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To save energy, the FAA is planning to convert from incandescent lights to light-emitting diodes (LEDs) in precision approach path indicator (PAPI) systems. Preliminary work on the usability of LEDs by color vision-waivered pilots (Bullough, Skinner, & Milburn, 2012) indicated that red weak (protan) individuals made a few errors identifying red. Hence, this follow-up study explored whether clustering LEDs of different chromaticities of the same hue would aid users with color vision deficiencies (CVD). Participants, aged 18-33 years, included 45 with normal color vision (NCV). Additionally, 48 were diagnosed using the Colour Assessment and Diagnosis (CAD) test as 27 deutans (including five subjects with potential deutan deficiencies), 11 protans, two tritans, and eight subjects evidencing both red-green and yellow-blue deficiencies. Participants completed the Dvorine pseudoisochromatic plate test, the Signal Light Gun Test (which is the secondary test for issuing color vision waivers), the Cone Contrast Test, and a simulation of the PAPI system. Participants were asked to name the colors of a 4-light, color-coded PAPI simulation using typical red (R) and white (W) light configurations resulting in five possible patterns (WWWW, WWWR, WWRR, WRRR, and RRRR) composed of either incandescent lights, or clusters of three monochromatic or three heterochromatic 5mm cylindrical LEDs. Analyses did not indicate any significant differences between the incandescent, monochromatic, and heterochromatic conditions. A between-group analysis found that a group comprised of those with both red-green and yellow-blue deficiencies performed significantly worse than all other color vision groups. Performance was not significantly different among all other groups. The protan group performed perfectly on all light sources, even on the 16 trials without comparative color luminance cues. This finding suggests that color vision-waivered pilots will perform the same on red and white LED, The original document contains color images.

Researchers from the NASA Ames Flight Cognition Lab and the FAA's Aerospace Human Factors Research Lab at the Civil Aerospace Medical Institute examined task and workload management by single pilots in very light jets, also called entry-level jets. This exploratory simulation study was also performed to generate baseline data to be used in future NextGen-oriented studies and was conducted in a Level 5 Cessna Citation Mustang flight training device (for simplicity, referred to as a simulator throughout the rest of this document). In addition to the use of the simulator, data collection included voice analysis, instantaneous self-assessment of perceived workload, NASA Task Load Index workload measures, researcher observations, final debriefing interviews, Cockpit Set-up Preferences questionnaires, Demographics questionnaires, and Automation Experiences and Perceptions questionnaires. Within the current paper, we describe the process by which we designed our human-in-the-loop (HITL) simulation study and the methodology used to collect and analyze the results. For a summary of the results, please refer to Burian, Pruchnicki, Rogers, et al. (2013). The purpose of this document is to describe much of the work required in the development of HITL simulation study materials, the design of experimental scenarios, and the management and transformation of data required in preparation for analysis., The original document contains color images.

This grant was a fellowship to support a graduate student, Kevin Gildea, who participated in a Multi-University Research Institute Grant, which focused on the development of distributed intelligent agents to support the creation of new individual and team training protocols, along with the rigorous experimental testing of the new methodologies.