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At least 253 records · Page 14
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NASA NTRS2012

The Human Dimension of Closing the Training Gap for Fifth-Generation Fighters

Based on a review of the recent technical literature there is little question that a serious training gap exists for fifth-generation fighters, primarily arising from the need to provide their own red-air. There are several methods for reducing this gap, including injecting virtual and constructive threats into the live cockpit. This live-virtual-constructive (LVC) training approach provides a cost effective means for addressing training needs but faces several challenges. Technical challenges include data links and information assurance. A more serious challenge may be the human factors dimension of representing virtual and constructive entities in the cockpit while ensuring safety-of-flight. This also needs to happen without increasing pilot workload. This paper discusses the methods Rockwell Collins and the University of Iowa's Operator Performance Lab use to assess pilot workload and training fidelity measures in an LVC training environment and the research we are conducting in safety-of-flight requirements of integrated LVC symbology.

Hoke, Jaclyn↗
NASA NTRS1979

Computer-automated opponent for manned air-to-air combat simulations

Two versions of a real-time digital-computer program that operates a fighter airplane interactively against a human pilot in simulated air combat were evaluated. They function by replacing one of two pilots in the Langley differential maneuvering simulator. Both versions make maneuvering decisions from identical information and logic; they differ essentially in the aerodynamic models that they control. One is very complete, but the other is much simpler, primarily characterizing the airplane's performance (lift, drag, and thrust). Both models competed extremely well against highly trained U.S. fighter pilots.

Hankins, W. W., III↗
NASA NTRS1996

Decision-Aiding and Optimization for Vertical Navigation of Long-Haul Aircraft

Most decisions made in the cockpit are related to safety, and have therefore been proceduralized in order to reduce risk. There are very few which are made on the basis of a value metric such as economic cost. One which can be shown to be value based, however, is the selection of a flight profile. Fuel consumption and flight time both have a substantial effect on aircraft operating cost, but they cannot be minimized simultaneously. In addition, winds, turbulence, and performance x,ary widely with altitude and time. These factors make it important and difficult for pilots to (a) evaluate the outcomes associated with a particular trajectory before it is flown and (b) decide among possible trajectories. The two elements of this problem considered here are (1) determining, what constitutes optimality, and (2) finding optimal trajectories. Pilots and dispatchers from major U.S. airlines were surveyed to determine which attributes of the outcome of a flight they considered the most important. Avoiding turbulence-for passenger comfort topped the list of items which were not safety related. Pilots' decision making about the selection of flight profile on the basis of flight time, fuel burn, and exposure to turbulence was then observed. Of the several behavioral and prescriptive decision models invoked to explain the pilots' choices, utility maximization is shown to best reproduce the pilots' decisions. After considering more traditional methods for optimizing trajectories, a novel method is developed using a genetic algorithm (GA) operating on a discrete representation of the trajectory search space. The representation is a sequence of command altitudes, and was chosen to be compatible with the constraints imposed by Air Traffic Control, and with the training given to pilots. Since trajectory evaluation for the GA is performed holistically, a wide class of objective functions can be optimized easily. Also, using the GA it is possible to compare the costs associated with different airspace design and air traffic management policies. A decision aid is proposed which would combine the pilot's notion of optimility with the GA-based optimization, provide the pilot with a number of alternative pareto-optimal trajectories, and allow him to consider un-modelled attributes and constraints in choosing among them. A solution to the problem of displaying alternatives in a multi-attribute decision space is also presented.

Patrick, Nicholas J. M.↗
NASA NTRS1996

Decision-Aiding and Optimization for Vertical Navigation of Long-Haul Aircraft

Most decisions made in the cockpit are related to safety, and have therefore been proceduralized in order to reduce risk. There are very few which are made on the basis of a value metric such as economic cost. One which can be shown to be value based, however, is the selection of a flight profile. Fuel consumption and flight time both have a substantial effect on aircraft operating cost, but they cannot be minimized simultaneously. In addition, winds, turbulence, and performance vary widely with altitude and time. These factors make it important and difficult for pilots to (a) evaluate the outcomes associated with a particular trajectory before it is flown and (b) decide among possible trajectories. The two elements of this problem considered here are: (1) determining what constitutes optimality, and (2) finding optimal trajectories. Pilots and dispatchers from major u.s. airlines were surveyed to determine which attributes of the outcome of a flight they considered the most important. Avoiding turbulence-for passenger comfort-topped the list of items which were not safety related. Pilots' decision making about the selection of flight profile on the basis of flight time, fuel burn, and exposure to turbulence was then observed. Of the several behavioral and prescriptive decision models invoked to explain the pilots' choices, utility maximization is shown to best reproduce the pilots' decisions. After considering more traditional methods for optimizing trajectories, a novel method is developed using a genetic algorithm (GA) operating on a discrete representation of the trajectory search space. The representation is a sequence of command altitudes, and was chosen to be compatible with the constraints imposed by Air Traffic Control, and with the training given to pilots. Since trajectory evaluation for the GA is performed holistically, a wide class of objective functions can be optimized easily. Also, using the GA it is possible to compare the costs associated with different airspace design and air traffic management policies. A decision aid is proposed which would combine the pilot's notion of optimality with the GA-based optimization, provide the pilot with a number of alternative pareto-optimal trajectories, and allow him to consider unmodelled attributes and constraints in choosing among them. A solution to the problem of displaying alternatives in a multi-attribute decision space is also presented.

Patrick, Nicholas J. M.↗
NASA NTRS2002

An Analysis of U.S. Civil Rotorcraft Accidents by Cost and Injury (1990-1996)

A study of rotorcraft accidents was conducted to identify safety issues and research areas that might lead to a reduction in rotorcraft accidents and fatalities. The primary source of data was summaries of National Transportation Safety Board (NTSB) accident reports. From 1990 to 1996, the NTSB documented 1396 civil rotorcraft accidents in the United States in which 491 people were killed. The rotorcraft data were compared to airline and general aviation data to determine the relative safety of rotorcraft compared to other segments of the aviation industry. In depth analysis of the rotorcraft data addressed demographics, mission, and operational factors. Rotorcraft were found to have an accident rate about ten times that of commercial airliners and about the same as that of general aviation. The likelihood that an accident would be fatal was about equal for all three classes of operation. The most dramatic division in rotorcraft accidents is between flights flown by private pilots versus professional pilots. Private pilots, flying low cost aircraft in benign environments, have accidents that are due, in large part, to their own errors. Professional pilots, in contrast, are more likely to have accidents that are a result of exacting missions or use of specialized equipment. For both groups judgement error is more likely to lead to a fatal accident than are other types of causes. Several approaches to improving the rotorcraft accident rate are recommended. These mostly address improvement in the training of new pilots and improving the safety awareness of private pilots.

Iseler, Laura↗
NASA NTRS2003

Learning About Cockpit Automation: From Piston Trainer to Jet Transport

Two experiments explored the idea of providing cockpit automation training to airline-bound student pilots using cockpit automation equipment commonly found in small training airplanes. In a first experiment, pilots mastered a set of tasks and maneuvers using a GPS navigation computer, autopilot, and flight director system installed in a small training airplane Students were then tested on their ability to complete a similar set of tasks using the cockpit automation system found in a popular jet transport aircraft. Pilot were able to successfully complete 77% of all tasks in the jet transport on their first attempt. An analysis of a control group suggests that the pilot's success was attributable to the application of automation principles they had learned in the small airplane. A second experiment looked at two different ways of delivering small-aeroplane cockpit automation training: a self-study method, and a dual instruction method. The results showed a slight advantage for the self-study method. Overall, the results of the two studies cast a strong vote for the incorporation of cockpit automation training in curricula designed for pilot who will later transition to the jet fleet.

Casner, Stephen M.↗
NASA NTRS1982

The effectiveness of incorporating a real-time oculometer system in a commercial flight training program

The effectiveness on pilot and trainee performance and scanning behavior of incorporating a real time oculometer system in a commerical flight training program was assessed. Trainees received simulator training in pairs requiring the trainees to alternate the order of training within a session. The 'third day phenomenon' of performance decrement was investigated, including the role of order of training on performance.

Jones, D. H.↗
NASA NTRS1998

Formal Aspects of Human-Automation Interaction

While new versions of automated control systems such as flight guidance systems are introduced at a rapid pace, it is widely recognized that user interaction with these machines is increasingly problematic. One cause for this difficulty that is commonly cited in the literature, is the discrepancy between the machine's behavior and the operator's (e.g., pilot) expectations. This paper discusses a formal approach to the analysis of operator's interaction with complex automated control systems. We focus attention on the issue of interface correctness; that is, on the question whether the display provides adequate information about the machine's configurations (states, modes, and associated parameters) and transitions, so as to enable the operator to successfully perform the specified set of tasks. To perform the analysis several assumptions are made: (1) A complete formal model of the machine's behavior is available (e.g., as a state transition system, or as a hybrid-machine); (2) A specification of operator's tasks is available and can be formally described (e.g., the reliable and predictable transition between activities involved in executing a climb to a new altitude); (3) The pilot is well trained and has a correct 'mental' model of the machine's response-map. By 'comparing' the machine's model with the set of operator's tasks we formally (i.e., mathematically) evaluate two questions: 1) does the machine's output interface (display) enable the operator to determine, unambiguously, what the current configuration (e.g., mode) of the machine is, and 2) does the display enable the operator to determine, unambiguously, what the next configuration of the machine will be, in response to a specified interaction by the operator (e.g., engaging a mode or changing a parameter such as a speed or target altitude). This paper describes a methodology for conducting such an evaluation using examples from automated flight control systems of modem 'glass cockpit' jetliners. Taxonomy of the different types of discrepancies that lead to pilot inability to resolve the current and next configuration of the machine is suggested. Data from incident reports involving 'mode confusion' is used to corroborate these discrepancies. Finally, means for compensating, either by augmenting the display and/or the operator's 'mental model' are briefly mentioned.

Degani, Asaf↗
NASA NTRS1998

Differences Training for the Glass Cockpit

This study followed two groups of pilots from a major US air carrier as they went through a transition to advanced technology aircraft. Specifically, these were pilots were no previous automation experience undergoing Differences training from the 737-100/200 aircraft to the 737-300/500 aircraft. Each were given a different curriculum and data were collected on the efficacy of each training model and the pilots' attitudes toward automation. Results of the analyses performed and guidelines for training are included.

Wiener, Earl L.↗
NASA NTRS1978

Summary report of the Turbulence Committee

The effects of atmospheric turbulence are discussed. Aircraft design and aircraft operations are reviewed. Turbulence in terms of intensity and scale in design considerations was examined. Turbulence models were used in the form of discrete gusts, spectral distributions, and probability distributions. Various aspects of the design and operations problems, simulation and training factors of pilots, and weather services and forecasts are reported.

Elderkin, C. E.↗
NASA NTRS1988

Planet X probe: A fresh new look at an old familiar place

Planet X Probe utilizes a Get Away Special (GAS) payload to provide a large student population with a remote Earth sensing experimental package. To provide a cooperative as well as a competitive environment, the effort is targeted at all grade levels and at schools in different geographical regions. LANDSAT capability allows students to investigate the Earth, its physical makeup, its resources, and the impact of man. This project also serves as an educational device to get students to stand back and take a fresh look at their home planet. The key element is to treat the familiar Earth as an unknown planet with knowledge based only on what is observable and provable from the images obtained. Through participation, a whole range of experiences will include: (1) mission planning; (2) research and pilot projects to train teams; (3) identification and recruitment of scientific mentors and dialogue; (4) selection of a student advisory team to be available during the mission; (5) analysis of data and compilation of findings; (6) report preparation, constucted along sound scientific principles; and (7) presentation and defense of findings before a meeting of competitive student groups and scientist in the field.

Nicholson, James↗
NASA NTRS1988

The vertical motion simulator

Today's flight simulators, such as NASA's multimillion dollar Vertical Motion Simulator (VMS), recreate an authentic aircraft environment, and reproduce the sensations of flight by mechanically generating true physical events. In addition to their application as a training tool for pilots, simulators have become essential in the design, construction, and testing of new aircraft. Simulators allow engineers to study an aircraft's flight performance and characteristics without the cost or risk of an actual test flight. Because of their practicality, simulators will become more and more important in the development and design of new, safer aircraft.

Hosein, Todd↗
NASA NTRS1992

Engine monitoring display study

The current study is part of a larger NASA effort to develop displays for an engine-monitoring system to enable the crew to monitor engine parameter trends more effectively. The objective was to evaluate the operational utility of adding three types of information to the basic Boeing Engine Indicating and Crew Alerting System (EICAS) display formats: alphanumeric alerting messages for engine parameters whose values exceed caution or warning limits; alphanumeric messages to monitor engine parameters that deviate from expected values; and a graphic depiction of the range of expected values for current conditions. Ten training and line pilots each flew 15 simulated flight scenarios with five variants of the basic EICAS format; these variants included different combinations of the added information. The pilots detected engine problems more quickly when engine alerting messages were included in the display; adding a graphic depiction of the range of expected values did not affect detection speed. The pilots rated both types of alphanumeric messages (alert and monitor parameter) as more useful and easier to interpret than the graphic depiction. Integrating engine parameter messages into the EICAS alerting system appears to be both useful and preferred.

Hornsby, Mary E.↗
NASA NTRS2002

Human Factors Directions for Civil Aviation

Despite considerable progress in understanding human capabilities and limitations, incorporating human factors into aircraft design, operation, and certification, and the emergence of new technologies designed to reduce workload and enhance human performance in the system, most aviation accidents still involve human errors. Such errors occur as a direct or indirect result of untimely, inappropriate, or erroneous actions (or inactions) by apparently well-trained and experienced pilots, controllers, and maintainers. The field of human factors has solved many of the more tractable problems related to simple ergonomics, cockpit layout, symbology, and so on. We have learned much about the relationships between people and machines, but know less about how to form successful partnerships between humans and the information technologies that are beginning to play a central role in aviation. Significant changes envisioned in the structure of the airspace, pilots and controllers' roles and responsibilities, and air/ground technologies will require a similarly significant investment in human factors during the next few decades to ensure the effective integration of pilots, controllers, dispatchers, and maintainers into the new system. Many of the topics that will be addressed are not new because progress in crucial areas, such as eliminating human error, has been slow. A multidisciplinary approach that capitalizes upon human studies and new classes of information, computational models, intelligent analytical tools, and close collaborations with organizations that build, operate, and regulate aviation technology will ensure that the field of human factors meets the challenge.

Hart, Sandra G.↗
NASA NTRS2007

Aircraft Weather Mitigation for the Next Generation Air Transportation System

Atmospheric effects on aviation are described by Mahapatra (1999) as including (1) atmospheric phenomena involving air motion - wind shear and turbulence; (2) hydrometeorological phenomena - rain, snow and hail; (3) aircraft icing; (4) low visibility; and (5) atmospheric electrical phenomena. Aircraft Weather Mitigation includes aircraft systems (e.g. airframe, propulsion, avionics, controls) that can be enacted (by a pilot, automation or hybrid systems) to suppress and/or prepare for the effects of encountered or unavoidable weather or to facilitate a crew operational decision-making process relative to weather. Aircraft weather mitigation can be thought of as a continuum (Figure 1) with the need to avoid all adverse weather at one extreme and the ability to safely operate in all weather conditions at the other extreme. Realistic aircraft capabilities fall somewhere between these two extremes. The capabilities of small general aviation aircraft would be expected to fall closer to the "Avoid All Adverse Weather" point, and the capabilities of large commercial jet transports would fall closer to the "Operate in All Weather Conditions" point. The ability to safely operate in adverse weather conditions is dependent upon the pilot s capabilities (training, total experience and recent experience), the airspace in which the operation is taking place (terrain, navigational aids, traffic separation), the capabilities of the airport (approach guidance, runway and taxiway lighting, availability of air traffic control), as well as the capabilities of the airplane. The level of mitigation may vary depending upon the type of adverse weather. For example, a small general aviation airplane may be equipped to operate "in the clouds" without outside visual references, but not be equipped to prevent airframe ice that could be accreted in those clouds.

Stough, H. Paul, III↗
NASA NTRSDate not supplied

A Grounded Theory of UAS Reported Accidents

Context: The manufacture and operation of sUAS are not as regulated as today’s commercial operation, and their widespread use introduces new risks and hazards to the general public. Aim: Our intent is to understand the various processes that prevent or portend sUAS incidents or accidents and the influence that pilots’ expectations and training have on these processes. Method: We use classic grounded theory on sUAS reported accidents (and incidents). Results: We identified three categories, Control Interference, Reviewing and Reporting, which describe various processes surrounding UAS accidents based on the dataset analyzed. Conclusion: The use of grounded theory can offer a different perspective in the analysis of UAS accidents. In addition, the traceability between data sources and the method results facilitate result validation, and navigation. While the results are preliminary, the concepts can be expanded through the use of other accident datasets or used as basis for UAS accident surveys.

Carlos Paradis↗