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At least 91 records · Page 5

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NASA NTRS1990

Cockpit napping

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.

Graeber, R. Curtis↗

NASA NTRS1989

Evaluating the effectiveness of cockpit resource management training

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.

Helmreich, Robert L.↗

NASA NTRS1991

The impact of cockpit automation on crew coordination and communication. Volume 1: Overview, LOFT evaluations, error severity, and questionnaire data

The purpose was to examine, jointly, cockpit automation and social processes. Automation was varied by the choice of two radically different versions of the DC-9 series aircraft, the traditional DC-9-30, and the glass cockpit derivative, the MD-88. Airline pilot volunteers flew a mission in the simulator for these aircraft. Results show that the performance differences between the crews of the two aircraft were generally small, but where there were differences, they favored the DC-9. There were no criteria on which the MD-88 crews performed better than the DC-9 crews. Furthermore, DC-9 crews rated their own workload as lower than did the MD-88 pilots. There were no significant differences between the two aircraft types with respect to the severity of errors committed during the Line-Oriented Flight Training (LOFT) flight. The attitude questionnaires provided some interesting insights, but failed to distinguish between DC-9 and MD-88 crews.

Wiener, Earl L.↗

NASA NTRS1991

Alert generation and cockpit presentation for an integrated microburst alerting system

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.

Wanke, Craig↗

NASA NTRS1992

Effects of cockpit lateral stick characteristics on handling qualities and pilot dynamics

This report presents the results of analysis of cockpit lateral control feel-system studies. Variations in feel-system natural frequency, damping, and command sensing reference (force and position) were investigated, in combination with variations in the aircraft response characteristics. The primary data for the report were obtained from a flight investigation conducted with a variable-stability airplane, with additional information taken from other flight experiments and ground-based simulations for both airplanes and helicopters . The study consisted of analysis of handling qualities ratings and extraction of open-loop, pilot-vehicle describing functions from sum-of-sines tracking data, including, for a limited subset of these data, the development of pilot models. The study confirms the findings of other investigators that the effects on pilot opinion of cockpit feel-system dynamics are not equivalent to a comparable level of added time delay, and until a more comprehensive set of criteria are developed, it is recommended that feel-system dynamics be considered a delay-inducing element in the aircraft response. The best correlation with time-delay requirements was found when the feel-system dynamics were included in the delay measurements, regardless of the command reference. This is a radical departure from past approaches.

Mitchell, David G.↗

NASA NTRS1990

Potential benefits and hazards of increased reliance on cockpit automation

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.

Wiener, Earl L.↗

NASA NTRS1991

Cockpit crew research

A review is presented of the cockpit crew research work conducted at Ames Research Center including an overview of the problem areas of risk in the aviation environment. Attention is given to transportation fatalities, accident and incident reports, cockpit resource management, and current aircrew research.

Kanki, Barbara G.↗

NASA NTRS1991

An experimental cockpit display for TDWR wind shear alerts

The first successful ground-to-air data link and cockpit display of terminal Doppler weather radar (TDWR) wind shear warnings in real-time are reported. During the summer of 1990, wind shear warnings generated by the TDWR testbed radar at Orlando, Florida, were transmitted in real-time to a research aircraft performing microburst penetrations. Automatic delivery of TDWR wind shear warnings potentially result in decreased controller workload and improved pilot information. Pilot responses indicate that the information provided by the cockpit displays was useful in visualizing the location of wind shear hazards. The graphical display of microburst hazards provided better information than that currently provided by ATC verbal messages and pilot reports. This information was useful in assessing the microburst hazard, deciding whether to continue the approach, and planning escape maneuvers.

Campbell, Steven D.↗

NASA NTRS1992

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

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.

Sarter, Nadine B.↗

NASA NTRS1993

Cockpit checklists - Concepts, design, and use

Although the aircraft checklist has long been regarded as a foundation of pilot standardization and cockpit safety, it has escaped the scrutiny of the human factors profession. The improper use, or nonuse, of the normal checklist by flight crews is often cited as a major contributing factor to aircraft accidents. This paper reports the results of a field study of flight deck checklists and examines this seemingly mundane yet critical device from several perspectives: its functions, format, design, length, and usage, and the limitations of the humans who must interact with it. Certain sociotechnical factors, such as the airline 'culture', cockpit resource management, and production pressures that influence the design and use of this device, are also discussed. Finally, a list of design guidelines for normal checklists is provided. Although the focus of this paper is on the air transport industry, most of the principles discussed apply equally well to other high-risk industries, such as maritime transportation, power production, weapons systems, space flight, and medical care.

Degani, Asaf↗

NASA NTRS1989

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

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.

Abbott, Kathy H.↗

NASA NTRS1936

The Measurement of the Field of View from Airplane Cockpits

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.

Gough, Melvin N↗

NASA NTRS1993

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

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.

Decker, William A.↗

NASA NTRS1993

Cockpit weather graphics using mobile satellite communications

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.

Seth, Shashi↗

NASA NTRS1994

Advanced automated glass cockpit certification: Being wary of human factors

This paper presents some facets of the French experience with human factors in the process of certification of advanced automated cockpits. Three types of difficulties are described: first, the difficulties concerning the hotly debated concept of human error and its non-linear relationship to risk of accident; a typology of errors to be taken into account in the certification process is put forward to respond to this issue. Next, the difficulties connected to the basically gradual and evolving nature of pilot expertise on a given type of aircraft, which contrasts with the immediate and definitive style of certifying systems. The last difficulties to be considered are those related to the goals of certification itself on these new aircraft and the status of findings from human factor analyses (in particular, what should be done with disappointing results, how much can the changes induced by human factors investigation economically affect aircraft design, how many errors do we need to accumulate before we revise the system, what should be remedied when human factor problems are discovered at the certification stage: the machine? pilot training? the rules? or everything?). The growth of advanced-automated glass cockpits has forced the international aeronautical community to pay more attention to human factors during the design phase, the certification phase and pilot training. The recent creation of a human factor desk at the DGAC-SFACT (Official French services) is a direct consequence of this. The paper is divided into three parts. Part one debates human error and its relationship with system design and accident risk. Part two describes difficulties connected to the basically gradual and evolving nature of pilot expertise on a given type of aircraft, which contrasts with the immediate and definitive style of certifying systems. Part three focuses on concrete outcomes of human factors for certification purposes.

Amalberti, Rene↗

NASA NTRS1997

Cockpit Displays to Support Hazard Awareness in Free Flight

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.

Wickens, Christopher D.↗

NASA NTRS1997

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

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.

Bortolussi, Michael R.↗

NASA NTRS1996

Simulator Evaluation of a New Cockpit Descent Procedure

An experiment was conducted to evaluate flight crew performance of the "Precision Descent," a new cockpit procedure designed to support the Descent Advisor (DA), one of the components in a new air traffic control advisory system called the "Center-TRACON Automation System" (CTAS). The DA predicts when aircraft will reach a specific waypoint on the arrival route, and presents controllers with clearance advisories designed to improve the sequencing of arriving aircraft. The effectiveness of the DA depends on the aircraft's descent trajectory: where it begins descent, what speed it maintains, how fast and at what altitude it crosses the bottom-of-descent waypoint. The Precision Descent allows controllers to assign these descent parameters to the flight crew. A Field Evaluation of the DA was conducted in Denver in 1995. Three separate clearances using standard ATC phraseology were used to support the cockpit descent procedure during this evaluation. The number and length of these clearances caused problems for both controllers and flight crews, causing readback errors, repeat requests and procedure misunderstandings. These observations led to a focus group meeting in which controller and pilot participants in the 1995 FE assisted in the redesign of the procedure. The Precision Descent eliminates one clearance used in the earlier study, and greatly reduces the length of the remaining clearances. This was accomplished by using non-standard clearance phraseology that relies on a published procedure chart for correct interpretation. Eight type-rated flight crews flew eight Precision Descents in a Boeing 747-400 simulator. No training was provided: crews received either a procedure chart or a procedure chart with a flight manual bulletin describing procedure techniques. Video and digital data were recorded for each descent. Preliminary results indicate that moving information from the verbal clearance to the chart was successful: the shorter clearances and the procedure's default crossing restriction were understood, and procedure compliance of 81% was observed across all descents on six independent compliance measures. Some readback errors and procedure misunderstandings were still observed, however; particularly when descent clearances deviated from the normative procedure.

Crane, Barry↗