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  • 1
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    Evaluation of conformal and body-axis attitude information for spatial awareness (1992)
    In:  Other Sources
    Details
    Publication Date: 2011-08-24
    Description: The traditional head-up display (HUD) used in most modern fighter aircraft presents attitude information that is both conformal to the outside world and aligned with the body-axis of the aircraft. The introduction of helmet-mounted display (HMD) technology into simulated and actual flight environments has introduced an interesting issue regarding the presentation of attitude information. This information can be presented conformally or relative to the aircraft's body-axis, but not both (except in the special case where the pilot's line of sight is directly matched with the aircraft's body-axis). The question addressed with this study was whether attitude information displayed in an HMD should be presented with respect to the real world (conformally) or to the aircraft's body-axis. To answer this, both conformal and body-axis attitude symbology were compared under simulated air combat situations. The results of this study indicated that the body-axis concept was a more effective HMD display. A detailed description of the flight task and results of this study will be presented.
    Keywords: MAN/SYSTEM TECHNOLOGY AND LIFE SUPPORT
    Type: In: Helmet-mounted displays III; Proceedings of the Meeting, Orlando, FL, Apr. 21, 22, 1992 (A93-30051 11-54); p. 146-153.
    Format: text
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  • 2
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    Summary of a Crew-Centered Flight Deck Design Philosophy for High-Speed Civil Transport (HSCT) Aircraft (1995)
    In:  CASI
    Details
    Publication Date: 2018-06-05
    Description: Past flight deck design practices used within the U.S. commercial transport aircraft industry have been highly successful in producing safe and efficient aircraft. However, recent advances in automation have changed the way pilots operate aircraft, and these changes make it necessary to reconsider overall flight deck design. Automated systems have become more complex and numerous, and often their inner functioning is partially or fully opaque to the flight crew. Recent accidents and incidents involving autoflight system mode awareness Dornheim, 1995) are an example. This increase in complexity raises pilot concerns about the trustworthiness of automation, and makes it difficult for the crew to be aware of all the intricacies of operation that may impact safe flight. While pilots remain ultimately responsible for mission success, performance of flight deck tasks has been more widely distributed across human and automated resources. Advances in sensor and data integration technologies now make far more information available than may be prudent to present to the flight crew.
    Keywords: Aircraft Design, Testing and Performance
    Format: text
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  • 3
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    A Comparison of Two Control Display Unit Concepts on Flight Management System Training (1997)
    In:  CASI
    Details
    Publication Date: 2019-06-28
    Description: One of the biggest challenges for a pilot in the transition to a 'glass' cockpit is understanding the flight management system (FMS). Because of both the complex nature of the FMS and the pilot-FMS interface, a large portion of transition training is devoted to the FMS. The current study examined the impact of the primary pilot-FMS interface, the control display unit (CDU), on FMS training. Based on the hypothesis that the interface design could have a significant impact on training, an FMS simulation with two separate interfaces was developed. One interface was similar to a current-generation design, and the other was a multiwindows CDU based on graphical user interface techniques. For both application and evaluation reasons, constraints were applied to the graphical CDU design to maintain as much similarity as possible with the conventional CDU. This preliminary experiment was conducted to evaluate the interface effects on training. Sixteen pilots with no FMS experience were used in a between-subjects test. A time-compressed, airline-type FMS training environment was simulated. The subjects were trained to a fixed-time criterion, and performance was measured in a final, full-mission simulation context. This paper describes the technical approach, simulation implementation, and experimental results of this effort.
    Keywords: Air Transportation and Safety
    Type: NASA-TM-4744 , NAS 1.15:4744 , L-17563
    Format: application/pdf
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  • 4
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    The Evaluation of Two CDU Concepts and Their Effects on FMS Training (1995)
    In:  CASI
    Details
    Publication Date: 2018-06-02
    Description: One of the biggest challenges for a pilot in the transition to a "glass" cockpit is understanding the Flight Management System (FMS). This is due to both the complex nature of the FMS and to the pilot-FMS interface. For these reasons, a large portion of transition training is devoted to the FMS. The intent of the current study was to examine the impact of the primary pilot-FMS interface, the Control Display Unit (CDU), on FMS training. The hypothesis of this study was that the interface design could have a significant impact on training. An FMS simulation was developed with two separate interfaces. One interface was similar to a current-generation design and the other was a multi-windows CDU based on graphical user interface techniques. For both application and evaluation reasons, constraints were applied to the graphical CDU design to maintain as much similarity as possible with the conventional CDU.
    Keywords: Avionics and Aircraft Instrumentation
    Format: application/pdf
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  • 5
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    A compensatory algorithm for the slow-down effect on constant-time-separation approaches (1991)
    In:  CASI
    Details
    Publication Date: 2019-06-28
    Description: In seeking methods to improve airport capacity, the question arose as to whether an electronic display could provide information which would enable the pilot to be responsible for self-separation under instrument conditions to allow for the practical implementation of reduced separation, multiple glide path approaches. A time based, closed loop algorithm was developed and simulator validated for in-trail (one aircraft behind the other) approach and landing. The algorithm was designed to reduce the effects of approach speed reduction prior to landing for the trailing aircraft as well as the dispersion of the interarrival times. The operational task for the validation was an instrument approach to landing while following a single lead aircraft on the same approach path. The desired landing separation was 60 seconds for these approaches. An open loop algorithm, previously developed, was used as a basis for comparison. The results showed that relative to the open loop algorithm, the closed loop one could theoretically provide for a 6 pct. increase in runway throughput. Also, the use of the closed loop algorithm did not affect the path tracking performance and pilot comments indicated that the guidance from the closed loop algorithm would be acceptable from an operational standpoint. From these results, it is concluded that by using a time based, closed loop spacing algorithm, precise interarrival time intervals may be achievable with operationally acceptable pilot workload.
    Keywords: AIRCRAFT INSTRUMENTATION
    Type: NASA-TM-4285 , L-16922 , NAS 1.15:4285
    Format: application/pdf
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  • 6
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    Integration of altitude and airspeed information into a primary flight display via moving-tape formats (1987)
    In:  CASI
    Details
    Publication Date: 2019-06-28
    Description: A ground-based aircraft simulation study was conducted to determine the effect on pilot performance of replacing the electromechanical altimeter and airspeed indicators with electronically generated representations integrated into the primary flight display via moving-tape (linear moving scale) formats. Several key factors relating to moving-tape formats were examined during the study: tape centering, secondary (trend) information, and tape orientation. The factor of centering refers to whether the tape was centered about the actual airspeed or altitude or about some defined reference value. Tape orientation refers to whether the values represented are arranged in either descending or ascending order. Six pilots participated in this study, with each subject performing 18 runs along a single, known flight profile. Subjective results indicated that the moving-tape formats were generally better than that of the conventional instruments. They also indicated that an actual-centered fixed pointer was preferred to a reference-centered pointer. Performance data for a visual secondary task showed that formats not containing trend information produced better performance; however, no difference was noted in airspeed tracking or altitude tracking performance. Regarding tape orientation, subjective comments indicated that there was lower work load and better performance when the airspeed tape had the high numbers at the top.
    Keywords: AIRCRAFT INSTRUMENTATION
    Type: NASA-TM-89064 , L-16221 , NAS 1.15:89064
    Format: application/pdf
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  • 7
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    Integration of altitude and airspeed information into a primary flight display via moving-tape formats: Evaluation during random tracking task (1987)
    In:  CASI
    Details
    Publication Date: 2019-06-28
    Description: A ground-based aircraft simulation study was conducted to determine the effects on pilot preference and performance of integrating airspeed and altitude information into an advanced electronic primary flight display via moving-tape (linear moving scale) formats. Several key issues relating to the implementation of moving-tape formats were examined in this study: tape centering, tape orientation, and trend information. The factor of centering refers to whether the tape was centered about the actual airspeed or altitude or about some other defined reference value. Tape orientation refers to whether the represented values are arranged in descending or ascending order. Two pilots participated in this study, with each performing 32 runs along seemingly random, previously unknown flight profiles. The data taken, analyzed, and presented consisted of path performance parameters, pilot-control inputs, and electrical brain response measurements.
    Keywords: AIRCRAFT INSTRUMENTATION
    Type: NASA-TM-4010 , L-16309 , NAS 1.15:4010
    Format: application/pdf
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  • 8
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    A crew-centered flight deck design philosophy for High-Speed Civil Transport (HSCT) aircraft (1995)
    In:  CASI
    Details
    Publication Date: 2019-06-28
    Description: Past flight deck design practices used within the U.S. commercial transport aircraft industry have been highly successful in producing safe and efficient aircraft. However, recent advances in automation have changed the way pilots operate aircraft, and these changes make it necessary to reconsider overall flight deck design. The High Speed Civil Transport (HSCT) mission will likely add new information requirements, such as those for sonic boom management and supersonic/subsonic speed management. Consequently, whether one is concerned with the design of the HSCT, or a next generation subsonic aircraft that will include technological leaps in automated systems, basic issues in human usability of complex systems will be magnified. These concerns must be addressed, in part, with an explicit, written design philosophy focusing on human performance and systems operability in the context of the overall flight crew/flight deck system (i.e., a crew-centered philosophy). This document provides such a philosophy, expressed as a set of guiding design principles, and accompanied by information that will help focus attention on flight crew issues earlier and iteratively within the design process. This document is part 1 of a two-part set.
    Keywords: AIRCRAFT DESIGN, TESTING AND PERFORMANCE
    Type: NASA-TM-109171 , NAS 1.15:109171
    Format: application/pdf
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  • 9
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    Concepts for conformal and body-axis attitude information for spatial awareness presented in a helmet-mounted display (1993)
    In:  CASI
    Details
    Publication Date: 2019-06-28
    Description: A piloted simulation study has been conducted to evaluate two methods of presenting attitude information in a helmet-mounted display (HMD) for spatial awareness in a fighter airplane. One method, the body-axis concept, displayed the information relative to the body axis of the airplane. The quantitative results of this study favored the body-axis concept. Although no statistically significant differences were noted for either the pilots' understanding of roll attitude or target position, the pilots made pitch judgment errors three times more often with the conformal display. The subjective results showed the body-axis display did not cause attitude confusion, a prior concern with this display. In the posttest comments, the pilots overwhelmingly selected the body-axis display as the display of choice.
    Keywords: AIRCRAFT INSTRUMENTATION
    Type: NASA-TM-4438 , L-17125 , NAS 1.15:4438
    Format: application/pdf
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  • 10
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    Functional categories for future flight deck designs (1993)
    In:  CASI
    Details
    Publication Date: 2019-06-28
    Description: With the addition of each new system on the flight deck, the danger of increasing overall operator workload while reducing crew understanding of critical mission information exists. The introduction of more powerful onboard computers, larger databases, and the increased use of electronic display media may lead to a situation of flight deck 'sophistication' at the expense of losses in flight crew capabilities and situational awareness. To counter this potentially negative impact of new technology, research activities are underway to reassess the flight deck design process. The fundamental premise of these activities is that a human-centered, systems-oriented approach to the development of advanced civil aircraft flight decks will be required for future designs to remain ergonomically sound and economically competitive. One of the initial steps in an integrated flight deck process is to define the primary flight deck functions needed to support the mission goals of the vehicle. This would allow the design team to evaluate candidate concepts in relation to their effectiveness in meeting the functional requirements. In addition, this would provide a framework to aid in categorizing and bookkeeping all of the activities that are required to be performed on the flight deck, not just activities of the crew or of a specific system. This could then allow for a better understanding and allocation of activities in the design, an understanding of the impact of a specific system on overall system performance, and an awareness of the total crew performance requirements for the design. One candidate set of functional categories that could be used to guide an advanced flight deck design are described.
    Keywords: AIRCRAFT INSTRUMENTATION
    Type: NASA-TM-109005 , NAS 1.15:109005
    Format: application/pdf
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