SEARCH · Search NASA

Results for “pilot ratings”

Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

SourceResearch connectionFrom yearThrough year

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 325 records · Page 18

All sources NASA NTRS DOE OSTI

NASA NTRS1977

Airline pilot scanning behavior during approaches and landing in a Boeing 737 simulator

A series of approaches using airline-rated Boeing 737 pilots in an FAA qualified simulator has been conducted. The test matrices include both manual and coupled approaches for VFR, Category I and Category II conditions. A nonintrusive oculometer system was used to track the pilot's eye-point-of-regard throughout the approach. The results indicate that, in general, the pilots use a different scan technique for the manual and coupled (auto-pilot with manual throttle) conditions. For the manual approach 73 percent of the time was spent on the Flight Director and 13 percent on airspeed as opposed to 50 percent on Flight Director and 23 percent on airspeed for the coupled approaches. For the visual portion of approach from less than 100 m (300 ft) to touchdown or when the touchdown point came into view, the pilots tend to fixate on their aim or touchdown area until the flare initiation, at which time they let their eye-point-of-regard move up the runway to use the centerline lights for rollout guidance.

Spady, A. A., Jr.↗

NASA NTRS2006

Comanche Helmet-Mounted Display Symbology Simulation

The Aeroflightdynamics Directorate (AMRDEC) conducted a simulation to examine the performance of the Comanche Contact Analog world-referenced symbology displayed on the Comanche HIDSS when compared with a compressed symbology design similar to that specified by the former MIL-STD 1295. Six experimental test pilots flew one modified ADS-33 maneuver (hover turn, bob-up), an unusual attitude recovery, and two terrain flight tactical tasks in the NASA Vertical Motion Simulator (VMS). Analysis of the pilot objective performance data and subjective data showed the following results. Objective test results showed that 1295 symbology yielded more rapid maneuvering in the hover turn bob-up than Contact Analog symbology. The average margin of difference in the time to complete the maneuver was approximately two seconds, which was statistically significant. There were no significant differences measured between symbology sets with respect to altitude or position performance measures for all other maneuvers. The NOE target ID task data showed improved accuracy in determining heading to target when using Contact Analog over MIL-STD-1295. Subjective test results, including handling qualities ratings (HQRs) and NASA-TLX workload ratings, showed small but consistent advantages of 1295 symbology over Contact Analog for most parameters. For the bob-up maneuver, 1295 symbology handling qualities were rated Desired for lateral position error and time to complete whereas Contact Analog was rated adequate. The average HQRs for all other maneuvers were rated the same for both symbology sets. Pilot comments and the results of an online questionnaire more strongly favored 1295 over Contact Analog. Repeated comments from all six pilots led to a focus on design issues with six Contact Analog symbols. Those symbols were the heading tape, horizon line, radar altitude six-second predictor, the position of the torque symbol, the absence of a hover position cue, and the widespread positioning of the symbology to the outer edges of the display field-of-view. Pilots rated the present design of three of the six symbols as having safety-of-flight implications. Those symbols were the heading tape, horizon line, and six-second predictor. To summarize, test results showed no objective data that would warrant restricting experimental test pilots from flying constrained tasks. Small but consistent advantages were recorded for the MILSTD-1295 symbology design when executing ADS-33 constrained tasks. No general performance differences were recorded for the operational maneuvers (NOE, contour flight modes) except for the azimuth-to-target task, which favored the Contact Analog heading tape design. There were consistent and strong pilot comments supporting the MIL-STD-1295 design over Contact Analog in both this current simulation and in Comanche Sim I. Three Contact Analog symbols warrant modification and further evaluation to mitigate safety-of-flight implications noted by participating test pilots. A plan for symbology redesign and testing was developed. However, the Comanche program was cancelled by Department of Army in February 2004.

Turpin, Terry S.↗

NASA NTRS1987

A flight investigation of helicopter low-speed response requirements

A flight experiment has been conducted using the Canadian National Aeronautical Establishment's variable-stability airborne simulator to define the dynamic response requirements for operations at hover and low speeds. Fourteen Attitude Command/Attitude Hold, Rate, and Rate Command/Attitude Hold configurations were evaluated by six pilots using both conventional controls and a four-axis integrated sidestick over a low-speed course consisting of precision hover, landing, sidestep, and dash/quickstop tasks. The results indicate that with conventional controls all three response-types were acceptable as long as their response bandwidth was sufficiently high, and higher bandwidths were required in roll than in pitch. With the four-axis sidestick, there was a preference for the Rate systems. The range of acceptable bandwidths was lower, and the spread in pilot ratings smaller, than were found in a similar ground-based simulation.

Mitchell, David G.↗

NASA NTRS1978

Airline pilot scan patterns during simulated ILS approaches

A series of instrument landing system approaches were conducted using seven airline-rated Boeing 737 pilots in a Federal Aviation Administration qualified simulator. The test matrix included both manual and coupled approaches with and without atmospheric turbulence in Category II visibility conditions. A nonintrusive oculometer system was used to track the pilot eye-point-of-regard throughout the approach. The results indicate that, in general, the pilots use different scan techniques for the manual and coupled conditions and that the introduction of atmospheric turbulence does not greatly affect the scan behavior in either case. The pilots consistently ranked the instruments in terms of most used to least used. The ranking obtained from the oculometer data agrees with the pilot ranking for the flight director and airspeed, the most important instruments. However, the pilots apparently ranked the other instruments in terms of their concern for information rather than according to their actual scanning behavior.

Spady, A. A., Jr.↗

NASA NTRS2005

Star Formation Rates in Cooling Flow Clusters: A UV Pilot Study with Archival XMM-Newton Optical Monitor Data

We have analyzed XMM-Newton Optical Monitor (OM) UV (180-400 nm) data for a sample of 33 galaxies. 30 are cluster member galaxies, and nine of these are central cluster galaxies (CCGs) in cooling flow clusters having mass deposition rates which span a range of 8 - 525 solar mass per year. By comparing the ratio of UV to 2MASS J band fluxes, we find a significant UV excess in many, but not all, cooling flow CCGs, a finding consistent with the outcome of previous studies based on optical imaging data (McNamara & O Connell 1989; Cardiel, Gorgas, & Aragon-Salamanca 1998; Crawford et al. 1999). This UV excess is a direct indication of the presence of young massive stars, and therefore recent star formation, in these galaxies. Using the Starburst99 spectral energy distribution (SED) model of continuous star formation over a 900 Myr period, we derive star formation rates of 0.2 - 219 solar mass per year for the cooling flow sample. For 2/3 of this sample it is possible to equate Chandra/XMM cooling flow mass deposition rates with UV inferred star formation rates, for a combination of starburst lifetime and IMF slope. This is a pilot study of the well populated XMM UV cluster archive and a more extensive follow up study is currently underway.

Hicks, A. K.↗

NASA NTRS2006

Star Formation Rates in Cooling Flow Clusters: A UV Pilot Study with Archival XMM-Newton Optical Monitor Data

We have analyzed XMM-Newton Optical Monitor (OM) UV (180-400 nm) data for a sample of 33 galaxies. 30 are cluster member galaxies, and nine of these are central cluster galaxies (CCGs) in cooling flow clusters having mass deposition rates which span a range of 8 - 525 Solar Mass/yr. By comparing the ratio of UV to 2MASS J band fluxes, we find a significant UV excess in many, but not all, cooling flow CCGs, a finding consistent with the outcome of previous studies based on optical imaging data (McNamara & O'Connell 1989; Cardiel, Gorgas, & Aragon-Salamanca 1998; Crawford et al. 1999). This UV excess is a direct indication of the presence of young massive stars, and therefore recent star formation, in these galaxies. Using the Starburst99 spectral energy distribution (SED) model of continuous star formation over a 900 Myr period, we derive star formation rates of 0.2 - 219 solar Mass/yr for the cooling flow sample. For 2/3 of this sample it is possible to equate Chandra/XMM cooling flow mass deposition rates with UV inferred star formation rates, for a combination of starburst lifetime and IMF slope. This is a pilot study of the well populated XMM UV cluster archive and a more extensive follow up study is currently underway.

Hicks, A. K.↗

NASA NTRS1987

Inflight application of three pilot workload measurement techniques

Three inflight techniques for workload measurement were tested in nine pilots flying the NASA Kuiper Airborne Observatory: subjective ratings, heart rate, and communication performance. The activities that contributed to the crew-member workload varied; the commander was responsible for aircraft control and navigation whereas the copilot handled communications. The three workload measures were found to provide different information. Pilot ratings of workload, effort, and stress were sensitive to variations in flight-related task demands across flight segments but did not reflect specific differences in the type of demands imposed on the commander and the copilot. The heart rate was sensitive to the differential impact of duties, being higher for the commander than for the copilot. The rate of communications per minute of flight proved to be the most sensitive indicator. It was related to workload, stress, effort rating, and average heart rate across flight segments.

Hart, Sandra G.↗

NASA NTRSDate not supplied

Handling Qualities Assessment of Manual Lunar Landing with Display Augmentation

Research and development is being conducted to support data-driven design decisions for manual control and human involvement in the lunar landing task under the Human Landing System (HLS) program within the Artemis campaign. A human-in-the-loop simulator evaluation of the manual control of a lunar landing vehicle in the final approach and landing phase was conducted at NASA Langley Research Center in the Lunar Flight Deck simulator using the Altair Design and Analysis Cycle (DAC)-2 government reference vehicle. The objective was to perform a direct comparison of control law types with display aiding for various rotational control powers being considered under HLS. Ten subjects (four NASA test pilots and six current pilot astronauts) provided Cooper-Harper ratings, NASA Task Load Index workload ratings, and qualitative comments. The piloting task was to assume manual control of the vehicle (including vertical descent rate) at 150 m above the landing zone, fly to a redesignated landing target (which was up to 75 m radially from the center of the landing zone) and to touch down within a position accuracy of 5m. The data showed that the display augmentation in the form of a “hover cue” significantly improved the pilot’s ability to control translation and create satisfactory handling qualities for otherwise sluggish configurations; however, the investigation also showed that display augmentation is not a panacea. Handling qualities problems, including pilot-induced oscillations, and higher workload for the lowest control powers can still be evident.

Lynda J. Kramer↗

NASA NTRSDate not supplied

Handling Qualities Assessment of Manual Lunar Landing with Display Augmentation

Lynda Kramer↗

NASA NTRS1992

Analysis of accidents during instrument approaches

General aviation and air taxi approach phase accidents, which occurred during VFR and IFR, respectively over the last 25 years, were analyzed. The data suggest that there is a 204 percent higher risk during the approach and landing phase of VFR flights, than during similar IFR operations (14.82 vs 7.27 accidents/100,000 approaches). Alarmingly, the night single pilot IFR (SPIFR) accident rate is almost 8 times the rate of day IFR, 35.43 vs 4.47 accidents/100,000 approaches, and two and a half times that of day VFR approaches, 35.43 vs 14.82 accidents/100,000 approaches. Surprisingly, the overall SPIFR accident rates are not much higher than dual-pilot IFR (DPIFR), 7.27 vs 6.48 accidents/100,000 approaches. The generally static ratio of the statistics for SPIFR/DPIFR accident rates may be accounted for by little or no change in general aviation cockpit technology during the last 25 years, and because IFR operational flight task management training has not kept pace.

Bennett, C. T.↗

NASA NTRS1980

Head-up transition behavior of pilots with and without head-up display in simulated low-visibility approaches

To quantify head-up transition behavior with and without a flightpath type head-up display, eight rated B-727 pilots each flew 31 manual and coupled approaches in a simulator with B-727 dynamics and collimated model board external scene. Data were also obtained on the roll played by the head-up display in the coupled-to-manual transition. Various wind shears, low visibilities, and ceilings were tested along with unexpected misalignment between the runway and head-up display symbology. The symbolic format used was a conformal scene. Every pilot except one stayed head-up, flying with the display after descending below the ceiling. Without the display and as altitude decreased, the number of lookups from the instrument panel decreased and the duration of each one increased. No large differences in mean number or duration of transitions up or down were found during the head-up display runs comparing the no-misalignment with the lateral instrument landing system offset misalignment runs. The head-up display led to fewer transitions after the pilot made a decision to land or execute a missed approach. Without the display, pilots generally waited until they had descended below the ceiling to look outside the first time, but with it several pilots looked down at their panel at relatively high altitudes (if they looked down at all). Manual takeover of control was rapid and smooth both with and without the display which permitted smoother engine power changes.

Haines, R. F.↗

NASA NTRS1961

A Simulator Study of the Effectiveness of a Pilot's Indicator which Combined Angle of Attack and Rate of Change of Total Pressure as Applied to the Take-Off Rotation and Climbout of a Supersonic Transport

A simulator study has been made to determine the effectiveness of a single instrument presentation as an aid to the pilot in controlling both rotation and climbout path in take-off. The instrument was basically an angle-of-attack indicator, biased with a total-pressure-rate input as a means of suppressing the phugoid oscillation. Linearized six-degree-of-freedom equations of motion were utilized in simulating a hypothetical supersonic transport as the test vehicle. Each of several experienced pilots performed a number of simulated take-offs, using conventional flight instruments and either an angle-of-attack instrument or the combined angle-of-attack and total-pressure-rate instrument. The pilots were able to rotate the airplane, with satisfactory precision, to the 15 deg. angle of attack required for lift-off when using either an angle-of-attack instrument or the instrument which combined total-pressure-rate with angle of attack. At least 4 to 6 second-S appeared to be required for rotation to prevent overshoot, particularly with the latter instrument. The flight paths resulting from take-offs with simulated engine failures were relatively smooth and repeatable within a reasonably narrow band when the combined angle-of-attack and total-pressure-rate instrument presentation was used. Some of the flight paths resulting from take-offs with the same engine-failure conditions were very oscillatory when conventional instruments and an angle-of-attack instrument were used. The pilots considered the combined angle-of-attack and total- pressure-rate instrument a very effective aid. Even though they could, with sufficient practice, perform satisfactory climbouts after simulated engine failure by monitoring the conventional instruments and making correction based on their readings, it was much easier to maintain a smooth flight path with the single combined angle-of-attack and total-pressure-rate instrument.

Hall, Albert W.↗

NASA NTRS1992

Piloted evaluation of an integrated propulsion and flight control simulator

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.

Bright, Michelle M.↗

NASA NTRS2002

Synthetic Vision Systems in GA Cockpit-Evaluation of Basic Maneuvers Performed by Low Time GA Pilots During Transition from VMC to IMC

An experimental investigation was conducted to study the effectiveness of modern flight displays in general aviation cockpits for mitigating Low Visibility Loss of Control and the Controlled Flight Into Terrain accidents. A total of 18 General Aviation (GA) pilots with private pilot, single engine land rating, with no additional instrument training beyond private pilot license requirements, were recruited to evaluate three different display concepts in a fixed-based flight simulator at the NASA Langley Research Center's General Aviation Work Station. Evaluation pilots were asked to continue flight from Visual Meteorological Conditions (VMC) into Instrument Meteorological Conditions (IMC) while performing a series of 4 basic precision maneuvers. During the experiment, relevant pilot/vehicle performance variables, pilot control inputs and physiological data were recorded. Human factors questionnaires and interviews were administered after each scenario. Qualitative and quantitative data have been analyzed and the results are presented here. Pilot performance deviations from the established target values (errors) were computed and compared with the FAA Practical Test Standards. Results of the quantitative data indicate that evaluation pilots committed substantially fewer errors when using the Synthetic Vision Systems (SVS) displays than when they were using conventional instruments. Results of the qualitative data indicate that evaluation pilots perceived themselves to have a much higher level of situation awareness while using the SVS display concept.

Takallu, M. A.↗

NASA NTRS1983

Simulation fidelity and numerosity effects in CDTI experimentation

Twenty pilot workload assessment techniques were compared using a simulated flying task in which three levels of psychomotor workload were imposed. The experiment was conducted in a three degree of freedom motion base simulator. Opinion measures, spare mental capacity measures, physiological measures, eye movement behavior and primary task performance measures were evaluated. The primary task was an instrument landing system (ILS) approach and landing. All measures were recorded between the outer and middle markers on the approach. Three levels of psychomotor load were obtained by the combined manipulation of wind gust disturbance level and simulated aircraft pitch stability. Six instrument rated general aviation pilots participated in the experiment. Cooper-Harper ratings, WCI/TE ratings, time estimation standard deviation, pulse rate mean, and control movements per unit time demonstrated sensitivity to psychomotor load. No intrusion into primary task performance was found that the sensitivities of workload estimation techniques vary widely, and that only a few techniques appear to be sensitive to psychomotor load.

Kreifeldt, J. G.↗

NASA NTRS2000

Sensitivity Analysis of Situational Awareness Measures

A great deal of effort has been invested in attempts to define situational awareness, and subsequently to measure this construct. However, relatively less work has focused on the sensitivity of these measures to manipulations that affect the SA of the pilot. This investigation was designed to manipulate SA and examine the sensitivity of commonly used measures of SA. In this experiment, we tested the most commonly accepted measures of SA: SAGAT, objective performance measures, and SART, against different levels of SA manipulation to determine the sensitivity of such measures in the rotorcraft flight environment. SAGAT is a measure in which the simulation blanks in the middle of a trial and the pilot is asked specific, situation-relevant questions about the state of the aircraft or the objective of a particular maneuver. In this experiment, after the pilot responded verbally to several questions, the trial continued from the point frozen. SART is a post-trial questionnaire that asked for subjective SA ratings from the pilot at certain points in the previous flight. The objective performance measures included: contacts with hazards (power lines and towers) that impeded the flight path, lateral and vertical anticipation of these hazards, response time to detection of other air traffic, and response time until an aberrant fuel gauge was detected. An SA manipulation of the flight environment was chosen that undisputedly affects a pilot's SA-- visibility. Four variations of weather conditions (clear, light rain, haze, and fog) resulted in a different level of visibility for each trial. Pilot SA was measured by either SAGAT or the objective performance measures within each level of visibility. This enabled us to not only determine the sensitivity within a measure, but also between the measures. The SART questionnaire and the NASA-TLX, a measure of workload, were distributed after every trial. Using the newly developed rotorcraft part-task laboratory (RPTL) at NASA Ames Research Center, each pilot flew eight trials, four using SAGAT and four using performance measures. Each set of four trials differed by level of visibility as well. The flight paths were very similar in appearance and hazard number, allowing comparison between flight paths. The pilots were tasked with flying along a road at an assigned altitude and speed while avoiding any hazards that they happened upon. The attempt here was not to find a single best measure of SA, but rather to begin an investigation of the sensitivity of common measures of SA. Upon completion of this study, its results, in combination with future studies, should allow us to develop an empirically based taxonomy of SA measures and the contexts for their appropriate use.

Shively, R. J.↗

NASA NTRS1984

Measuring Workload Differences Between Short-term Memory and Long-term Memory Scenarios in a Simulated Flight Environment

Four highly experienced Air Force pilots each flew four simulated flight scenarios. Two scenarios required a great deal of aircraft maneuvering. The other two scenarios involved less maneuvering, but required remembering a number of items. All scenarios were designed to be equaly challenging. Pilot's Subjective Ratings for Activity-level, Complexity, Difficulty, Stress, and Workload were higher for the manuevering scenarios than the memory scenarios. At a moderate workload level, keeping the pilots active resulted in better aircraft control. When required to monitor and remember items, aircraft control tended to decrease. Pilots tended to weigh information about the spatial positioning and performance of their aircraft more heavily than other items.

Berg, S. L.↗

NASA NTRS2015

Launch Vehicle Manual Steering with Adaptive Augmenting Control In-flight Evaluations of Adverse Interactions Using a Piloted Aircraft

An adaptive augmenting control algorithm for the Space Launch System has been developed at the Marshall Space Flight Center as part of the launch vehicles baseline flight control system. A prototype version of the SLS flight control software was hosted on a piloted aircraft at the Armstrong Flight Research Center to demonstrate the adaptive controller on a full-scale realistic application in a relevant flight environment. Concerns regarding adverse interactions between the adaptive controller and a proposed manual steering mode were investigated by giving the pilot trajectory deviation cues and pitch rate command authority. Two NASA research pilots flew a total of twenty five constant pitch-rate trajectories using a prototype manual steering mode with and without adaptive control.

manual steering mode↗