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At least 37 records · Page 2
All sourcesNASA NTRSDOE OSTI
NASA NTRS1981

A pilot's subjective analysis of a Cockpit Display of Traffic Information (CDTI)

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.

Keyser, G. L., Jr.↗
NASA NTRS1982

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

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.

Castleberry, D. E.↗
NASA NTRS1984

What Pilots like (and Don't Like) About the New Cockpit Technology

Pilot's perceptions of the new cockpit technology in the B-767 are discussed. Although the data reported were taken from the introductory experience of the B-767, it is felt that similar, if not identical, results would be obtained with any other new cockpit technology aircraft, i.e., the A310. The following conclusions were drawn from the information collected thus far: A large majority of the pilots enjoy flying the B-767 more than the older airplanes. The pilots accept the new cockpit technology, and they choose to use it because they find it useful. The pilots are aware of the possible loss of flying skill with the presence of automation, and they hand fly (usually with flight director) to prevent this loss. There is no evidence of loss of skills from the data collected. The primary points of confusion or surprise were autothrottle/autopilot interactions; the autopilot during the wrong way or not capturing the course; and achieving desired results with the Flight Management System/Control Display Unit (FMS/CDU). The pilots felt training for the FMS/CDU could be improved, and they especially wanted more hands on experience.

Curry, R. E.↗
NASA NTRS1987

Optimum culture in the cockpit

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.

Yamamori, Hisaaki↗
NASA NTRS1987

Cockpit readiness for night vision goggles

The introduction of night vision goggles into the cockpit environment may produce incompatibility with existing cockpit optoelectronic instrumentation. The methodology used to identify the origin of the spurious signal is demonstrated with the example of an electronic display. The amount of radiation emitted by a gray body in the wavelength region of goggle sensitivity is calculated. A simple procedure for preflight testing of cockpit instrumentation using a commercially available infrared camera is recommended. Other recommendations include the specification of cocklpit instrumentation for compatibility with night vision devices.

Scholl, Marija S.↗
NASA NTRS1989

Human factors of advanced technology (glass cockpit) transport aircraft

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.

Wiener, Earl L.↗
NASA NTRS1990

Hazard evaluation and operational cockpit display of ground-measured windshear data

Information transfer issues associated with the dissemination of wind shear alerts from the ground are studied. The two issues specifically addressed are the effectiveness of different cockpit presentations of ground-measured information and the assessment of the wind shear hazard from ground-based measurements. A pilot survey has produced an information base for study of crew-centered wind shear alert design. A part-task Boeing 767 'glass cockpit' simulation has provided useful data about modes of cockpit information presentation for both wind shear alert and ATC clearance delivery. Graphical map displays are observed to be exceptionally efficient for presentation of position-critical alerts, while some problems with text displays are identified. Problems associated with hazard assessment of ground-measured wind shear information are also identified.

Wanke, Craig↗
NASA NTRS1990

The implementation of STOVL task-tailored control modes in a fighter cockpit

The implementation of Short Takeoff/Vertical Landing (STOVL) specific task tailored control modes in a supersonic fighter/attack aircraft cockpit is investigated. A detailed linear model exhibiting STOVL Level 1 handling qualities is implemented in a real time engineering workstation environment with an F-16 cockpit mock-up. Conventional F-16 control inceptors are utilized to achieve effective STOVL operation and reduced pilot workload throughout the transition to hover flight region. Favorable pilot comments indicate the existing F-16 cockpit configuration with a force sidestick is adaptable to STOVL operation.

Whatley, David W.↗
NASA NTRS1990

Human factors of the high technology cockpit

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.

Wiener, Earl L.↗
NASA NTRS1990

Overview of error-tolerant cockpit research

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.

Abbott, Kathy↗
NASA NTRS1993

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

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.

Ellis, Thomas D., Jr.↗
NASA NTRS1992

Human performance in the modern cockpit

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.

Dismukes, R. K.↗
NASA NTRS1992

Beyond the cockpit: The visual world as a flight instrument

The use of cockpit instruments to guide flight control is not always an option (e.g., low level rotorcraft flight). Under such circumstances the pilot must use out-the-window information for control and navigation. Thus it is important to determine the basis of visually guided flight for several reasons: (1) to guide the design and construction of the visual displays used in training simulators; (2) to allow modeling of visibility restrictions brought about by weather, cockpit constraints, or distortions introduced by sensor systems; and (3) to aid in the development of displays that augment the cockpit window scene and are compatible with the pilot's visual extraction of information from the visual scene. The authors are actively pursuing these questions. We have on-going studies using both low-cost, lower fidelity flight simulators, and state-of-the-art helicopter simulation research facilities. Research results will be presented on: (1) the important visual scene information used in altitude and speed control; (2) the utility of monocular, stereo, and hyperstereo cues for the control of flight; (3) perceptual effects due to the differences between normal unaided daylight vision, and that made available by various night vision devices (e.g., light intensifying goggles and infra-red sensor displays); and (4) the utility of advanced contact displays in which instrument information is made part of the visual scene, as on a 'scene linked' head-up display (e.g., displaying altimeter information on a virtual billboard located on the ground).

Johnson, W. W.↗
NASA NTRS2003

Teaching Cockpit Automation in the Classroom

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.

Casner, Stephen M.↗
NASA NTRS2004

Cockpit System Situational Awareness Modeling Tool

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.

Keller, John↗
NASA NTRS2000

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

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.

Rudisill, Marianne↗
NASA NTRS2009

Designing Struts for the Low-Fidelity Orion Cockpit Mockup

The objective of the project was to design and construct nine struts to be installed in the low-fidelity Orion cockpit mockup (Rev F; located at NASA s Johnson Space Center in Houston, TX) as simplified representations of the existing flight designed struts designed by engineers at Lockheed Martin (the primary contractor of the Orion). The project design included: researching the existing flight designs, brainstorming design upgrades, developing three unrelated three-dimensional (3D) strut designs using Pro/Engineer Wildfire 3.0, choosing the best fit design, locating materials and their sources, implementing the chosen design, and making design modifications. The project resulted in making simple modifications to the existing struts used in the last Orion cockpit mockup. The project is relevant to NASA, because upgrades to the low-fidelity Orion cockpit mockup progresses NASA s goals of developing and testing a new spacecraft, conducting the spacecraft's first crewed mission by 2015, returning to the moon by 2020, and exploring Mars and other planets in the future.

Lucienne, Runa A.↗
NASA NTRS2014

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

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.

Baxley, Brian T.↗