visual systems face a challenge when attempting to simulate the outside world as viewed from a cockpit. Many methodologies have been developed and adopted to aid in the depiction of particular scene features, or levels of static image detail. However, because aircraft move, it is necessary to also consider the quality of the motion in the simulated visual scene. When motion is introduced in the simulated visual scene, perceptual artifacts can become apparent. A particular artifact related to image motion, spatiotemporal aliasing, will be addressed. The causes of spatio-temporal aliasing will be discussed, and current knowledge regarding the impact of these artifacts on both motion perception and simulator task performance will be reviewed. Methods of reducing the impact of this artifact are also addressed

CaseMIDAS - A reactive planning architecture for the man-machine integration design and analysis system

NASA Technical Reports Server (NTRS)

Pease, R. Adam

1995-01-01

MIDAS is a set of tools which allow a designer to specify the physical and functional characteristics of a complex system such as an aircraft cockpit, and analyze the system with regard to human performance. MIDAS allows for a number of static analyses such as military standard reach and fit analysis, display legibility analysis, and vision polars. It also supports dynamic simulation of mission segments with 3d visualization. MIDAS development has incorporated several models of human planning behavior. The CaseMIDAS effort has been to provide a simplified and unified approach to modeling task selection behavior. Except for highly practiced, routine procedures, a human operator exhibits a cognitive effort while determining what step to take next in the accomplishment of mission tasks. Current versions of MIDAS do not model this effort in a consistent and inclusive manner. CaseMIDAS also attempts to address this issue. The CaseMIDAS project has yielded an easy to use software module for case creation and execution which is integrated with existing MIDAS simulation components.

Good vibrations: tactile feedback in support of attention allocation and human-automation coordination in event-driven domains.

PubMed

Sklar, A E; Sarter, N B

1999-12-01

Observed breakdowns in human-machine communication can be explained, in part, by the nature of current automation feedback, which relies heavily on focal visual attention. Such feedback is not well suited for capturing attention in case of unexpected changes and events or for supporting the parallel processing of large amounts of data in complex domains. As suggested by multiple-resource theory, one possible solution to this problem is to distribute information across various sensory modalities. A simulator study was conducted to compare the effectiveness of visual, tactile, and redundant visual and tactile cues for indicating unexpected changes in the status of an automated cockpit system. Both tactile conditions resulted in higher detection rates for, and faster response times to, uncommanded mode transitions. Tactile feedback did not interfere with, nor was its effectiveness affected by, the performance of concurrent visual tasks. The observed improvement in task-sharing performance indicates that the introduction of tactile feedback is a promising avenue toward better supporting human-machine communication in event-driven, information-rich domains.

Modeling Pilot State in Next Generation Aircraft Alert Systems

NASA Technical Reports Server (NTRS)

Carlin, Alan S.; Alexander, Amy L.; Schurr, Nathan

2011-01-01

The Next Generation Air Transportation System will introduce new, advanced sensor technologies into the cockpit that must convey a large number of potentially complex alerts. Our work focuses on the challenges associated with prioritizing aircraft sensor alerts in a quick and efficient manner, essentially determining when and how to alert the pilot This "alert decision" becomes very difficult in NextGen due to the following challenges: 1) the increasing number of potential hazards, 2) the uncertainty associated with the state of potential hazards as well as pilot slate , and 3) the limited time to make safely-critical decisions. In this paper, we focus on pilot state and present a model for anticipating duration and quality of pilot behavior, for use in a larger system which issues aircraft alerts. We estimate pilot workload, which we model as being dependent on factors including mental effort, task demands. and task performance. We perform a mathematically rigorous analysis of the model and resulting alerting plans. We simulate the model in software and present simulated results with respect to manipulation of the pilot measures.

A psychophysiological evaluation of the perceived urgency of auditory warning signals

NASA Technical Reports Server (NTRS)

Burt, J. L.; Bartolome, D. S.; Burdette, D. W.; Comstock, J. R. Jr

1995-01-01

One significant concern that pilots have about cockpit auditory warnings is that the signals presently used lack a sense of priority. The relationship between auditory warning sound parameters and perceived urgency is, therefore, an important topic of enquiry in aviation psychology. The present investigation examined the relationship among subjective assessments of urgency, reaction time, and brainwave activity with three auditory warning signals. Subjects performed a tracking task involving automated and manual conditions, and were presented with auditory warnings having various levels of perceived and situational urgency. Subjective assessments revealed that subjects were able to rank warnings on an urgency scale, but rankings were altered after warnings were mapped to a situational urgency scale. Reaction times differed between automated and manual tracking task conditions, and physiological data showed attentional differences in response to perceived and situational warning urgency levels. This study shows that the use of physiological measures sensitive to attention and arousal, in conjunction with behavioural and subjective measures, may lead to the design of auditory warnings that produce a sense of urgency in an operator that matches the urgency of the situation.

Justification for, and design of, an economical programmable multiple flight simulator

NASA Technical Reports Server (NTRS)

Kreifeldt, J. G.; Wittenber, J.; Macdonald, G.

1981-01-01

The considered research interests in air traffic control (ATC) studies revolve about the concept of distributed ATC management based on the assumption that the pilot has a cockpit display of traffic and navigation information (CDTI) via CRT graphics. The basic premise is that a CDTI equipped pilot can, in coordination with a controller, manage a part of his local traffic situation thereby improving important aspects of ATC performance. A modularly designed programmable flight simulator system is prototyped as a means of providing an economical facility of up to eight simulators to interface with a mainframe/graphics system for ATC experimentation, particularly CDTI-distributed management in which pilot-pilot interaction can have a determining effect on system performance. Need for a multiman simulator facility is predicted on results from an earlier three simulator facility.

Investigation Into The Needs of Part 135 Operators to Access Airports Restricted Under FAR Part 135 Sections 135.213, 135.219 and/or 135.225

NASA Technical Reports Server (NTRS)

Eckert, Clifford A.; Stough, H. P. (Technical Monitor)

2002-01-01

NASA and the FAA have joint interests and responsibilities for developing guidelines and standards for cockpit displays of Flight Information Services (FIS) information and for developing enhancements to the planned FAA Data Link (FISDL) services. NASA and the FAA have established responsibilities in connection with development tasks for enhancements to the FISDL project. This report is the result of NASA Task 2, "Weather Support Concept- Part 135 Operations." The objective of the task was to determine the needs of Part 135 operators as they relate to FAA Part 135 Sections 135.213, 135.219 and 135.225, which pertain to weather reporting requirements at destination airports. This report discusses the results of two questionnaires completed by volunteer Part 135 operators that questioned their operations, their needs for flying to airports without weather reporting compatibilities, and suggestions for modifying FARs 135.213, 135.219 and 135.225. The operators pointed out airports in areas of the CONUS that were needed for IFR operations but lacked weather reporting capabilities and they offered practical suggestions for changes to the FARs. Related to operators's needs, and discussed in this report, were the Fractional Ownership NPRM and the possible impact of GPS WAAS and LAAS approaches.

Task and postural factors are related to back pain in helicopter pilots.

PubMed

Bridger, R S; Groom, M R; Jones, H; Pethybridge, R J; Pullinger, N

2002-08-01

A previous survey by Shear et al. revealed a high prevalence of back pain in Royal Navy helicopter aircrew, compared with controls. It was recommended that a second survey be undertaken, taking account of flying tasks and cockpit ergonomics. This was the purpose of the present investigation. A questionnaire containing items on back pain and posture was circulated to all 246 acting pilots, with returns of 75%. The questionnaire sought information on pain in both the flying pilot and co-pilot/instructor roles. The 12-mo prevalence of back pain was 80%. Task-related back pain was greatest in instrument flying (72%) and least in the co-pilot and instructor roles (24%). Self-ratings of posture indicated that forward flexed trunk postures predominated in the flying roles and were most extreme in instrument flying. In non-flying roles, symmetrical, reclining postures were more often reported. No demographic or psychosocial variables were significantly related to back pain prevalence or disability. Much of the back pain experienced by helicopter pilots appears to be due to the posture needed to operate the cyclic and collective controls. In instrument flying, it is suggested that the visual demands of scanning the displays may exacerbate the pain by causing the pilot to lean further forward.

The Impact of Structural Vibration on Flying Qualities of a Supersonic Transport

NASA Technical Reports Server (NTRS)

Raney, David L.; Jackson, E. Bruce; Buttrill, Carey S.; Adams, William M.

2001-01-01

A piloted simulation experiment has been conducted in the NASA Langley Visual/Motion Simulator facility to address the impact of dynamic aeroelastic effects on flying qualities of a supersonic transport. The intent of this experiment was to determine the effectiveness of several measures that may be taken to reduce the impact of aircraft flexibility on piloting tasks. Potential solutions that were examined included structural stiffening, active vibration suppression, and elimination of visual cues associated with the elastic modes. A series of parametric configurations was evaluated by six test pilots for several types of maneuver tasks. During the investigation, several incidents were encountered in which cockpit vibrations due to elastic modes fed back into the control stick through involuntary motions of the pilot's upper body and arm. The phenomenon, referred to as biodynamic coupling, is evidenced by a resonant peak in the power spectrum of the pilot's stick inputs at a structural mode frequency. The results of the investigation indicate that structural stiffening and compensation of the visual display were of little benefit in alleviating the impact of elastic dynamics on the piloting tasks, while increased damping and elimination of control-effector excitation of the lowest frequency modes offered great improvements when applied in sufficient degree.

The Measurement of Pilot Workload.

DTIC Science & Technology

1983-01-01

measures produced two clusters for the easiest and inter - mediate flights (inflight and postflight) and four for the most difficult flight. Zn the...technique is intended for use ’n evaluating the potential impact associated with changes in cockpit procedures and instru- mentation. The technique would...for pitch, roll, and, to a certain extent, elevation changes . The cockpit is equipped with (1) Collins FD 109 Flight Director, (2) AP 106 Auto Pilot

F-8 Iron Bird Cockpit

NASA Technical Reports Server (NTRS)

1975-01-01

The F-8 DFBW (Digital-Fly-By-Wire) simulator used an 'Iron-Bird' for its cockpit. It was used from 1971 to 1986. The F-8 DFBW simulator was used in the development, testing, and validation of an all digital flight-control system installed in the F-8 aircraft that replaced the normal mechanical/hydraulic controls. Many military and commercial aircraft have digital flight control systems based on the technologies developed at NASA Dryden.

A Human Factors Evaluation of the Space Shuttle Cockpit Avionics Upgrade

DTIC Science & Technology

2012-09-01

cockpit design . This study assesses the CAU design employing human factors principles, evaluates baseline and CAU simulation data, and traces MW and SA...differences back to CAU design modifications. Significant improvements were found in all measures and across all conditions. These improvements were...found to be greater for ascent scenarios than for entry. From the findings, recommendations for the design and evaluation of future spacecraft

MOUT: Military Operations in Urban Terrain (Air Land Sea Bulletin, Issue No. 2008-1, January 2008)

DTIC Science & Technology

2008-01-01

the outside world and inside the cockpit. IMPORTANCE OF UNOBSTRUCTED UNAIDED VISION OUTSIDE THE COCKPIT The Los Angeles Police Department ...you the Soldiers, Sailors, Marines, Airmen, and Coast Guardsmen who live and work at the tactical level every day. A special thanks to the writers...leader. Execution begins with an intelligence inject from the division G2, stating that the AIF cell leader

Simulating extreme environments: Ergonomic evaluation of Chinese pilot performance and heat stress tolerance.

PubMed

Li, Jing; Tian, Yinsheng; Ding, Li; Zou, Huijuan; Ren, Zhaosheng; Shi, Liyong; Feathers, David; Wang, Ning

2015-06-05

High-temperatures in the cockpit environment can adversely influence pilot behavior and performance. To investigate the impact of high thermal environments on Chinese pilot performance in a simulated cockpit environment. Ten subjects volunteered to participate in the tests under 40°C and 45°C high-temperature simulations in an environmentally controlled chamber. Measures such as grip strength, perception, dexterity, somatic sense reaction, and analytical reasoning were taken. The results were compared to the Combined Index of Heat Stress (CIHS). CIHS exceeded the heat stress safety limit after 45 min under 40°C, grip strength decreased by 12% and somatic perception became 2.89 times larger than the initial value. In the case of 45°C, CIHS exceeded the safety limit after only 20 min, while the grip strength decreased just by 3.2% and somatic perception increased to 4.36 times larger than the initial value. Reaction and finger dexterity were not statistically different from baseline measurements, but the error rate of analytical reasoning test rose remarkably. Somatic perception was the most sensitive index to high-temperature, followed by grip strength. Results of this paper may help to improve environmental control design of new fighter cockpit and for pilot physiology and cockpit environment ergonomics research for Chinese pilots.

Impact of digital systems technology on man-vehicle systems research

NASA Technical Reports Server (NTRS)

Bretoi, R. N.

1983-01-01

The present study, based on a NASA technology assessment, examines the effect of new technologies on trends in crew-systems design and their implications from the vantage point of man-vehicle systems research. Those technologies that are most relevant to future trends in crew-systems design are considered along with problems associated with the introduction of rapidly changing technologies and systems concepts from a human-factors point of view. The technologies discussed include information processing, displays and controls, flight and propulsion control, flight and systems management, air traffic control, training and simulation, and flight and resource management. The historical evolution of cockpit systems design is used to illustrate past and possible future trends in man-vehicle systems research.

Airport Traffic Conflict Detection and Resolution Algorithm Evaluation

NASA Technical Reports Server (NTRS)

Jones, Denise R.; Chartrand, Ryan C.; Wilson, Sara R.; Commo, Sean A.; Otero, Sharon D.; Barker, Glover D.

2012-01-01

A conflict detection and resolution (CD&R) concept for the terminal maneuvering area (TMA) was evaluated in a fast-time batch simulation study at the National Aeronautics and Space Administration (NASA) Langley Research Center. The CD&R concept is being designed to enhance surface situation awareness and provide cockpit alerts of potential conflicts during runway, taxi, and low altitude air-to-air operations. The purpose of the study was to evaluate the performance of aircraft-based CD&R algorithms in the TMA, as a function of surveillance accuracy. This paper gives an overview of the CD&R concept, simulation study, and results. The Next Generation Air Transportation System (NextGen) concept for the year 2025 and beyond envisions the movement of large numbers of people and goods in a safe, efficient, and reliable manner [1]. NextGen will remove many of the constraints in the current air transportation system, support a wider range of operations, and provide an overall system capacity up to three times that of current operating levels. Emerging NextGen operational concepts [2], such as four-dimensional trajectory based airborne and surface operations, equivalent visual operations, and super density arrival and departure operations, require a different approach to air traffic management and as a result, a dramatic shift in the tasks, roles, and responsibilities for the flight deck and air traffic control (ATC) to ensure a safe, sustainable air transportation system.

Experimental Studies of Intent Information on Cockpit Traffic Displays

NASA Technical Reports Server (NTRS)

Barhydt, Richard; Hansman, R. John, Jr.

1997-01-01

Intent information provides knowledge of another aircraft's current and future trajectory states. Prototype traffic displays were designed for four different levels of intent: No Intent, Rate, Commanded State, and Flight Management System (FMS)-Path. The TCAS Display was used as a baseline and represents the No Intent Level. The Rate, Commanded State, and FMS-Path Displays show increasing levels of intent information using TCAS-like symbology in addition to incorporating a conflict probe and profile view display. An experiment was run on the MIT Part Task Flight Simulator in which eight airline pilots flew five traffic scenarios with each of the four displays. Results show that pilots had fewer separation violations and maneuvered earlier with the three intent displays. Separation violations were reduced when pilots maneuvered earlier. A second experiment was run to compare performance between displaying intent information directly and incorporating it into a conflict probe. A different set of eight airline pilots flew four traffic scenarios with the TCAS and Commanded State Displays with and without the conflict probe. Conflict probes with two minute and long range look-ahead times were tested. Displaying conflict bands or showing intent information directly both led to fewer separation violations and earlier avoidance maneuvers than the base TCAS Display. Performance was similar between the two minute and long range look-ahead conflict probes. Pilots preferred all intent displays over the TCAS Display.

AANA Journal course: update for nurse anesthetists--ERR WATCH: anesthesia crisis resource management from the nurse anesthetist's perspective.

PubMed

Fletcher, J L

1998-12-01

Anesthesia crisis resource management (ACRM) was developed by David Gaba, MD, and colleagues at Stanford University in the early 1990s. Derived from cockpit resource management of the aviation industry, ACRM addresses the issues of human performance and patient safety in anesthesia. Due to the inherent complexity of our dynamic work environment, we are frequently faced with situations that could escalate into critical incidents. ACRM explains the role of personal and environmental factors that can contribute to the evolution of critical incidents and provides the practitioner with some behavioral and intellectual guidelines to manage the risks more effectively. ERR WATCH is an acronym I developed to interpret the principles of ACRM from the nurse anesthetist's perspective. It provides a quick review of the major principles of ACRM, which are Environment, Resources, Reevaluation, Workload, Attention, Teamwork, Communication, and Help. Used together with good clinical management, these principles may provide an edge in solving complex problems and improving performance.

Display Technology: An Annotated Bibliography.

DTIC Science & Technology

1973-12-01

way in even the ’,test cockpit configurations. Why , then, should major changes be expected or sought? One reason for changes in cockpit...be no need for a separate navigator position, even on over- water routes, if the necessary information were displayed to another crew member, e.g. the...Burkowski, R. P., Kornblau, M., and Flint , W. L. Thermo- chromic Displays. Paper presented at NASA symposium on Recent Advances in Displ&y Media held in

Progress on Intelligent Guidance and Control for Wind Shear Encounter

NASA Technical Reports Server (NTRS)

Stratton, D. Alexander

1990-01-01

Low altitude wind shear poses a serious threat to air safety. Avoiding severe wind shear challenges the ability of flight crews, as it involves assessing risk from uncertain evidence. A computerized intelligent cockpit aid can increase flight crew awareness of wind shear, improving avoidance decisions. The primary functions of a cockpit advisory expert system for wind shear avoidance are discussed. Also introduced are computational techniques being implemented to enable these primary functions.

Initial, Cockpit Anthropometric Assessment of U.S. Navy T-6 Life Support Equipment

DTIC Science & Technology

2007-11-05

DEP was not specified. Zone 1, 2, and 3 reach conditions to controls and pedals and clearances were in accordance with military standard...functional leg reach as operation of pedals ; cockpit volume clearances, including ejection clearances not striking objects unintention-ally; and overhead...was measured from knee to any obstruction. Reach to pedals was measured from a position where full control was achieved. Arm reach was measured for

Eye Tracking in the Cockpit: a Review of the Relationships between Eye Movements and the Aviators Cognitive State

DTIC Science & Technology

2014-12-01

proportional dwell time OTW in order to assess the impact of novel cockpit instruments on situational awareness in nearby airspace (Cote, Krueger, & Simmons...frequency. In particular, Spady (1978) examined eye movements during simulated landing approach under instrument flight rules ( IFR ). Simulated turbulence...al. (2007) found that NNI varied across phases of simulated IFR flight, showing the least random (most clustered) distribution of fixations during

Implications of Automotive and Trucking On-Board Information Systems for General Aviation Cockpit Weather Systems

NASA Technical Reports Server (NTRS)

Sireli, Yesim; Kauffmann, Paul; Gupta, Surabhi; Kachroo, Pushkin

2002-01-01

In this study, current characteristics and future developments of Intelligent Transportation Systems (ITS) in the automobile and trucking industry are investigated to identify the possible implications of such systems for General Aviation (GA) cockpit weather systems. First, ITS are explained based on tracing their historical development in various countries. Then, current systems and the enabling communication technologies are discussed. Finally, a market analysis for GA is included.

Proposed Modifications for the RAAF Airtrainer CT-4A Cockpit.

DTIC Science & Technology

1984-12-01

training effectiveness and improve flying safety. DTIC ELECTE COMWEALTH OF AUSTRALIA 1984 1A POSTAL ADDRESS: Director, Aeronautical Research Laboratories...P.O. box 4331, Melbourne, Victoria, 3001, Australia . Ib’I CONTENTS PAGE NO. 1. INTRODUCTION 1 2. CT-4A COCKPIT PROBLEMS 1 3. USE OF AUSTRALIAN...use. However, many of the space difficulties appear to be the result of inadequate consideration of anthropometry in the design. For example the

Effects of UAV Supervisory Control on F-18 Formation Flight Performance in a Simulator Environment

DTIC Science & Technology

2013-03-01

words) Continual advances in technology, along with increased cockpit workload— particularly the shift from two- seat to single- seat fighters to save...INTENTIONALLY LEFT BLANK v ABSTRACT Continual advances in technology, along with increased cockpit workload— particularly the shift from two- seat to...single- seat fighters to save money and reduce risk to life—push the limits of human mental capacity. Additionally, there is interest within the

Accuracy of System Step Response Roll Magnitude Estimation from Central and Peripheral Visual Displays and Simulator Cockpit Motion

NASA Technical Reports Server (NTRS)

Hosman, R. J. A. W.; Vandervaart, J. C.

1984-01-01

An experiment to investigate visual roll attitude and roll rate perception is described. The experiment was also designed to assess the improvements of perception due to cockpit motion. After the onset of the motion, subjects were to make accurate and quick estimates of the final magnitude of the roll angle step response by pressing the appropriate button of a keyboard device. The differing time-histories of roll angle, roll rate and roll acceleration caused by a step response stimulate the different perception processes related the central visual field, peripheral visual field and vestibular organs in different, yet exactly known ways. Experiments with either of the visual displays or cockpit motion and some combinations of these were run to asses the roles of the different perception processes. Results show that the differences in response time are much more pronounced than the differences in perception accuracy.

Cockpit napping

NASA Technical Reports Server (NTRS)

Graeber, R. Curtis; Rosekind, Mark R.; Connell, Linda J.; Dinges, David F.

1990-01-01

The results of a NASA-sponsored study examining the effectiveness of a brief, preplanned cockpit rest period to improve pilot alertness and performance in nonaugmented long-haul flight operations are discussed. Four regularly scheduled trans-Pacific flight legs were studied. The shortest flight legs were about 7 h and the longest about 9.5 h, with duty periods averaging about 11 h and layovers about 25 h. Three-person B747 crews were divided randomly into two volunteer pilot groups. These crews were nonaugmented, and therefore no relief pilots were available. The rest group, consisting of four crews, was allowed a 40 min opportunity to rest during the overwater cruise portion of the flight. On a preplanned, rotating basis, individual crew members were allowed to nap. It is concluded that a preplanned cockpit nap is associated with significantly better behavioral performance and higher levels of physiological alertness and that this can be accomplished without disrupting normal flight operations or compromising safety.

Multimission helicopter cockpit displays

NASA Astrophysics Data System (ADS)

Terry, William S.; Terry, Jody K.; Lovelace, Nancy D.

1996-05-01

A new operator display subsystem is being incorporated as part of the next generation United States Navy (USN) helicopter avionics system to be integrated into the multi-mission helicopter (MMH) that replaces both the SH-60B and the SH-60F in 2001. This subsystem exploits state-of-the-art technology for the display hardware, the display driver hardware, information presentation methodologies, and software architecture. Both of the existing SH-60 helicopter display systems are based on monochrome CRT technology; a key feature of the MMH cockpit is the integration of color AMLCD multifunction displays. The MMH program is one of the first military programs to use modified commercial AMLCD elements in a tactical aircraft. This paper presents the general configuration of the MMH cockpit and multifunction display subsystem and discusses the approach taken for presenting helicopter flight information to the pilots as well as presentation of mission sensor data for use by the copilot.

Response time effects of alerting tone and semantic context for synthesized voice cockpit warnings

NASA Technical Reports Server (NTRS)

Simpson, C. A.; Williams, D. H.

1980-01-01

Some handbooks and human factors design guides have recommended that a voice warning should be preceded by a tone to attract attention to the warning. As far as can be determined from a search of the literature, no experimental evidence supporting this exists. A fixed-base simulator flown by airline pilots was used to test the hypothesis that the total 'system-time' to respond to a synthesized voice cockpit warning would be longer when the message was preceded by a tone because the voice itself was expected to perform both the alerting and the information transfer functions. The simulation included realistic ATC radio voice communications, synthesized engine noise, cockpit conversation, and realistic flight routes. The effect of a tone before a voice warning was to lengthen response time; that is, responses were slower with an alerting tone. Lengthening the voice warning with another work, however, did not increase response time.

Current Performance Characteristics of NASA Langley Research Center's Cockpit Motion Base and Standardized Test Procedure for Future Performance Characterization

NASA Technical Reports Server (NTRS)

Cowen, Brandon; Stringer, Mary T.; Hutchinson, Brian K.; Davidson, Paul C.; Gupton, Lawrence E.

2014-01-01

This report documents the updated performance characteristics of NASA Langley Research Center's (LaRC) Cockpit Motion Base (CMB) after recent revisions that were made to its inner-loop, feedback control law. The modifications to the control law will be briefly described. The performance of the Cockpit Motion Facility (CMF) will be presented. A short graphical comparison to the previous control law can be found in the appendix of this report. The revised controller will be shown to yield reduced parasitic accelerations with respect to the previous controller. Metrics based on the AGARD Advisory Report No. 144 are used to assess the overall system performance due to its recent control algorithm modification. This report also documents the standardized simulator test procedure which can be used in the future to evaluate potential updates to the control law.

Study of flight data recorder, underwater locator beacon, data logger and flarm collision avoidance system

NASA Astrophysics Data System (ADS)

Timi, Purnota Hannan; Shermin, Saima; Rahman, Asifur

2017-06-01

Flight data recorder is one of the most important sources of flight data in event of aviation disaster which records a wide range of flight parameters including altitude, airspeed, heading etc. and also helps monitoring and analyzing aircraft performance. Cockpit voice recorder records radio microphone transmissions and sounds in the cockpit. These devices help to find out and understand the root causes of aircraft crashes and help building better aircraft systems and technical solutions to prevent similar type of crashes in future, which lead to improvement in safety of aircrafts and passengers. There are other devices also which enhance the aircraft safety and assists in emergency or catastrophic situations. This paper discusses the concept of Flight Data Recorder (FDR), Cockpit Voice Recorder (CVR), Underwater Locator Beacon (ULB), Data logger and flarm-collision avoidance system for aircraft and their applications in aviation.

Benefits assessment of active control technology and related cockpit technology for rotorcraft

NASA Technical Reports Server (NTRS)

Hampton, B. J.

1982-01-01

Two main-rotor active control concepts, one incorporating multicyclic actuators located just below the swashplate, and the other providing for the actuators and power supplies to be located in the rotating frame are considered. Each design concept is integrated with cockpit controllers and displays appropriate to the actuation concept in each case. The benefits of applying the defined ACT/RCT concepts to rotorcraft are quantified by comparison to the baseline model 412 helicopter. These benefits include, in the case of one active control concept; (1) up to 91% reduction in 4/rev hub shears; (2) a flight safety failure rate of 1.96 x 10 to the 8th power failures per flight-hour; (3) rotating controls/rotor hub drag reduction of 40%; (4) a 9% reduction in control system weight; and (5) vibratory deicing. The related cockpit concept reduces pilot workload for critical mission segments as much as 178% visual and 25% manual.

Rolling into spatial disorientation: simulator demonstration of the post-roll (Gillingham) illusion.

PubMed

Nooij, Suzanne A E; Groen, Eric L

2011-05-01

Spatial disorientation (SD) is still a contributing factor in many aviation accidents, stressing the need for adequate SD training scenarios. In this article we focused on the post-roll effect (the sensation of rolling back after a roll maneuver, such as an entry of a coordinated turn) and investigated the effect of roll stimuli on the pilot's ability to stabilize their roll attitude. This resulted in a ground-based demonstration scenario for pilots. The experiments took place in the advanced 6-DOF Desdemona motion simulator, with the subject in a supine position. Roll motions were either fully automated with the subjects blindfolded (BLIND), automated with the subject viewing the cockpit interior (COCKPIT), or self-controlled (LEAD). After the roll stimulus subjects had to cancel all perceived simulator motion without any visual feedback. Both the roll velocity and duration were varied. In 68% of all trials subjects corrected for the perceived motion of rolling back by initiating a roll motion in the same direction as the preceeding roll. The effect was dependent on both rate and duration, in a manner consistent with semicircular canal dynamics. The effect was smallest in the BLIND scenario, but differences between simulation scenarios were non-significant. The results show that the effects of the post-roll illusion on aircraft control can be demonstrated adequately in a flight simulator using an attitude control task. The effect is present even after short roll movements, occurring frequently in flight. Therefore this demonstration is relevant for spatial disorientation training programs for pilots.

Glass-Cockpit Pilot Subjective Ratings of Predictive Information, Collocation, and Mission Status Graphics: An Analysis and Summary of the Future Focus of Flight Deck Research Survey

NASA Technical Reports Server (NTRS)

Bartolone, Anthony; Trujillo, Anna

2002-01-01

NASA Langley Research Center has been researching ways to improve flight crew decision aiding for systems management. Our current investigation is how to display a wide variety of aircraft parameters in ways that will improve the flight crew's situation awareness. To accomplish this, new means are being explored that will monitor the overall health of a flight and report the current status of the aircraft and forecast impending problems to the pilots. The initial step in this research was to conduct a survey addressing how current glass-cockpit commercial pilots would value a prediction of the status of critical aircraft systems. We also addressed how this new type of data ought to be conveyed and utilized. Therefore, two other items associated with predictive information were also included in the survey. The first addressed the need for system status, alerts and procedures, and system controls to be more logically grouped together, or collocated, on the flight deck. The second idea called for the survey respondents opinions on the functionality of mission status graphics; a display methodology that groups a variety of parameters onto a single display that can instantaneously convey a complete overview of both an aircraft's system and mission health.

Realistic training for effective crew performance

NASA Technical Reports Server (NTRS)

Foushee, H. C.

1985-01-01

Evaluation of incident and accident statistics reveals that most problems occur not because of a lack of proficiency in pilot training, but because of the inability to coordinate skills into effective courses of action. Line-Oriented Flight Training (LOFT) and Cockpit Resource Management (CRM) programs provide training which will develop both individual crew member skills, as well as those associated with effective group function. A study conducted by NASA at the request of the U.S. Congress supports the argument for training that enhances crew performance in addition to providing individual technical skills, and is described in detail.

Noise exposure and auditory thresholds of German airline pilots: a cross-sectional study

PubMed Central

Müller, Reinhard; Schneider, Joachim

2017-01-01

Objective The cockpit workplace of airline pilots is a noisy environment. This study examines the hearing thresholds of pilots with respect to ambient noise and communication sound. Methods The hearing of 487 German pilots was analysed by audiometry in the frequency range of 125 Hz–16 kHz in varying age groups. Cockpit noise (free-field) data and communication sound (acoustic manikin) measurements were evaluated. Results The ambient noise levels in cockpits were found to be between 74 and 80 dB(A), and the sound pressure levels under the headset were found to be between 84 and 88 dB(A). The left–right threshold differences at 3, 4 and 6 kHz show evidence of impaired hearing at the left ear, which worsens by age. In the age groups <40/≥40 years the mean differences at 3 kHz are 2/3 dB, at 4 kHz 2/4 dB and at 6 kHz 1/6 dB. In the pilot group which used mostly the left ear for communication tasks (43 of 45 are in the older age group) the mean difference at 3 kHz is 6 dB, at 4 kHz 7 dB and at 6 kHz 10 dB. The pilots who used the headset only at the right ear also show worse hearing at the left ear of 2 dB at 3 kHz, 3 dB at 4 kHz and at 6 kHz. The frequency-corrected exposure levels under the headset are 7–11 dB(A) higher than the ambient noise with an averaged signal-to-noise ratio for communication of about 10 dB(A). Conclusions The left ear seems to be more susceptible to hearing loss than the right ear. Active noise reduction systems allow for a reduced sound level for the communication signal below the upper exposure action value of 85 dB(A) and allow for a more relaxed working environment for pilots. PMID:28559452

An Investigation of Multiple Unmanned Aircraft Systems Control from the Cockpit of an AH-64 Apache Helicopter

DTIC Science & Technology

2014-12-01

An Investigation of Multiple Unmanned Aircraft Systems Control from the Cockpit of an AH-64 Apache Helicopter by Jamison S Hicks and David B...estimate or any other aspect of this collection of information, including suggestions for reducing the burden, to Department of Defense , Washington...infantrymen, aircraft pilots, or dedicated UAS ground control station (GCS) operators. The purpose of the UAS is to allow for longer and more discrete

Coming cockpit avionics

NASA Technical Reports Server (NTRS)

Mciver, D.; Hatfield, J. J.

1978-01-01

Digital and display technology combined with human factors research under development today are expected to become operational in the commercial aircraft of the 1990s. Attention is given to reducing the pilot's workload and increasing aircraft reliability through integration of electronic systems, and through multi-mode displays. Recent advances in display technology are outlined, including electroluminescent panels, beam penetration color CRTs, liquid crystal modules, and LED panels and indicators. Research cockpits are described in terms of simplification of aircraft systems evaluation and control.

F18 Life Support: APECS and EDOX Cockpit Integration

NASA Technical Reports Server (NTRS)

Herrick, Paul

1998-01-01

Two systems are currently being integrated into the F18 Hornet support aircraft at NASA Dryden Flight Research Center (DFRC). The first system is the Aircrew Personal Environmental Control System (APECS). The system is designed to increase aircrew performance by combating heat stress in the cockpit. The second system is the Extended Duration Oxygen System (EDOX). This system will provide additional redundancy and oxygen system duration to the F18 without extensive modification to the current system.

Dynamic Function Allocation in Fighter Cockpits.

DTIC Science & Technology

1987-06-30

their ability to play the video game simulation used in this study. This was done in an attempt to conceptually match the subject’s skills to those of...highly trained Air Force pilots. 4 Apparatus Simulation. A single seat fighter cockpit environment was simulated using the F-15 Strike Eagle video game developed...simulator containing three color CRTs. The video game was presented on the CRT located in the HUD position. The subjects controlled the game through a

NASA aviation safety reporting system

NASA Technical Reports Server (NTRS)

1978-01-01

An analytical study of reports relating to cockpit altitude alert systems was performed. A recent change in the Federal Air Regulation permits the system to be modified so that the alerting signal approaching altitude has only a visual component; the auditory signal would continue to be heard if a deviation from an assigned altitude occurred. Failure to observe altitude alert signals and failure to reset the system were the commonest cause of altitude deviations related to this system. Cockpit crew distraction was the most frequent reason for these failures. It was noted by numerous reporters that the presence of altitude alert system made them less aware of altitude; this lack of altitude awareness is discussed. Failures of crew coordination were also noted. It is suggested that although modification of the altitude alert system may be highly desirable in short-haul aircraft, it may not be desirable for long-haul aircraft in which cockpit workloads are much lower for long periods of time. In these cockpits, the aural alert approaching altitudes is perceived as useful and helpful. If the systems are to be modified, it appears that additional emphasis on altitude awareness during recurrent training will be necessary; it is also possible that flight crew operating procedures during climb and descent may need examination with respect to monitoring responsibilities. A selection of alert bulletins and responses to them is presented.

Situation Awareness and Levels of Automation

NASA Technical Reports Server (NTRS)

Kaber, David B.

1999-01-01

During the first year of this project, a taxonomy of theoretical levels of automation (LOAs) was applied to the advanced commercial aircraft by categorizing actual modes of McDonald Douglas MD-11 autoflight system operation in terms of the taxonomy. As well, high LOAs included in the taxonomy (e.g., supervisory control) were modeled in the context of MD-11 autoflight systems through development of a virtual flight simulator. The flight simulator was an integration of a re-configurable simulator developed by the Georgia Institute Technology and new software prototypes of autoflight system modules found in the MD-11 cockpit. In addition to this work, a version of the Situation Awareness Global Assessment Technique (SAGAT) was developed for application to commercial piloting tasks. A software package was developed to deliver the SAGAT and was integrated with the virtual flight simulator.

Education, training, and human engineering in aerospace; SAE Aerotech '93, Costa Mesa, CA, Sep. 27-30, 1993

NASA Technical Reports Server (NTRS)

Shapiro, Diane C. (Editor); Norman, R. Michael (Editor)

1993-01-01

Advances in simulation technology are discussed by a number of government and industry experts, for both training and research and development applications. Advanced techniques, such as helmet-mounted information displays, neurocontrollers, automated training systems, and simulation for space-based systems are included. Advances in training methodology for air transportation are covered by a group of experts in that field, including discussions of advanced flight deck transition training, new training tools, and effective low cost alternatives for part-task training. With the ever-increasing emphasis on human factors in cockpit and cabin design, the section on research, advances, and certification criteria in that field is pertinent. NASA, aircraft manufacturing, and FAA representatives have compiled an informative group of presentations concerning active topics and considerations in human factors design.

Cockpit Resource Management (CRM) training in the 349th military airlift wing

NASA Technical Reports Server (NTRS)

Halliday, John T.; Biegalski, Conrad S.; Inzana, Anthony

1987-01-01

CRM training can be done on a limited budget. It seems that everyone has a special name for their CRM program. A new program was created and entitled, Aircrew Resource Management (ARM) to emphasize the use of the full resources on our aircraft. That is meant to specifically include the loadmasters. The name also emphasizes the concept that all crewmembers are responsible for safe completion of the trip. The loadmasters have been the brightest students to date. They are a classic under-utilized resource. Together, their crew position has been credited with more ARM saves than the engineers and pilots. The seminar-based program is run by two seminar facilitators that is reinforced by Line Oriented Flight Training sessions run by the active-duty counterparts.

High Reliability Organizations--Medication Safety.

PubMed

Yip, Luke; Farmer, Brenna

2015-06-01

High reliability organizations (HROs), such as the aviation industry, successfully engage in high-risk endeavors and have low incidence of adverse events. HROs have a preoccupation with failure and errors. They analyze each event to effect system wide change in an attempt to mitigate the occurrence of similar errors. The healthcare industry can adapt HRO practices, specifically with regard to teamwork and communication. Crew resource management concepts can be adapted to healthcare with the use of certain tools such as checklists and the sterile cockpit to reduce medication errors. HROs also use The Swiss Cheese Model to evaluate risk and look for vulnerabilities in multiple protective barriers, instead of focusing on one failure. This model can be used in medication safety to evaluate medication management in addition to using the teamwork and communication tools of HROs.

Measurement of visibility from the pilot's cockpit on different airplane types

NASA Technical Reports Server (NTRS)

Kurz, Gerhard

1931-01-01

A process for the measurement of the visibility of airplanes from the pilot's cockpit is developed. The apparatus necessary for the measurements was suitably constructed and measurements of the fields of vision were made with it. The visibilities of six airplanes of different types of construction and use were measured, as well as the visibility of an automobile for comparison. An attempt was made to establish minimum visibility requirements and to express the excellence of visibility by means of a numerical coefficient.

Development of a systems theoretical procedure for evaluation of the work organization of the cockpit crew of a civil transport airplane

NASA Technical Reports Server (NTRS)

Fricke, M.; Vees, C.

1983-01-01

To achieve optimum design for the man machine interface with aircraft, a description of the interaction and work organization of the cockpit crew is needed. The development of system procedure to evaluate the work organization of pilots while structuring the work process is examined. Statistical data are needed to simulate sequences of pilot actions on the computer. Investigations of computer simulation and applicability for evaluation of crew concepts are discussed.

EC88-0052-4

NASA Image and Video Library

1988-03-29

View of the left cockpit and pilot's seat of the F-111 MAW aircraft. Unlike most fighter aircraft of the time, the F-111 had side-by-side seating. The pilot sat on the left side, and the weapons systems officer on the right. Both had control sticks to fly the aircraft. The two yellow and black striped handles would be used in an emergency to eject the entire F-111 cockpit. The F-111 also did not have ejection seats, but used a capsule.

STS-107 Pilot William McCool in the cockpit of Columbia during TCDT

NASA Technical Reports Server (NTRS)

2002-01-01

KENNEDY SPACE CENTER, FLA. - STS-107 Pilot William 'Willie' McCool checks instructions in the cockpit of Space Shuttle Columbia during a simulated launch countdown, part of Terminal Countdown Demonstration Test activities. STS-107 is a mission devoted to research and will include more than 80 experiments that will study Earth and space science, advanced technology development, and astronaut health and safety. Launch is planned for Jan. 16, 2003, between 10 a.m. and 2 p.m. EST aboard Space Shuttle Columbia. .

A Product Development Decision Model for Cockpit Weather Information System

NASA Technical Reports Server (NTRS)

Sireli, Yesim; Kauffmann, Paul; Gupta, Surabhi; Kachroo, Pushkin; Johnson, Edward J., Jr. (Technical Monitor)

2003-01-01

There is a significant market demand for advanced cockpit weather information products. However, it is unclear how to identify the most promising technological options that provide the desired mix of consumer requirements by employing feasible technical systems at a price that achieves market success. This study develops a unique product development decision model that employs Quality Function Deployment (QFD) and Kano's model of consumer choice. This model is specifically designed for exploration and resolution of this and similar information technology related product development problems.

Assessment of cockpit interface concepts for data link retrofit

NASA Technical Reports Server (NTRS)

Mccauley, Hugh W.; Miles, William L.; Dwyer, John P.; Erickson, Jeffery B.

1992-01-01

The problem is examined of retrofitting older generation aircraft with data link capability. The approach taken analyzes requirements for the cockpit interface, based on review of prior research and opinions obtained from subject matter experts. With this background, essential functions and constraints for a retrofit installation are defined. After an assessment of the technology available to meet the functions and constraints, candidate design concepts are developed. The most promising design concept is described in detail. Finally, needs for further research and development are identified.

Anthropometric Cockpit Compatibility Assessment of US Army Aircraft for Large and Small Personnel Wearing A Cold Weather, Armored Vest, Chemical Defense Protective Clothing Configuration

DTIC Science & Technology

1984-07-01

12 5. Survival Vest-Armor Plate Insert Configurations Employed ...................... 14 6. Summary of Critical Anthropometric Measure- ments...to assure an adequate aviator-to-cockpit fit for personnel wearing cold weather, survival vest with armor plate , and chemical defense protective...trousers (NSN 8415-00-407-1060). Survival vest, armor plated (NSN 8470-00-935-3192) The armor- plated survival vest could have the armor inserted in

Role of structural noise in aircraft pressure cockpit from vibration action of new-generation engines

NASA Astrophysics Data System (ADS)

Baklanov, V. S.

2016-07-01

The evolution of new-generation aircraft engines is transitioning from a bypass ratio of 4-6 to an increased ratio of 8-12. This is leading to substantial broadening of the vibration spectrum of engines with a shift to the low-frequency range due to decreased rotation speed of the fan rotor, in turn requiring new solutions to decrease structural noise from engine vibrations to ensure comfort in the cockpits and cabins of aircraft.

F-14 #991 cockpit

NASA Image and Video Library

1980-07-02

View of the cockpit of NASA's F-14, tail number 991. This aircraft was the first of a series of post-Vietnam fighters, followed by the F-15, F-16, and F-18. They were designed for maneuverability in air-to-air combat. The F-14s had a spin problem that posed problems for its ability to engage successfully in a dogfight, since it tended to depart from controlled flight at the high angles of attack that frequently occur in close-in engagements.

KSC-99pp0441

NASA Image and Video Library

1999-04-26

In this broad view, the new full-color, flat panel Multifunction Electronic Display Subsystem (MEDS) is shown in the cockpit of the orbiter Atlantis. It is often called the "glass cockpit." The recently installed MEDS upgrade improves crew/orbiter interaction with easy-to-read, graphic portrayals of key flight indicators like attitude display and mach speed. The installation makes Atlantis the most modern orbiter in the fleet and equals the systems on current commercial jet airliners and military aircraft. Atlantis is scheduled to fly on mission STS-101 in early December

Anthropometric Cockpit Compatibility Assessment of US Army Aircraft for Large and Small Personnel Wearing a Training, Warm-Weather Clothing Configuration

DTIC Science & Technology

1984-07-01

SUPPLEMENTARY NOTES 19. KEY WORDS (Continue on rover&* side If necessary and Identify by block number) Anthropometry , Cockpit Compatibility, Aircraft...report is one of a series of reports on anthropometry in US Army Aviation produced by the US Army Aeromedical Research Laboratory (USAARL...and stick (OV-1D). 4 , 26 *w. I.. REFERENCES Churchill, E., Churchill, T., McConville, J.T., and White, R.M. 1977. Anthropometry of women of the U.S

Use of Very Weak Radiation Sources to Determine Aircraft Runway Position

NASA Technical Reports Server (NTRS)

Drinkwater, Fred J., III; Kibort, Bernard R.

1965-01-01

Various methods of providing runway information in the cockpit during the take-off and landing roll have been proposed. The most reliable method has been to use runway distance markers when visible. Flight tests were used to evaluate the feasibility of using weak radio-active sources to trigger a runway distance counter in the cockpit. The results of these tests indicate that a weak radioactive source would provide a reliable signal by which this indicator could be operated.

A Product Development Decision Model for Cockpit Weather Information Systems

NASA Technical Reports Server (NTRS)

Sireli, Yesim; Kauffmann, Paul; Gupta, Surabhi; Kachroo, Pushkin

2003-01-01

There is a significant market demand for advanced cockpit weather information products. However, it is unclear how to identify the most promising technological options that provide the desired mix of consumer requirements by employing feasible technical systems at a price that achieves market success. This study develops a unique product development decision model that employs Quality Function Deployment (QFD) and Kano's model of consumer choice. This model is specifically designed for exploration and resolution of this and similar information technology related product development problems.

Fatigue and Workload in Four-Man C-5A Cockpit Crews (Volant Galaxy).

DTIC Science & Technology

1980-08-01

AD-AO91. 1.9 SCI400L OF AEROSPACE MEDICINE BROOKS AFB TX F/6 S/9 FATIGUE AND WORKLOAD ZN FOUR-NAN C-SA COCKPIT CREWS (VOLANT *AL--ETC(U$ AUG 80 W F...release; distribution unlimited. USAF SCHOOL OF ALROSPACE MEDICINE Aerospace Medical Division (AFSC) Brooks Air Force Base, Texas 78235 81 2 NOTICES...This final report was submitted by personnel of the Crew Performance Branch, Crew Technology Division, USAF School of Aerospace Medicine , Aerospace

A survey of the status of and philosophies relating to cockpit warning systems

NASA Technical Reports Server (NTRS)

Cooper, G. E.

1977-01-01

A survey was taken to study current cockpit caution and warning (c/w) systems, and to examine industry philosophies regarding c/w system design including current efforts to improve them. Guidelines currently in use were outlined and those which appear to have general acceptance, those which are considered ineffective or erroneous, and those with which there is broad disagreement as to validity, were delineated. Major airplane manufacturerd were surveyed and a manufacturer dealing specifically with aircraft instrumentation was consulted.

Discovery Orbiter Major Modifications

NASA Image and Video Library

2003-08-27

During power-up of the orbiter Discovery in the Orbiter Processing Facility, a technician moves a circuit reset on the cockpit console. Discovery has been undergoing Orbiter Major Modifications in the past year, ranging from wiring, control panels and black boxes to gaseous and fluid systems tubing and components. These systems were deserviced, disassembled, inspected, modified, reassembled, checked out and reserviced, as were most other systems onboard. The work includes the installation of the Multifunction Electronic Display Subsystem (MEDS) - a state-of-the-art “glass cockpit.”

A survey of new technology for cockpit application to 1990's transport aircraft simulators

NASA Technical Reports Server (NTRS)

Holt, A. P., Jr.; Noneaker, D. O.; Walthour, L.

1980-01-01

Two problems were investigated: inter-equipment data transfer, both on board the aircraft and between air and ground; and crew equipment communication via the cockpit displays and controls. Inter-equipment data transfer is discussed in terms of data bus and data link requirements. Crew equipment communication is discussed regarding the availability of CRT display systems for use in research simulators to represent flat panel displays of the future, and of software controllable touch panels.

A Validated Task Analysis of the Single Pilot Operations Concept

NASA Technical Reports Server (NTRS)

Wolter, Cynthia A.; Gore, Brian F.

2015-01-01

The current day flight deck operational environment consists of a two-person Captain/First Officer crew. A concept of operations (ConOps) to reduce the commercial cockpit to a single pilot from the current two pilot crew is termed Single Pilot Operations (SPO). This concept has been under study by researchers in the Flight Deck Display Research Laboratory (FDDRL) at the National Aeronautics and Space Administration's (NASA) Ames (Johnson, Comerford, Lachter, Battiste, Feary, and Mogford, 2012) and researchers from Langley Research Centers (Schutte et al., 2007). Transitioning from a two pilot crew to a single pilot crew will undoubtedly require changes in operational procedures, crew coordination, use of automation, and in how the roles and responsibilities of the flight deck and ATC are conceptualized in order to maintain the high levels of safety expected of the US National Airspace System. These modifications will affect the roles and the subsequent tasks that are required of the various operators in the NextGen environment. The current report outlines the process taken to identify and document the tasks required by the crew according to a number of operational scenarios studied by the FDDRL between the years 2012-2014. A baseline task decomposition has been refined to represent the tasks consistent with a new set of entities, tasks, roles, and responsibilities being explored by the FDDRL as the move is made towards SPO. Information from Subject Matter Expert interviews, participation in FDDRL experimental design meetings, and study observation was used to populate and refine task sets that were developed as part of the SPO task analyses. The task analysis is based upon the proposed ConOps for the third FDDRL SPO study. This experiment possessed nine different entities operating in six scenarios using a variety of SPO-related automation and procedural activities required to guide safe and efficient aircraft operations. The task analysis presents the roles and responsibilities in a manner that can facilitate testing future scenarios. Measures of task count and workload were defined and analyzed to assess the impact of transitioning to a SPO environment.

Measuring the ability of military aircrews to adapt to perceived stressors when undergoing centrifuge training.

PubMed

Wang, Jenhung; Lin, Pei-Chun; Li, Shih-Chin

2014-01-01

This study assessed the ability of military aircrews to adapt to stressors when undergoing centrifuge training and determined what equipment items caused perceived stress and needed to be upgraded. We used questionnaires and the Rasch model to measure aircrew personnel's ability to adapt to centrifuge training. The measurement items were ranked by 611 military aircrew personnel. Analytical results indicated that the majority of the stress perceived by aircrew personnel resulted from the lightproof cockpit without outer reference. This study prioritized the equipment requiring updating as the lightproof cockpit design, the dim lighting of the cockpit, and the pedal design. A significant difference was found between pilot and non-pilot subjects' stress from the pedal design; and considerable association was discernible between the seat angle design and flight hours accrued. The study results provide aviators, astronauts, and air forces with reliable information as to which equipment items need to be urgently upgraded as their present physiological and psychological effects can affect the effectiveness of centrifuge training.