Search

In this simulator study, we evaluated the benefits and limitations of a collision warning system for flight according to visual flight rules (VFR). Pilots were confronted with single and multiple traffic, visible both on a moving map display and on the visual system of a simulator. The results demonstrate the benefits of the collision warning system in identifying traffic. However, the avoidance maneuvers initiated by the pilots did not always conform to the regulations. Under multiple traffic conditions, the pilots exhibited slower reaction times when confronted with the traffic warning. They also reported higher levels of workload and reduced situational awareness in comparison to the conditions of single traffic. Using the pilots' feedback, we identified technical requirements for the future development of collision avoidance systems for the VFR.

This paper, to accompany a discussion panel, describes a collaborative FAA and NASA research study to determine the effect Data Communications (Data Comm) messages have on flight crew workload and eye scanning behavior in busy terminal area operations. In the Next Generation Air Transportation System Concept of Operations, for the period 2017–2022, the FAA envisions Data Comm between controllers and the flight crew to become the primary means of communicating non-time critical information. Four research conditions were defined that span current day to future equipage levels (Voice with Paper map, Data Comm with Paper map, Data Comm with Moving Map Display with ownship position displayed, Data Comm with Moving Map, ownship and taxi route displayed), and were used to create arrival and departure scenarios at Boston Logan Airport. Preliminary results for workload, situation awareness, and pilot head-up time are presented here. Questionnaire data indicated that pilot acceptability, workload, and situation awareness ratings were favorable for all of the conditions tested. Pilots did indicate that there were times during final approach and landing when they would prefer not to hear the message chime, and would not be able to make a quick response due to high priority tasks in the cockpit.

This study evaluates three avionics systems typically found in small general aviation aircraft. The evaluation included a traditional “steam gauge” airplane, an “intermediate” airplane equipped with traditional mechanical instruments along with a GPS-based moving map display and a technically advanced airplane equipped with a computer-based glass cockpit. We evaluated the avionics using a methodology described by Schvanevelt, Berringer & Leard (2004) which evaluates the availability and accessibility of information based upon the priorities pilots place upon the various information sources. The results show that computer-based avionics provide more information; however most of the additional information is located deep within the avionics' menu structure.

The FAA/ASIAS Office and the Saab Sensis Corporation developed a system for the automated detection and evaluation of unusual or anomalous movements of aircraft taxiing on the airport surface. These anomalies may be precursors to safety incidents and may also indicate conditions leading to reductions in airport operational efficiency. This paper presents two case studies based on the data produced by the automated anomaly detection and scoring system; the case studies validate the system and explore causes of anomalies. Specifically, the relationship between frequency of anomaly occurrence and surface congestion is explored and a study of the relationship between the rate of occurrence of sudden-stop (SST) anomalies and other factors, including runway configuration and time-of-year, is undertaken. The paper discusses the role of automated anomaly detection in the development of safety management systems and the evaluation of benefits and risks of technology (e.g., moving map display) that may be deployed to mitigate anomaly occurrence and to improve airport operational safety and efficiency.

This paper describes a collaborative FAA and NASA experiment using 22 commercial airline pilots to determine the effect of using Datalink Communication (Data Comm) to issue messages in busy, terminal area operations. Four conditions were defined that span current day to future flight deck equipage levels (voice communication only, Data Comm only, Data Comm with Moving Map Display, Data Comm with Moving Map displaying taxi route), and each condition was used to create an arrival and a departure scenario at the Boston Logan Airport. These eight scenarios were repeated twice for a total of 16 scenarios for each of the eleven crews. Quantitative data was collected on subject reaction time and eye tracking information. Questionnaires collected subjective feedback on workload and acceptability to the flight crew for using Data Comm in a busy terminal area. 95% of the Data Comm messages were responded to by the flight crew within one minute; however, post experiment debrief comments revealed almost unanimous consensus that two minutes was a reasonable expectation for crew response. Eye tracking data indicated an insignificant decrease in head-up time for the Pilot Flying when Data Comm was introduced; however, the Pilot Monitoring had significantly less head-up time. Data Comm workload was rated as operationally acceptable by both crew members in all conditions in flight at any altitude above the Final Approach Fix in terms of response time and workload. Results also indicate the use of Data Comm during surface operations was acceptable, the exception being the simultaneous use of voice, Data Comm, and audio chime required for an aircraft to cross an active runway. Many crews reported they believed Data Comm messages would be acceptable after the Final Approach Fix or to cross a runway if the message was not accompanied by a chime and there was not a requirement to immediately respond to the uplink message.

Surface Movement is one of the most challenging phases of flight. To support the flight crew in this critical flight phase and to prevent serious incidents and accidents, of which Runway Incursions are the by far most safety-critical, the electronic airport moving map display has evolved as the key technology to increase the flight crew's situational awareness on the airport surface over the past decade. However, the airport moving map is limited to quasi-static airport information due to the envisaged 28 day update cycle of the underlying Aerodrome Mapping Database (AMDB), and thus does not include information on safety-relevant short-term and temporary changes such as runway closures or restrictions. Currently, these are conveyed on paper through the Pre-Flight Information Bulletin (PIB), a plain-language compilation of current Notices to Airmen (NOTAM) and other information of urgent character. In this context, the advent of airport moving map technology leads to a disparity in the conspicuousness of information, resulting in the danger that e.g. a runway that is not displayed as closed on the airport moving map might be perceived as open even if contrary NOTAM information exists on paper elsewhere in the cockpit. This calls for an integrated representation of PIB/NOTAM and airport moving map information. Piloted evaluations conducted by the Institute of Flight Systems and Automatic Control have already confirmed the high operational relevance of presenting runway closures on an airport moving map. Based on the results of these trials, this paper expands our previous work by addressing the various pre-requisites of an integral NOTAM visualization, ranging from the development of appropriate symbology to an operational concept enabling the transition from conventional to electronic, machine-readable NOTAM information without shifting responsibility and workload from the dispatcher to the flight deck. Employing Synthetic Vision techniques, a complete symbology set for various cases of runway closures and other applicable runway and airport restrictions is derived, and the requirements on the underlying machine-readable NOTAM data are discussed. Finally, the concept of an electronic Pre-Flight Information Bulletin (ePIB) is used to facilitate the gradual integration of this technology in an airline operational workflow.

We have developed and tested two electroencephalogram (EEG)-based brain-computer interfaces (BCI) for users to control a cursor on a computer display. Our system uses an adaptive algorithm, based on kernel partial least squares classification (KPLS), to associate patterns in multichannel EEG frequency spectra with cursor controls. Our first BCI, Target Practice, is a system for one-dimensional device control, in which participants use biofeedback to learn voluntary control of their EEG spectra. Target Practice uses a KPLS classifier to map power spectra of 62-electrode EEG signals to rightward or leftward position of a moving cursor on a computer display. Three subjects learned to control motion of a cursor on a video display in multiple blocks of 60 trials over periods of up to six weeks. The best subject's average skill in correct selection of the cursor direction grew from 58% to 88% after 13 training sessions. Target Practice also implements online control of two artifact sources: 1) removal of ocular artifact by linear subtraction of wavelet-smoothed vertical and horizontal electrooculograms (EOG) signals, 2) control of muscle artifact by inhibition of BCI training during periods of relatively high power in the 40-64 Hz band. The second BCI, Think Pointer, is a system for two-dimensional cursor control. Steady-state visual evoked potentials (SSVEP) are triggered by four flickering checkerboard stimuli located in narrow strips at each edge of the display. The user attends to one of the four beacons to initiate motion in the desired direction. The SSVEP signals are recorded from 12 electrodes located over the occipital region. A KPLS classifier is individually calibrated to map multichannel frequency bands of the SSVEP signals to right-left or up-down motion of a cursor on a computer display. The display stops moving when the user attends to a central fixation point. As for Target Practice, Think Pointer also implements wavelet-based online removal of ocular artifact; however, in Think Pointer muscle artifact is controlled via adaptive normalization of the SSVEP. Training of the classifier requires about 3 min. We have tested our system in real-time operation in three human subjects. Across subjects and sessions, control accuracy ranged from 80% to 100% correct with lags of 1-5 s for movement initiation and turning. We have also developed a realistic demonstration of our system for control of a moving map display (http://ti.arc.nasa.gov/).

The Federal Aviation Administration is making a concerted effort to reduce runway incursions. A 5-day operational evaluation, conducted in October 2000, assessed pilot use of varying types of CDTI devices. Structured and unstructured taxi routes examined how well pilots navigated their aircraft using an electronic surface-map display (north-up, track-up) or a paper surface map. An analysis of 15 hours of communication data was performed to determine how the use of these displays might aid situation awareness and influence operational communications. A Type-of-Route x Type-of-Map ANOVA revealed more problems occurred and more messages were exchanged for structured taxi routes. A statistically significant interaction indicated most problems occurred for the north-up map during structured taxi routes and the number of problems encountered was comparable for the other maps when pilots navigated along unstructured taxi routes. Avionics developers may want to reconsider north-up surface moving map displays airport surface navigation tasks.

The paper describes flight trials performed in Centennial, CO with a Piper Cheyenne from Marinvent. Six pilots flew the Cheyenne in twelve enroute segments between Denver Centennial and Colorado Springs. Two different settings (paper chart, enroute moving map) were evaluated with randomized settings. The flight trial goal was to evaluate the objective performance of pilots compared among the different settings. As dependent variables, positional accuracy and situational awareness probe (SAP) were measured. Analysis was conducted by an ANOVA test. In parallel, all pilots answered subjective Cooper-Harper, NASA TLX, situation awareness rating technique (SART), Display Readability Rating and debriefing questionnaires. The tested enroute moving map application has Jeppesen chart compliant symbologies for high-enroute and low-enroute. It has a briefing mode were all information found on today’s enroute paper chart together with a loaded flight plan are displayed in a north-up orientation. The execution mode displays a loaded flight plan routing together with only pertinent flight route relevant information in either a track up or north up orientation. Depiction of an own ship symbol is possible in both modes. All text and symbols are deconflicted. Additional information can be obtained by clicking on symbols. Terrain and obstacle data can be displayed for enhanced situation awareness. The result shows that pilots flying the 2D enroute moving map display perform no worse than pilots with conventional systems. Flight technical error and workload are equivalent or lower, situational awareness is higher than on conventional paper charts.

Electronic flight bags (EFB) based on personal computers are finding increasing utility in the flight deck as replacements to paper charts, and are useful for additional services provided to the flight crew. This paper addresses the development of a prototype Electronic Display of a Moving Map with Traffic Information on the Airport Surface hosted and displayed on an EFB. The Electronic Moving Map with Traffic Information display integrates the airport surface map derived from an accurately surveyed, object-based airport database, with own-ship position, and provides situational awareness of other traffic using requirements similar to those of Cockpit Display of Traffic Information (CDTI). Traffic information is derived via Automatic Dependent Surveillance-Broadcast (ADS-B) and Traffic Information Services -Broadcast (TIS-B) surveillance links. The Electronic Moving Map with Traffic Information display prototype that was developed was evaluated from a human factors perspective in order to identify display requirements. The benefit of a database driven map is to allow "smart" runway and taxiway labels that are visible irrespective of the zoom range, and to allow smart decluttering of displayed information. Some of the Electronic Moving Map with Traffic Information display features implemented include map centered and map offset (full rose and arc) orientation, range ring selection, selection of specific traffic and an associated data block, depiction of traffic velocity vectors, zoom and auto zoom capability, altitude filtering, surface map decluttering, surface traffic on/off selection, etc. While not currently implemented, Electronic Moving Map with Traffic Information display can also support the depiction of NOTAMS. Electronic Moving Map with Traffic Information display benefits include increased airport surface situational awareness for the flight crew of own-ship and traffic location. With ongoing enhancements, it also has the potential to add situational awareness in the approach phase. This situational awareness is expected to provide significant safety benefits by reducing errors associated with landing, takeoff and taxi operations (e.g., taxiway and runway incursions, aircraft departing the prepared surface). Functionality of Electronic Moving Map with Traffic Information display could be ported to any specific display device such as an integrated multi-function cockpit display. Architectural, integration and certification issues are not addressed in the paper and in the prototype development. The purpose of the project was to implement a PC based electronic moving map display with traffic information in order to evaluate its suitability and to identify issues related to its operational use.

Navy researchers compared standard waypoint navigating using the standard military GPS receiver with a moving map display and a commercial GPS receiver for amphibious combat vehicles. Field trials showed better accuracy and faster information processing with the moving map system. Amphibious assault vehicles in combat represent among the greatest challenges in terms of land navigation. Currently they offer very small viewing portals and a vast array of electronic devices requiring monitoring and unreliable outside communications due to adverse weather and other conditions. The vehicles currently lack in integrated navigational system. The tests included measuring how much information should be displayed to prevent operator overload, combining this with precise lane coordinated, generating an overlay on charts and evaluating how the drivers responded to the system. Commercial off-the-shelf units were used to keep costs down and to speed the completion of the tests. Tests showed them to be very cost- effective and reliable. The moving map was found by drivers to be easy to use and effective. Provides specs and designs.

The presentation of an electronic map of the airport relative to the position of ownship is regarded as a means to improve the safety and efficiency of surface operations. This paper discusses the design rationale behind a surface moving map display based on an analysis of the surface navigation task and the associated information requirements. It is illustrated how the various elements depicted in the display aim to support the pilot with information collection, integration and extrapolation. Implementation, testing and evaluation are briefly addressed.

The requirements and characteristics of ADSB traffic surveillance applications continue to evolve and mature. Later this year, RTCA will release the Aircraft Surveillance Applications (ASA) Minimum Aviation System Performance Standards (MASPS), and a joint RTCA/EUROCAE ASA MASPS Revision A is expected to follow. The ASA MASPS initially identified the following applications: Enhanced Visual Acquisition, Enhanced Visual Approach, Airport Surface Situational Awareness(ASSA), Final Approach and Runway Occupancy Awareness (FAROA), Conflict Detection (CD), Approach Spacing for Instrument Approaches(ASIA), Airborne Conflict Management(ACM), and Independent Closely Spaced Parallel Approaches (ICSPA). These applications are expected to enhance safety, increase aviation efficiency and increase capacity. The release of the ASA MASPS will accelerate standards development of these and other applications. Rockwell Collins has been actively involved in the development and flight testing of several airport surface and terminal area traffic surveillance applications. A Cockpit Display of Traffic Information (CDTI) capable of displaying ADS-B, TIS-B, and TCAS targets, coupled with an airport surface moving map was developed under the FAA Test and Evaluation of Surveillance and Information System (TESIS) program and was flight tested in Memphis, TN. The airport surface moving map displays own-ship position and other aircraft positions overlaid on a map of the airport surface. The CDTI and moving map applications were also prototyped and evaluated for human factors considerations on a portable PC-based computer. A partnership with Rannoch and NASA Langley resulted in a Runway Incursion Alerting application that utilized our CDTI and moving map display. This effort was evaluated with pilots in a flight simulator environment. Another partn

The controller interface was designed to generate air traffic controller messages per RTCA DO-219 for Controller-Pilot data link communications (CPDLC). The controller interface is part of the low visibility landing and surface operations (LVLASO) project being researched by NASA's Langley and Ames Research Centers. The messages implemented in the controller interface were tailored for the ground controller to handle airport surface traffic. Of primary concern were messages related to taxi routes and hold short instructions. These messages drive the moving map display in the NASA 757 research aircraft. The controller interface, using voice recognition and a touch screen for controller input, was tested at Atlanta Hartsfield Airport in August 1997.

A flight demonstration was conducted to address airport surface movement area capacity issues by providing pilots with enhanced situational awareness information. The demonstration showed an integration of several technologies to government and industry representatives. These technologies consisted of an electronic moving map display in the cockpit, a Differential Global Positioning System (DGPS) receiver, a high speed VHF data link, an ASDE-3 radar, and the Airport Movement Area Safety System (AMASS). Aircraft identification was presented to an air traffic controller on AMASS. The onboard electronic map included the display of taxi routes, hold instructions, and clearances, which were sent to the aircraft via data link by the controller. The map also displayed the positions of other traffic and warning information, which were sent to the aircraft automatically from the ASDE-3/AMASS system. This paper describes the flight demonstration in detail, along with preliminary results.

An assessment of three moving map display systems was conducted to support modernization of the UH-60 helicopter. The systems included the Peregrine digital map, Applique' V2 computer and Force XXI Battle Command-Brigade and Below (FBCB2) software, and the Primary Selectable Mission Support System (PRISMS22). The assessment was based on subjective ratings by Army pilots regarding the impact of the moving map displays on aircrew workload and situational awareness when these displays are used in the cockpit for pilotage, navigation, and mission tasks. The pilots also assessed the hardware and software usability characteristics of the displays. Results indicate that each system has potential for enhancing situational awareness and minimizing workload for UH-60 pilots. However, significant improvements in the hardware and software interface of the Applique-FBCB2 and Peregrine digital map would need to occur before they would be suitable for use in the UH-60 cockpit. Improvements in the hardware and software interface of the PRISMS22 would enhance its usability in the cockpit. Each of the systems would also need to be fully interoperable with the Aviation Mission Planning System.

Cockpit moving map displays have been employed in the tactical air community for several years to support air-to-air and air-to-ground missions and have been shown to be excellent situational awareness (SA) tools. This study examines the potential of using the next-generation cockpit moving map display to support the difficult Mine Counter Measures (MCM) and Mine Sweeping Operations. Specifically, the Naval Research Laboratory - Stennis Space Center (NRLSSC) will leverage the Naval Air Systems Command's Tactical Aircraft Moving Map Capability (TAMMAC) digital moving map system as a demonstration platform to incorporate bathymetric and nautical map data designed to support in-flight MCM operations. Of critical importance to this project is a two-part human factors study to: (1) determine MCM helicopter aircrew preferences from the various types of map data under consideration, and (2) measure and evaluate aircrew performance both with and without the moving map capability. This study is being conducted as part of NRLSSC's Generation and Exploitation of Common Environment (GECE) project that will Support MCM and amphibious operations in Fleet Battle Experiment - India (FBE-I) or Kernal Blitz 2001 (KB 01).

We report the results of a part-task simulation evaluating the separate and combined effects of an electronic moving map display and newly developed HUD symbology on ground taxi performance, under moderate- and low-visibility conditions. Twenty-four commercial airline pilots carried out a series of 28 gate-to-runway taxi trials at Chicago O'Hare. Half of the trials were conducted under moderate visibility (RVR 1400 ft), and half under low visibility (RVR 700 ft). In the baseline condition, where navigation support was limited to surface features and a Jeppesen paper map, navigation errors were committed on almost half of the trials. These errors were virtually abolished when the electronic moving map or the HUD symbology was available; in addition, compared to the baseline condition, both forms of navigation aid yielded an increase in forward taxi speed. The speed increase was greater for the HUD than the electronic moving map, and greater under low visibility than under moderate visibility. These results suggest that the combination of electronic moving map and HUD symbology has the potential to greatly increase the efficiency of ground taxi operations, particularly under low-visibility conditions.

The U.S. Marine Corps and the U.S. Army both deploy the BQM-147A EXDRONE Unmanned Aerial Vehicle to provide commanders with unmanned air reconnaissance, surveillance, and target acquisition and battle damage assessment capabilities using electro-optical devices. The EXDRONE also has the capability to carry electronic warfare and nuclear, biological, and chemical detection payloads. The Naval Research Laboratory (NRL) has developed a prototype moving map display for the EXDRONE using an IBM-compatible notebook computer and standard Defense Mapping Agency digital maps. This prototype system has proved successful during training exercises at the Marine Corps Air Ground Combat Center at Twentynine Palms, CA. NRL has proposed further enhancements to the system to improve operator feedback and minimize operator intervention. This system is expected to be easily adaptable for use in tracking other vehicles.

A flight study was conducted to study pilot workload and the pilot interface with high levels of avionics capability and automation. The study was done in the context of general aviation, single-pilot IFR operations and utilized an experimental, digital, integrated avionics system. Results indicate that such advanced systems can provide improved information to the pilot and increased functional capability. The results also indicate that additional research is needed to increase the knowledge base required to design the pilot interfaces with highly capable systems. A CRT-based moving map display format tested provided excellent navigational situational awareness but was inferior to an HSI for manual path tracking. The complexity of navigation data management, autopilot management, and maintaining awareness of system status contributed to pilot workload and errors. Suggested guidelines for the design of the pilot/avionics interface for advanced avionics systems are given.

The report describes the results of the work performed under an exploratory development program designed to establish the techniques required to present a multicolor moving map display to a pilot in an aircraft cockpit environment. A system for producing a full color display 6 inches in diameter with the provision for translating and rotating the image has been postulated and its feasibility demonstrated. Methods of presenting symbols on the display have also been postulated. During the course of the program, a holographic recording technique was selected which allowed playback of the information using white light sounds. A storage material was selected and a large volume duplication technique described. Tradeoffs were established to define the optimum method for providing display motion and symbol insertion.