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Human factors engineering

3-D Surface Anthropometry: Review of Technologies

This is Research and Technology Organization (RTO) AGARD Advisory Report, AGARD-AR-329, dated December 1997. It was sponsored by the Advisory Group for Aerospace Research and Development. This document, in seven chapters, describes the dramatic changes taking place in the field of anthropometry due to advances in 3-D imaging technology. Chapter I explains how 3-D technology can overcome many of the limitations of traditional anthropometry; Chapter II discusses applications for 3-D anthropometry; Chapter III compares traditional and 3-D data collection methods; Chapter IV discusses ways to display 3-D images for users of the data; Chapter V addresses database management issues; Chapter VI explains how the latest user interface design techniques can help users of 3-D data; and Chapter VII examines 3-D data standardization issues and provides a list of current standards for 3-D data. Bibliographic details and an abstract are available in HTML format and the full text is available in PDF format (29 Mb)from the RTO's web site.

A Designer's Guide to Human Performance Modelling

This report, AGARD-AR-356, dated December 1998, under the NATO Research and Technology Organisation, was prepared at the request of the Aerospace Medical Panel. Working Group 22 was convened in 1995, jointly sponsored by the Aerospace Medical Panel and the Flight Vehicle Panel to investigate the use of Human Performance Models within the specification, procurement, design, qualification and certification of military systems. In particular the group focused on the selection, application and use of HPMs by the system designer. An expert system approach was selected to ensure that the designer considered all the relevant factors when selecting a new model or tool. This was implemented using a commercially available expert system shell. The user is asked to select options that most closely describe his resources and requirements and the Human Operator Modelling Expert Review (HOMER) then rank-orders the HPMs in its database and suggests the most appropriate model. The group carried out some walkthroughs of existing models/tools to demonstrate typical uses in the analysis of specific issues. These are included as case studies. These were included to give potential users some insight into the ease or complexity of use in order to evaluate the required aspect of human performance. In addition the group also considered the model developer community by examining the limitations of existing models, commercial implications and usability issues in order to guide any future development. A table of contents, and the full text of the document can be accessed online in PDF format. The document is contained in the RTO's Full Text Publication Library.

A Layman's Introduction to Human Factors in Aircraft Accident and Incident Investigation

This web site provides access to an Australian Bureau of Air Safety Investigation Research and Analysis Report B20060094 written by David Adams dated June 2006. This information paper seeks to provide people without an in-depth knowledge of the practice of ‘Human Factors’ a general plain English explanation of what Human Factors is, how it has evolved, and how it is applied to aircraft accident and incident safety investigations. The paper also gives a brief explanation of international agreements and Australian law as they apply to aircraft accident and incident investigations. Human Factors, which includes ‘Ergonomics’ as it is called in some industries, is the practice of applying scientific knowledge from varied, mostly human science disciplines such as Psychology, Medicine, Anthropometrics and Physiology to designing, building, maintaining and managing systems and products. In general use, the application of human science knowledge to systems and products is to provide the best match between the characteristics of people, with the operation of the systems and products they use. The purpose of applied Human Factors is to build better and safer products and systems. In aircraft accident and incident investigation, the specific purpose of Human Factors is to understand in detail how and why people make errors (including slips and lapses) or commit violations that lead to accidents. In the development of aviation, the scope of Human Factors has evolved from focusing predominantly on the interface between the pilot and the aircraft to the broader application of considering all the human activities of the system that is involved in the placing and supporting the pilot in the operation of the aircraft. This broader focus considers not only the actions of the pilot, but also, the cabin crew, the maintenance crews, air traffic controllers, and the management of the organisation that controls the activities of the aircraft. The Australian Transport Safety Bureau (ATSB) must, with as much certainty as possible, be able to determine not only what happened in any given accidents, but more importantly, why it happened. This information is critical to the ATSB role in making safety recommendations aimed at improving transport safety. The role of the ATSB is clearly defined in the Australian Transport Safety Investigation Act 2003 (TSI Act) which reflects Australian agreement to the international standards and practices for aircraft accident investigation. Both the TSI Act and international agreements state that the investigation of aircraft accidents by safety agencies such as the ATSB is not an activity for apportioning blame or liability, but rather for the purposes of maintaining or improving safety. [Taken by abstract]. The full text is available in PDF format so Adobe Acrobat software will be required in order to read it.

A Model for Procedural Knowledge

This technical report (NLR-TP-2002-602) was written by NLR (the National Aerospace Laboratory of the Netherlands) in 2002 and was written by N. Basjes. Knowledge Management has become an important issue in current businesses [Ref 1]. It's purpose is to retain and reuse the available knowledge within the business. One way to preserve knowledge is to encode experiences and knowledge in procedures within the organisation. A procedure is simply the description of a path from 'Situation A' to 'Situation B'. Several advantages can be mentioned for this policy. Procedures contain the solutions for problems that have been solved before. Therefore a person performing a task using a procedure, won't have to 'reinvent the wheel' anymore. From the perspective of the company this means more work can be done in the same time with less problems. New employees are capable to perform a required task more quickly and with less training if they are guided by a procedure. If more tasks can be performed in the same time, the total costs of documenting, training personnel and performing the tasks can be reduced. In this paper a model is designed that allows procedural knowledge to be stored and retrieved in an automated system. Many procedures in businesses can be represented in a procedural or in a declarative form. A procedural representation is useful when a procedure is relatively static and the level of complexity is limited. A declarative representation is useful in a more dynamic situation when fragments of procedures need to be reordered depending on the problem that needs to be solved. Many procedures can be modelled very well in either a procedural or declarative way. In the three examined cases, one fictitious and two found at the National Aerospace Laboratory, some procedures were observed that would benefit from a more hybrid approach where procedural and declarative representations can be mixed together. The existing tools for managing procedures that have been examined use either the procedural or the declarative representation, but not both. Based on these observations a model has been designed that allows mixing both procedural and declarative representations for representing a procedure. This model allows for a more flexible representation of business procedures. This additional flexibility results in a wider range of possible applications than the examined existing tools have shown. To what extent this model is more practically applicable is a point for further research. [Taken from abstract]. The full text is available as a PDF file.

Access-to-Egress : A Meta-Analysis of the Factors That Control Emergency Evacuation Through the Transport Airplane Type-III Overwing Exit : Final Report

This provides access to a Federal Aviation Administration (FAA), Office of Aviation Medicine report, DOT/FAA/AM-01/2, by Garnet A. McLean, dated January 2001. The results of the analytical review of studies conducted to address access to the Type-III exit presented in this report, suggest that human factors effects related to passengers present the biggest challenge to the execution of successful evacuations. The full text of the report is available in PDF format, from the FAA's Office of Aviation Research, Civil Aeromedical Institute (CAMI) web site.

Advanced Aircraft Interfaces: The Machine Side of the Man-Machine Interface

This is Research and Technology Organization (RTO) AGARD-CP-521, dated October 1992. This Symposium explored the use of three of man's senses (sight, hearing, touch) to improve the man-machine interface in the cockpit. The seven sessions included Defining Concepts and Design Issues, Maintenance for Advanced Cockpit Systems, Panoramic and Virtual Cockpits, Helmet Mounted Displays, Voice Technology, System Design Concepts and Tools, and finally Device Technologies. As the demands placed upon the aircrew by the modern battlefield continue to increase, this Symposium attempted to effectively blend the technologies available to decrease the workload. For individual titles, see N93-19758 through N93-19785. Bibliographic and abstract details are available in HTML format. A table of contents, and the full text (91.99MB) of the document can be accessed online in PDF format. The document is contained in the RTO's Full Text Publication Library.

Advancing Free Flight Through Human Factors

This is the full text of a report on a technical workshop which was held in 1995 and sponsored by the US FAA's Air Traffic Plans and Requirements Service and the Office of the Chief Scientific and Technical Advisor for Human Factors. The aim of the workshop was to begin to identify and solve human factors issues related to "free flight". The contents of the report can be viewed online or the 14 page document can be can be downloaded into Microsoft Word.

Aerospace 2020 - Vol 1

This is Research and Technology Organization (RTO) AGARD Advisory Report, AGARD-AR-360-01, dated April 1997. Volume 1, the summary volume, of the report of the NATO Advisory Group for Aerospace Research and Development (AGARD) study: 'Aerospace 2020'. This study explores the most advanced technologies, relevant to aerospace, being researched and developed in laboratories today. The study focuses on the most promising current technologies and the organizational and tactical consequences they will have at the field and system levels, over the course of the next 25 years. Topics include: a discussion of the impact of proliferation, human-machine interaction, synthetic environments, directed-energy weapons, information technologies, unmanned tactical aircraft, suborbital launchers, hypersonic missiles, and a discussion of affordability issues. Technologies are assessed from the viewpoints of both potential capabilities and threats. Observations and recommendations are presented. Bibliographic details and an abstract are available in HTML format and the full text (3 Mb)is available in PDF format from the RTO's web site.

Aerospace 2020 Vol. II

This is Research and Technology Organization (RTO) AGARD Advisory Report, AGARD-AR-360-02, Vol 11, dated September 1997. Volume II, the main volume, of the report of the NATO Advisory Group for Aerospace Research and Development (AGARD) study: 'Aerospace 2020'. This study explored the most advanced technologies, relevant to aerospace, being researched and developed in laboratories today. The study focused on the most promising current technologies and the organizational and tactical consequences they will have at the field and system levels, over the course of the next 25 years. Topics include: a discussion of the impact of proliferation, human-machine interaction, synthetic environments, directed-energy weapons, information technologies, unmanned tactical aircraft, suborbital launchers, hypersonic missiles, and a discussion of affordability issues. Technologies are assessed from the viewpoints of both potential capabilities and threats. Observations and recommendations are presented. Volume III contains technical papers in support of the conclusions reached. Volume I is a short summary of the conclusions. Bibliographic details and an abstract are available in HTML format and the full text is available in PDF format from the RTO's web site.

Aerospace 2020

This is Research and Technology Organization (RTO) AGARD Advisory Report, AGARD-AR-360-03 (volume III), dated September 1997. It was sponsored by the Advisory Group for Aerospace Research and Development. This study explored the most advanced technologies, relevant to aerospace, being researched and developed in laboratories today. The study focused on the most promising current technologies and the organizational and tactical consequences they will have at the field and system levels, over the course of the next 25 years. Topics include: a discussion of the impact of proliferation, human-machine interaction, synthetic environments, directed-energy weapons, information technologies, unmanned tactical aircraft, suborbital launchers, hypersonic missiles, and a discussion of affordability issues. Technologies are assessed from the viewpoints of both potential capabilities and threats. Observations and recommendations are presented. Volume II contains the conclusions of the report. Volume I is a short summary of these conclusions. Bibliographic details and an abstract are available in HTML format and the full text is available in PDF format from the RTO's web site.

Aging Aircraft Fleets : Structural and Other Subsystem Aspects

This web site provides access to a Research and Technology Organization (RTO) Educational Note, RTO-EN-015, dated March 2001. The document was produced by the RTO's Applied Vehicle Technology Panel (AVT) and the Consultant and Exchange Programme of RTO in support of a Lecture Series presented on 13-16 November 2000 in Sofia, Bulgaria. The lecture series covered a range of topics including: aging systems and sustainment technology; aircraft loads; airframe repair options; risk assessments; airframe corrosion; human factors in aircraft maintenance; engine life extension; equipment health monitoring; corrosion prevention and control; repair software; inspection technologies; and inspection, reliability and human factors. Bibliographic and abstract details are available in HTML format. A table of contents, and the full text of the document (20.8 Mbytes) can be accessed online in PDF format. The document is contained in the RTO's Full Text Publication Library.

Air Traffic Control Display Standard : Standardized Color Palette for Terminal Situation Displays

This provides access to a Federal Aviation Administration (FAA) report, DOT/FAA/TC-08/15 written by Ferne Friedman-Berg, Kenneth Allendoefer and Shantanu Pai dated February 2009. As the Federal Aviation Administration moves toward the implementation of the Next Generation Air Transportation System, thereis a need to increase commonality and standardization across Air Traffic Control (ATC) displays. Increased standardization willreduce development costs and training requirements, as well as ensure that new ATC systems follow human factors guidelines andbest practices. The Air Traffic Control Display Standard provides specific design standards for ATC displays that are grounded inhuman factors research and lessons learned from the field. Previous guidelines on the use of color lacked specificity and weredifficult for system developers to implement. This document provides specific standards for the use of color on ATC situationdisplays in the terminal domain. We developed the standards by measuring the colors used on existing systems to determinewhether the colors met human factors guidelines for attention, identification, segmentation, and text legibility. When existing colorsdid not follow the guidelines, we developed alternatives. In this report, we provide a standard color palette. We list individualdisplay elements (e.g., datablocks, radar targets) and specific color names and coordinates for each element. We also provideguidance for system developers and vendors to help them implement the standard color palette on their systems. [Taken from abstract]. The full text is available in PDF format so Adobe Acrobat software is required in order to read it.

Air Traffic Control Electronic Checklist for the Design and Evaluation of New Systems

Developed by the Volpe Center and FAA (AAR-100), this checklist presents human factors issues that should be considered in the design and evaluation of air traffic control (ATC) systems and subsystems. Using this method, the assessment of ATC equipment is based on human factors principles, standards and guidelines and also considers computer human interface (CHI) issues. This is a zipped file, and is approximately 4.5 MB in size which will increase the download time.

Air Traffic Control Specialist (ATCS) Performance Measurement Database

The database is produced by the Human Factors Branch of the Federal Aviation Administration's (FAA) National Airspace System (NAS) System Engineering and Analysis Division. The database provides a compilation of techniques that have been proven effective for use in human factor research related to air traffic control. The site includes an overview of the database, a description of its value to ATC, and its main features and layout. A technical note which serves as a user manual is available for downloading. The database itself is available for free download on completion of a registration form. The file is in Microsoft Excel 97 format and is approximately 350Kb.

Airborne evaluation of retro relective beads

This provides access to a Federal Aviation Administration (FAA) report DOT/FAA/AR-TN10/8 by Anthony J. Previti, Holly Cyrus and Donald W. Gallagher dated April 2010. The project was undertaken by the Federal Aviation Administration (FAA) Airport Safety Technology Research and Development Sub-Team as part of an effort to determine the relative conspicuity, from an aircraft on approach, of Type I and Type III retro-reflective beads. Retro-reflective beads are designed to redirect and return light back to its source. The inclusion of retro-reflective beads in painted surface markings can increase their conspicuity. It has been suggested that Type III retro-reflective beads, which have a higher index of refraction (IOR) compared to Type I beads, will substantially increase the conspicuity of paint markings and could help prevent runway incursions. The FAA uses Federal Specification TT-B-1325D, "Beads (Glass Spheres) Retro-Reflective," to specify retro-reflective beads. Previous studies by the United States Air Force and the FAA have shown that in cases where the light source is not in close proximity to the observer’s line of sight, the benefit of using higher IOR beads is negligible. Since 1994, all research on retro-reflective beads has been focused on surface markings from the ground to improve the conspicuity of taxiway hold position markings, which aid in the prevention of runway incursions. Due to advances in bead technology, it has been suggested that additional tests be conducted from the pilot’s perspective on approach to a runway. Type I and Type III retro-reflective beads were installed on the same type of airport pavement markings at opposite ends of Runway 13/31 at Atlantic City International Airport (ACY) for a period of 8 months and side by side on Runway 10 at Savannah/Hilton Head International Airport (SAV) for a period of 2 months. Subjective data was collected in the form of questionnaires completed by test subjects from aircraft approaching the runway at both locations. The test subjects were queried concerning ease of marking detection and conspicuity. Objective measurements were taken at the beginning and the end of the evaluation. The majority of the test subjects involved in the tests at both ACY and SAV stated they do not use runway markings as a visual cue on approach to a runway at night. They focus on the runway lights. Of the subjects participating, all but one reported no difference in ease of detection between Type I and Type III bead markings. The chromaticity and retro-reflectivity characteristics of the bead markings were acceptable following initial application and throughout the evaluation period. While the Type III beads had a greater retro-reflectivity reading after initial installation, the effects on conspicuity from a pilot’s perspective on approach to the runway were minimal. Also, the higher retro-reflectivity readings of the Type III beads only lasted a few months at ACY then leveled out to the same retro-reflectivity values as the Type I beads for the remainder of the markings’ useful life. This study revalidates the airborne research performed in 1994 and is consistent with other ground-based research performed to date including research completed in 2009. [Taken from abstract]. This is a PDF file, so Adobe Acrobat software will be required in order to read it.

Airborne Spacing: Flight Deck View of Compatibility with Continuous Descent Approach (CDA)

This technical note (No.EEC-2007-032) was published by the Eruocontrol Experimental Centre in September 2007 and was written by Eric Hoffman ...[et al]. This paper reports on an experiment conducted with airline pilots on a full flight simulator. The objective was a) to confirm the feasibility of airborne spacing with speed and lateral managed modes and b) to assess the compatibility of airborne spacing and continuous descent approach (CDA). The overall feedback was globally positive and consistent with previous experiments. All pilots found airborne spacing feasible from cruise until 2000ft, although more sensitive during the approach phase than in initial descent. The speed and lateral managed mode were well accepted. The pilots agreed that performing a CDA while maintaining spacing was feasible. The spacing was well maintained within the tolerance of 5s in initial descent (95% containment within ±2.1s). However, a cross-track error in approach led to larger deviation (95% containment within ±5s) and extreme values outside the tolerance. The cost induced was in the order of 115kt additional speed changes for the complete descent phase. In the terminal area, the route structure and altitudes were already optimised to allow a continuous descent from FL100. [Taken from abstract]. This is in PDF format so Adobe Acrobat format is required in order to read it.

Aircraft Accidents: Trends in Aerospace Medical Investigation Techniques

This is Research and Technology Organization (RTO) AGARD-CP-532, dated September 1992. These proceedings include the Technical Evaluation Report and 58 papers of the Symposium sponsored by the AGARD Aerospace Medical Panel held at the Altin Yunus Hotel, Cesme, Turkey, April 27 - May1 , 1992. Since the commencement of aviation, accidents have occurred for a variety of reasons in both fixed- and rotary-wing aircraft. As the complexity of aviation systems increased, so did the task of investigating aircraft accidents. At the same time, advanced techniques in aviation and weapon systems have exacerbated greatly the physiological and cognitive demands on aircrews. The result is that aircraft accidents due to material causes have diminished progressively while the percentage of human factor-caused accidents has not. For individual titles, see N93-19654 through N93-19710. Bibliographic and abstract details are available in HTML format. A table of contents, and the full text (120.42MB) of the document can be accessed online in PDF format. The document is contained in the RTO's Full Text Publication Library.

Aircraft Design Integration and Affordability

This is Research and Technology Organization (RTO)AGARD Advisory Report, AGARD-R-826, dated November 1998, authored by Campos L.M.B.C and sponsored by the Flight Vehicle Integration Panel as input to the AGARD study Aerospace "2020". This report examines the difficult questions of capability and affordability. It focuses on the relevant trends in operational requirements and the technologies available to achieve these requirements. The report considers the affordability of forces as a main issue for the future. Topics include: a discussion in operational requirements, the technology available, advanced structures and materials, system integration, types of air vehicles, and the affordability of forces. Technologies are assessed from the viewpoints of both potential capabilities and threats. Recommendations and conclusions are presented. Bibliographic details and an abstract are available in HTML format. The full text can be accessed online in PDF format from the RTO's web site.

Aircraft Maintenance Safety Survey

This web site provides access to an Australian Transport Safety Bureau document titled: Aircraft Maintenance Safety Survey - Results, by Alan Hobbs and Ann Williamson, Department of Transport and Regional services, Australian Transport Safety Bureau, 2000. The report presents the results of a survey undertaken in September 1998 by the Bureau of Air Safety Investigation (BASI). The survey, which was designed to identify safety issues in maintenance, with a particular emphasis on human factors, was distributed to Licenced Aircraft Maintenance Engineers (LAMEs) in Australia. The full text is available in PDF format (120 Kb).

Aircrew Fatigue : A Review of Research Undertaken on Behalf of the UK Civil Aviation Authority

This is UK Civil Aviation Authority (CAA) CAA Paper 2005/04, prepared by the CAA's Safety Regulation Group (SRG), 31 October 2005. This report reviews the programme of work related to the sleep and wakefulness of the airline pilot that has been carried out by the QinetiQ, Centre for Human Sciences (CHS) and its predecessor organisations (DERA, DRA and RAF Institute of Aviation Medicine) for the UK Civil Aviation Authority (CAA). The results of the research have been used to develop and validate the 'SAFE' (System for Aircrew Fatigue Evaluation) model. The text of the document is available online in PDF format (1.2 mb) from the CAA's web site.

All-Strobe Approach Lighting System, Research and Evaluation

This provides access to a Federal Aviation Authority (FAA) report DOT/FAA/AR-TN07/68 written by Tomas Seliga ...[et al] and dated April 2008. In response to a congressional inquiry, the Federal Aviation Administration (FAA) Lighting Systems Office requested the FAA Airport Technology Research and Development Branch to conduct an evaluation of the effectiveness of an All-Strobe Approach Lighting System (ASALS) composed of 28 sequenced flashing lights for conveying required visual guidance information for a Category I precision approach. Contentions put forward by the developer of the ASALS are identified with special regard to the current standard for conducting Category I precision approaches, namely, the Medium-Intensity Approach Lighting System With Runway Alignment Indicator Lights (MALSR), which consists of 45 steady-burning lights and 5 strobe lights. The investigation consisted of assessing the validity of the vision science and performing flight evaluations of the new system. The vision science was investigated by the FAA Office of Civil Aerospace Medical Institute (CAMI) and the Department of Transportation Volpe National Transportation Systems Center (VOLPE). One of the main contentions was that pilots could remain dark-adapted during an approach that would enable them to have better visual acuity after touchdown. However, the results of the CAMI and VOLPE investigations showed that the developer’s contention was not valid. Many of the contentions were shown to be based on misinterpretations of visual phenomena and, thus, cannot be used as a rationale for changing airport lighting systems. Flight evaluations were conducted by the FAA Airport Safety Technology Research and Development Section. A series of flight tests were conducted in which objective data in the form of measurements taken from the aircraft’s data collection instruments were analyzed to indicate possible disparities between the two approach lighting systems that could affect pilot performance. These objective results were combined with subject interviews and questionnaires to give insight into the performance characteristics of the ASALS. These evaluation flights confirmed the CAMI and VOLPE findings. One hundred percent of the subject pilots concurred that the ASALS did not improve their visual acuity after touchdown and did not provide the necessary visual cues requiredfor Category I precision approaches. After all factors were taken into consideration, the Developer’s contentions were not confirmed by the proposed ASALS. [Taken from abstract]. The full text is available in PDF format so Adobe Acrobat software is required in order to read it.

Alternative Control Technologies : Human Factors Issues

This web site provides access to an Educational Note produced by the Research and Technology Organization (RTO), RTO-EN-003, dated October 1998. The material was assembled to support a Lecture Series (Lecturer Series 215) under the sponsorship of the Human Factors and Medicine Panel and the Consultant and Exchange Programme of RTO presented on 7-8 October 1998 in Br�tigny, France, and on 14-15 October 1998 at Wright-Patterson Air Force Base, Ohio, USA. The main aim of the lecture Series was to review alternative control technologies such as voice, and head and eye movement commands, and to provide for discussion on their main characteristics, benefits, and limitations. Bibliographic and abstract details are available in HTML format. A table of contents, and the full text of the document (17.5 Mbytes) can be accessed online in PDF format. The document is contained in the RTO's Full Text Publication Library.

An Analysis of En Route Air Traffic Control System Usage During Special Situations

This technical report (DOT/FAA/TC-TN06/11) was published by the Federal Aviation Administration (FAA) in 2006 and was written by Kenneth Allendoerfer, Shantanu Pai and Caroline Zingale. The Federal Aviation Administration is developing the En Route Automation Modernization (ERAM) system to replace the legacy en route air traffic control automation system consisting of the Host Computer System (HCS), the Display System Replacement (DSR), and the User Request Evaluation Tool (URET). Because controllers will use ERAM to respond to both routine and special situations, it is important that ERAM be evaluated in a variety of conditions. This technical note provides an analysis of how controllers use the legacy system during special situations and corresponding evaluation metrics. The special situations include weather, traffic management initiatives, emergencies, and outages. The metrics may be useful in future evaluations of the effectiveness of ERAM as compared to the legacy system. We used a qualitative analytic method in which we interviewed subject-matter experts (SMEs). The SMEs characterized each situation and provided information about the actions controllers typically take to respond. We discuss how the results of the analysis can be applied to ERAM testing and provide guidance for future studies to create a rich set of human factors metrics for system testing. [Taken from abstract]. This is a PDF file, so Adobe Acrobat software will be required in order to read it.

An Assessment of Commuting Risk Factors for Air Traffic Control Specialists

This technical report (DOT/FAA/AM-06/13) was published by the Federal Aviation Administration (FAA) Office of Aviation Medicine in 2006 and was written by T. Nesthus, C. Cruz, C. Hackworth and A. Boquet. Risk factors for sleepiness-related vehicle accidents have included, among others, time of accident, type of roadway, distance traveled, and reduced alertness. This study assessed risk factors for commuting incidents reported by air traffic controllers driving to and from work. Analyses were conducted on responses to a modified version of the Standard Shiftwork Index survey regarding alertness, commuting variables (i.e., number of miles and roadway types), and driving outcomes (i.e., lapses of attention, falling asleep, near misses, and accidents). Chi-square tests and odds ratio (OR) risk estimates were computed separately for air traffic controllers in Terminal/Enroute and Flight Service Station options. Reduced mental sharpness was associated with elevated ORs while driving to or from most shifts, though the greatest risk was found before early mornings and following midnight shifts. Elevated ORs for lapses of attention, falling asleep, and near misses were found for those with commutes greater than 20 miles and variably, with roadway type. In most cases, too few actual accidents were reported to compute chi-square statistics or odds ratios for this outcome. [Taken from abstract]. This is a PDF file, so Adobe Acrobat software will be required in order to read it.

An Introduction to Aircraft Maintenance Engineering Human Factors for JAR 66

This link provides access to a UK Civil Aviation Authority publication Civil Aviation Paper CAP 715, prepared by the Air Traffic Services Standards Department, 22 January 2002. It is intended to provide an introduction to human factors and human performance and limitations for ab-initio engineers studying for their JAR-66 engineering licenses. The text of the document is available in PDF format (1.1 MB).

Assessment Methods for Personal Active Noise Reduction Validated in an International Round Robin

This is a Research and Technology Organisation Technical Report, RTO-TR-HFM-094, prepared by the the RTO Human Factors and Medicine Panel (HFM), dated August 2004. Methods used for the assessment of helmets and headsets equipped with Active Noise Reduction (ANR) are different from the (standardized) methods used for passive systems. ANR systems may introduce electronic noise and possess non-linear behaviour at high noise levels. Therefore standard methods like comparison of subjective performance at threshold may not be valid. Alternative methods have been developed and compared in various laboratories. The performance of a number of test methods was assessed in an international Round Robin. The passive and active sound attenuation of five headsets, all equipped with active noise reduction and an intercom, were determined. Several measuring methods were adopted including methods that are based on a human head, artificial head and artificial ear. This study presents a comparison of the validity of these methods. Bibliographic and abstract details are available in HTML format and the full text of the document can be accessed online in PDF format. The document is contained in the RTO's Full Text Publication Library.

Audio Effectiveness in Aviation

This is Research and Technology Organization(RTO) AGARD Conference Proceedings, AGARD-CP-596, dated June 1997. These proceedings include the Technical Evaluation Report, a Keynote Address, three overview addresses of key technical areas, 34 solicited papers, and a Summary paper of the Symposium sponsored by the AGARD Aerospace Medical Panel held in Copenhagen, DE, from 7-11 October 1996. Topics addressed during this Symposium were: Audio Displays Noise Control, Passive Technique Noise Control, Active Technique Noise Control, Applications Communication in Stressful Environment, and Voice Control. Bibliographic and abstract details are available in HTML format. A table of contents, and the full text of the document (126 Mb) can be accessed online in PDF format. The document is contained in the RTO's Full Text Publication Library.

Automatic Dependent Surveillance- Broadcast/Cockpit Display of Traffic Information: Innovations in Aircraft Navigation on the Airport Surface

This provides access to a Federal Aviation Administration (FAA) report, DOT/FAA/AM-04/11 by Veronika Prinzo dated July 2004. In 2000, the FAA�s Office of Runway Safety made a concerted effort to reduce runway incursions. The Safe Flight 21 Program awarded contracts for CDTI avionics development and an operational demonstration that included a surface moving-map capability. An operational evaluation was conducted in October 2000 to assess pilot use of varying types of CDTI devices and how surface-map information could aid pilot situation awareness when taxiing. Complex taxi routes were designed to examine how well pilots navigated their aircraft using an electronic surface-map display (north-up, track-up) or a paper surface map. This study was designed to determine howthe useofthesedisplaysmight aidsituational awareness andinfluence operationalcommunications. Pilots navigated their aircraft during 3 day and 2 night operations, resulting in 31 structured and 37 unstructured taxi routes. As subject-matter experts listened to 15 hours of audiotapes and read verbatim transcripts, they identified operational concerns and noted problems. Communications involved in progressive taxi routes and routes instructing pilots to follow another aircraft were excluded from analysis. A Type-of-Route x Type-of-Map ANOVA revealed that more problems occurred for structured, compared with unstructured taxi routes, and more messages were exchanged. A statistically significant interaction indicated that 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. When designing electronic surface-map displays, providing a north-up map orientation appears to create more problems than either track-up or paper surface maps � especially when taxi routes are complex (or unfamiliar). The full text of the report is available in PDF format from the online catalogue of the FAA.

Aviation Maintenance Human Factors (EASA Part-145)

This is the full text UK Civil Aviation Authority Civil Aviation Paper CAP 716, prepared by Human Factors, Operating Standards Division, of the CAA's Safety Regulation Group, Issue 2, 18 December 2003. The document provides guidance material in support of the human factors requirements in EASA Part 145 (previously amendment 5 to JAR 145). It is divided into three parts: (i) human factors organisational requirements in Part-145 (in particular, those introduced in amendment 5 to JAR145 - see Table 1) and how to meet them, (ii) guidance material on the maintenance human factors training requirements in Part 145.A.30(e), and (iii) appendices containing further guidance, background and reference information on human factors in maintenance, should this be required. The text of the document is available online in PDF format (1.5 mb).

Avoidance Of Fatigue in Air Crews

This provides access to a UK Civil Aviation Authority document, Civil Aviation Paper CAP 371, 4th edition, 16 January 2004. The regulations set a work pattern for flight crews and cabin staff designed to prevent the onset of fatigue, and yet allow an operator to pursue business interests. The text of CAP 371 is available in PDF format (456 KB), from the CAA's web site.

Biodynamics Database

The database is produced and maintained by the United States Air Force Research Laboratory (AFRL). It contains data from approximately 7,000 acceleration impact tests conducted at the Biodynamics and Acceleration Branch of AFRL, as well as information on the associated test facilities, test programs, and test subjects. The test data include measured forces, accelerations, and motions of both human and manikin subjects. Tables containing peak values of the data, along with restraint parameters and acceleration profiles for each test, are also available. General information on test programs such as objective, investigators, test matrix, and results, as well as Subject anthropometry measurements and manikin mass properties data are also provided. There is an online registration form which users must complete in order to apply for an ID and password.

Cabin Air Sampling Study : Functionality Test

This report was prepared for the Department of Transport by Professor Helen Muir, Dr Christopher Walton and Rebecca McKeown of Cranfield University. It was published in January 2008. The Department for Transport (DFT), on behalf of the Government’s Aviation Health Working Group (AHWG), commissioned Cranfield University to organise, manage and deliver a functionality test of a variety of air sampling devices capable of detecting a wide range of compounds in a cabin air environment. The functionality tests led to the identification of two techniques with independent methods for data collection and analysis which can be performed by independent laboratories and which can potentially be used for a future data collection investigation of cabin air quality. It is available in PDF format.

CARA : A Human Reliability Assessment Tool for Air Traffic Safety Management – Technical Basis and Preliminary Architecture

This technical report (No.EEC-2007-023) was published by the Eurocontrol Experimental Centre in December 2007 and written by Barry Kirwan and Huw Gibson. This paper aims to serve as the basis for development of a sound Human Reliability Assessment (HRA) capability for Air Traffic Management (ATM) applications in safety case and Human Factors assurance work. ATM is considered a ‘high reliability’ industry, although recent ATM-related accident occurrences have shown that such a status can never be assumed, and there is a continual need to look for safety vulnerabilities and mitigate them or their effects. Clearly, however, ATM is very human-centred, and will remain so at least in the mid-term (e.g. up to 2025). The air traffic controller has shown great capacity for safety over the years, and this must be maintained against a background of continually increasing traffic levels (currently running at 4 – 18% per year in Europe) and automation support aimed largely at enhancing capacity. Other industries have for several decades made use of HRA approaches. Such approaches aim to predict what can go wrong, and how often things can go wrong, from the human perspective. Such a capability is useful to ensure that safety cases of current and future systems are not ignoring the key component in the ATM system, the human controller. [Taken from abstract]. This is a Word formatted document.

CARA : Human Reliability Assessment Technique for Air Traffic Management Safety Assurance

This technical report (No.-2007-025) was published by the Eurocontrol Experimental Centre in June 2007 and written by W.H. Gibson and Barry Kirwan. European air traffic management (ATM) is embarking on serious quantitative safety assurance, aiming to assess current and new systems, as well as system changes, against a quantified target level of safety. To support this process there is a need to quantify the most important element in the safety equation, namely human performance. This paper presents an overview of CARA, a human reliability assessment technique for ATM safety assurance. The structure of the technique and indicative human error probability data are presented. [Taken from abstract]. The full text of this document is in WORD format.

Changes in ATM Safety Culture due to new Technology

This technical note (Number 2005-13) was published by the Eurocontrol Experimental Centre in June 2005 and was written by Jamie Henderson and Rachel Gordon. This report describes a small-scale project about the impact that future ATM technologies may have on safety culture in ATM. The overall objectives of this project were to: 1. gather evidence for the impact of recently introduced systems on safety culture, and 2. examine the potential impact future ATM functions may have on safety culture that could potentially affect safety. This was undertaken in three stages: literature review; controller survey of how recent changes in ATM technology had affected safety culture and how future changes could affect safety culture; and interviews with system developers regarding future changes. The findings from the literature review helped to identify some of the relevant safety culture factors that were used in the controller survey. These were chosen on the basis of being relevant to safety culture at the operator-level as well as to changes in technology. Very little research has attempted to predict how safety culture may be affected with new technologies. The safety culture factors used in the survey were: team-work; communication; trust in people; trust in equipment; understanding of risk; understanding of competence of others; personal responsibility for safety; job pressure and job satisfaction. The interview survey was carried out with 33 controllers at four European ANSPs during October-December, 2004. Changes in safety culture were discussed with regard to recently introduced technologies (such as OLDI, STCA, Human-Machine Interface) and future technologies (such as MTCD (medium term conflict detection), CORA (conflict resolution assistant), datalink and ASAS (airborne separation assurance system). The main findings suggest that teamwork and communication appear to be particularly vulnerable to change, although controllers also indicated that there is high chance that their understanding of the risks and their job satisfaction may change with new technology. Controllers trust in equipment, personal responsibility for safety and job pressure were also predicted to change with the implementation of new technology. Two lines for future research in this area have been identified as: 1. further investigation regarding the safety culture aspects in ATM and development of a tool or method to measure safety culture, and 2. focus on aspects of the ATM 2012 at risk. [Taken from abstract]. This is in PDF format so Adobe Acrobat software will be required in order to read it.

Checkpoint Effectiveness and Efficiency Evaluation : Final Report

This provides access to a Federal Aviation Administration (FAA) report, DOT/FAA/AR-00/7, by J.L. Fobes, Michael D. Snyder, and Brenda A. Klock, dated October 1999. The report describes a method to measure the operational effectiveness and efficiency of airport security checkpoints. are included for acquiring the basic information through observation of the checkpoint (directly or with video cameras) and Threat Image Projection data. The full text of the report is available in PDF format, from the FAA's Office of Aviation Research web site.

Civil Aviation Authority : Safety Regulation Group : Research Programme 2003/2004

This document contains details of projects that are managed by the UK Civil Aviation Authority (CAA) Safety Regulation Groupo (SRG). The projects are presented under sub-headings which, largely, correspond with technology areas within SRG. An appendix contains projects with which SRG are either associated or interested in but which are being carried out by other organisations. The document also lists the reports and papers produced during the period April 2002 to March 2003 as a result of SRG funded or managed work. The text of the document is available in PDF (2.8 Mb)format.

Co-operative Demands on Pilots and Controllers due to Weather

This technical report (No.EEC-2007-056) was published by the Eurocontrol Experimental Centre in December 2007 and written by R. Joyekurun and A. Jackson. The co-operative demands placed on airborne crews and ground controllers due to the onset of adverse weather conditions in approach sectors are presented in this report. Five(5) incident/accident investigation reports were analysed using an Emergent Themes Approach. Four (4) emergent themes were finally identified with respect to the cooperative demands of controllers and crews, namely: 1) Monitoring of activities, 2) Redirection of attention, 3) Delegation of responsibilities, and 4) Assignation of activities. We suggest that each theme represents requirements for improving the integration of weather information in approach sectors – the implications of the cooperative themes suggests multiple systemic weaknesses in the ways weather information is managed and distributed in the approach incident/accident scenarios analysed. [Taken from abstract]. This is available in PDF format so Adobe Acrobat software is required in order to read it.

Color Analysis in Air Traffic Control Displays, Part I. Radar Displays

This technical report (DOT/FAA/AM-06/22) was produced by the Federal Aviation Administration (FAA) Office of Aviation Medicine in November 2006 and was written by J. Xing. One of the current trends in air traffic control (ATC) display technology is a substantial increase in the use of color. Whereas the advantages of color may seem apparent, little attention has been devoted to potential disadvantages of color use with respect to complex cognitive aspects of the ATC environment. [Taken from abstract]. This is a PDF file, so Adobe Acrobat software will be required in order to read it.

Color and Visual Factors in ATC Displays

This technical report (DOT/FAA/AM-06/15) was published by the Federal Aviation Administration (FAA) Office of Aerospace Medicine in 2006 and was written by Jing Xing. Computer displays are one of the major sources of information for air traffic controllers to control traffic. Because the existing display technologies make it so easy to render color on computer monitors, color is being extensively used in air traffic control (ATC) displays. At present, the Federal Aviation Administration has no requirement for how color should be used in ATC displays. While the advantages of color may be apparent, many display designs suggest that ATC technology developers have not used basic human factors and color principles to optimize the advantages of color use in complex scenes such as those in the ATC environment. In addition, technology developers create their own unique color schemes. The lack of consistency in color use can be confusing. Moreover, little attention has been devoted to the potential negative effects of color use on controllers’ task performance. In this study, we investigated color use in ATC facilities to understand the ways color is being used, the associated benefits, and its influence on task performance. We found that, while color use has some advantages for information processing, such as reducing workload and saving time, it also has disadvantages and may introduce negative effects on task performance. We identified the benefits of color use and provided rationales for how to use color properly to optimize those benefits. We also analyzed the negative effects of color use with respect to associated cognitive factors. Finally, we derived two checklists that evaluate advantages and negative effects of color use in ATC displays. These checklists can be used for design prototypes and acquisition evaluation. [Taken from abstract]. This is a PDF file, so Adobe Acrobat software will be required in order to read it.

Combat Automation for Airborne Weapon Systems: Man/Machine Interface Trends and Technologies

This is Research and Technology Organization (RTO) AGARD-CP-520, dated April 1993. Recent advances in combat automation technologies offer significant potential for improving overall mission effectiveness. Development of advanced situational awareness display concepts, parallel distributed computer architecture, and tactical information fusion techniques have paved the way for new operational capabilities and weapon system employment tactics. Harnessing these innovative technologies is critically dependent upon establishing an effective and intuitive pilot vehicle interface. The symposium addressed changing and possible future operational scenarios, advanced technology concepts, application issues and experimental development efforts and included sessions on: fusion, situation awareness, human capabilities and limitations, and design and evaluation of integrated systems. For individual titles, see N93-28851 through N93-28872. Bibliographic and abstract details are available in HTML format. A table of contents, and the full text (117.96MB) of the document can be accessed online in PDF format. The document is contained in the RTO's Full Text Publication Library.

Communication in context: A conversation analysis tool for examining recorded voice data in investigations of aviation occurrences.

This web site provides access to an Australian Bureau of Air Safety Investigation Research and Analysis Report B20050118 written by Maurice Neville and dated June 2006. This report presents a tool for representing and analysing recorded voice data in investigations of aviation occurrences, or other transport occurrences. The report is one part of a research consultancy project conducted by the author for the Australian Transport Safety Bureau (ATSB). The two project outcomes are the result of around one month’s full-time activity, conducted over March to June 2006. The overall aim of the project is to explore the potential value of an established sociological academic research methodology, called conversation analysis (often CA), for representing and analysing recorded voice data for investigations of aviation or other transport occurrences. The project can expand the level of understanding that investigators can obtain from a voice recording as part of an investigation. Conversation analysis may be especially valuable for investigating transport occurrences because it focuses on examining the details of communication in context, as it actually occurs in real time. The project has two parts. The first part is a series of sample transcriptions and analyses of recorded voice data from five occurrences previously investigated by the ATSB or BASI . The second part is this report, and is a tool for using conversation analysis to inform and guide analysis of recorded voice data in investigations. [Taken from abstract]. The full text is available in PDF format so Adobe Acrobat software will be required in order to read it.

Complexity and Automation Displays of Air Traffic Control:Literature Review and Analysis

This provides access to a Federal Aviation (FAA) report DOT/FAA AM-05/4 by Jing Xing and Carol Manning dated April 2005. This report reviewed a number of measures of complexity associated with visual displays and analyzed the potential to apply these methods to assess the complexity of air traffic control displays. Through the literature review, we identified three basic complexity factors: numeric size, variety, and rules. Essentially, all the complexity measures could be descirbed by these factors. Through the analysis of available complexity measures, we showed that neither information complexity that focused on the sysltem nor cognitive complexity that aimed at observers could provide a complete description for ATC application. the great variety in complexity measures reflected the fact that the contribution of each of the three factors to overall complexity depended on lhow information is processed by users. We generalized that complexity is the integration of the observer with the three baisic factors. Therefore, to develop objective compexity measures for ATC displays, the methods presented in this report need to be integrated with the ATC display specifications. [Taken from abstract]. The full text of the report is available in PDF format from the online catalogue of the FAA.

Complexity in Airport Traffic Control Towers: A Field Study. Part 2. Controller Strategies and Information Requirements

This technical report (DOT/FAA/TC-06/22) was published by the Federal Aviation Administration (FAA) in 2006 and was written by Anton Koros, Pamela S. Della Rocco, Gulshan Panjwani, Victor Ingurgio and Jean-Francis D'Arcy. This two-part field study investigated sources of complexity and their incidence within Federal Aviation Administration Air Traffic Control Towers (ATCTs). Human Factors Specialists from the William J. Hughes Technical Center selected six sites representing a combination of high traffic volume, traffic mix, and/or converging runways. Sixty-two Air Traffic Control Specialists participated in the study, providing ratings and descriptions of the complexity sources from a local- and ground-controller perspective. The first report represented a key step in identifying and characterizing the primary sources of complexity within ATCTs and assessing their relative incidence and importance. The second report identifies the strategies that tower controllers use to mitigate complexity, the types of information that they require, and the sources of this information. The participants reported relying on two to three core strategies, which they supplemented with ad hoc techniques. Results from this field study hold implications for future tower automation equipment design. Future research efforts should systematically investigate tower controller information needs and focus, in particular, on sources such as high traffic volume and frequency congestion, which are among the most prevalent sources of complexity within this environment. [Taken from abstract]. This is a PDF file, so Adobe Acrobat software will be required in order to read it.

Context for Error: Using Conversation Analysis to Represent and Analyse Recorded Voice Data

This web site provides access to an Australian Transport Safety Bureau Research and Analysis Report (B2005/0108) by Maurice Nevile and Michael B. Walker dated June 2005. Recorded voice data, such as from cockpit voice recorders (CVRs) or air traffic control tapes, can be an important source of evidence for accident investigation, as well as for human factors research. However, most of the analysis has been based on subjective interpretation rather than the use of systematic methods, particularly when dealing with the analysis of crew interactions. Conversation analysis uses highly detailed and revealing transcriptions of recorded voice (or video) data that can allow deeper analyses of how people interact. When analysing recorded voice data, and especially for understanding instances of human error, often a great deal rests on investigators� or analysts� interpretations of what a pilot said, or what was meant by what was said, or how talk was understood, or how the mood in the cockpit or the pilots� working relationship could best be described. Conversation analysis can be a tool for making such interpretations. [Taken from abstract]. The full text is available in PDF format and is provided by the Austrlaian Transport Safety Bureau web site.

Controller Scan-Path Behavior During Severe Weather Avoidance

This technical report (DOT/FAA/TC-06/7) was published by the Federal Aviation Administration (FAA) in 2006 and was written by Ulf Ahlstrom and Ferne Friedman-Berg. In the present study, we examined controllers’ fixation behavior on Storm Motion tools during severe weather avoidance. The data consisted of eye movement recordings from time intervals when controllers activated a static or a dynamic Storm Motion tool. Both of these tools provided information about the direction of storm cell motion and future extrapolated positions of the storm cell leading edge. By analyzing the location and extent of fixations, we performed an assessment to identify the static weather tool features that captured controllers’ visual attention (i.e., areas of visual interest). Second, we analyzed controller scan path behavior (a series of fixations and saccades) while they were using the static and the dynamic tools. Third, we assessed controller fixation prioritization strategies during static tool usage. Our analysis revealed that controllers focused their visual attention significantly more on the area between the storm cell leading edge and the 10 minute extrapolated position compared to other areas of the static Storm Motion tool. With regards to controller scan paths, we found that dynamic Storm Motion tools significantly reduced controller scan path areas, scan path distances, and scan path durations compared to the static tool. Furthermore, the mean pupil diameter was significantly larger for controllers while using the static tool compared to the dynamic tool, indicating a higher visual and cognitive workload during this display condition. We found little evidence for systematic controller fixation behavior while they were using the static tool. The few systematic patterns that we revealed were two-step fixation patterns (e.g., aircraft → 10 minute extrapolated position), and the vast majority of fixation orders (patterns) were unique to each individual controller. Evidently, the static Storm Motion tool provided weak affordances to controllers during tactical operations. We discuss these results in relation to the attentional capture phenomenon and suggest possible ways to improve static Storm Motion tools for tactical operations. [Taken from abstract]. This is a PDF file, so Adobe Acrobat software will be required in order to read it.

Cooperative Approach to Air Traffic Services

The main objective of the Cooperative Approach to Air Traffic Services (CAATS) is a coordinated, cooperative European approach to Air Traffic Management (ATM) research and technical support.

This is the Final Activity Report for CAATS in pdf form. It contains a summary of the objectives set at the beginning of the project, explain briefly the work performed and show the main results obtained and the most important recommendations derived from the assessments performed during the project.
The main outcomes of the CAATS have been:

• Manuals, guides and studies.
• The Validation Best Practices Manual. This document includes:

Cooperative Problem-Solving in the Interactions of Airline Operations Control Centers with the National Aviation System

The goal of this Federal Aviation Administration (FAA) project is to study the interactions of airline operations control centres (AOCs) with other "players" in the national aviation system.

This includes both indirect interactions (where the actions of one person may constrain or impact the actions of another, even though they never directly communicate with one another) and direct interactions (where two or more individuals directly exchange information and discuss actions).

This project has included studies involving chief dispatchers, air traffic coordinators, dispatchers and pilots from eight airlines, three ATCSCC (Air Traffic Control Systems Command Centre) specialists, and traffic managers from seven TMUs (Traffic Management Units).

The page provides a range of papers (in pdf format) discussing co-operative problem-solving within a number of situations, including:

• Cooperative Problem-Solving in the Interactions of Airline Dispatchers with ATCSCC
• Cooperative Problem-Solving in the Interactions of Airline Dispatchers and Flight Crews
• Free Flight Issues from an AOC Perspective
• Effects of the Expanded National Route Program on Management of the National Aviation System
• Design of a Cooperative Problem-Solving System for Enroute Flight Planning: An Empirical Evaluation
• Design of a Cooperative Problem-Solving System for Enroute Flight Planning: An Empirical Study of Its Use by Airline Dispatchers
• Airline Dispatch and ATCSCC: A Cooperative Problem-Solving Success Story with a Future
• Situational Awareness at Different Levels of Abstraction: The Distributed Cooperative Problem-Solving Domain of ATCSCC-Airline Operations (Not part of originally published book)

Core Commands Across Airway Facilities Systems

This provides access to a Federal Aviation Administration (FAA) report, DOT/FAA CT-TN 03/15, by Vicki Ahlstrom and Robert Muldoon, dated May 2003. This study takes a high-level approach to evaluate computer systems without regard to the specific method of interaction. This document analyzes the commands that Airway Facilities (AF) use across different systems and the meanings attributed to the different commands. Human factors researchers collected data on AF systems and equipment, identifying 25 different systems monitored and controlled by AF specialists. Different AF systems had different means of interfacing with the computer (e.g., graphical user interface, menus, and command line interface). The researchers summarized data on the interaction types across AF systems to find that most AF systems used menus as the primary means of interaction. Among the 25 systems monitored and controlled by AF, they uncovered more than 1500 options for accessing, interacting with, and controlling the equipment necessary to National Airspace System operations. They analyzed the options for frequency of occurrence and defined meanings for each of the most frequently used options. The result of this analysis is a set of core commands that are common across a number of systems. The full text of the report is available in PDF format, from the online catalogue of the FAA William J. Hughes Technical Center Library.

Cranfield University Aerospace

Cranfield has been at the forefront of the development of aerospace technology for 60 years and is one of the largest academic centres in western Europe for strategic applied research, development and design. Cranfield University Aerospace brings together the University’s aerospace capabilities from all its five Schools into areas of strategic importance for its clients, within the aerospace and aviation markets. It consists of the following technology areas: flow control and prediction, computer integrated design, air transport management, human factors, avionics and simulation, structures and materials, air vehicle technology, flight test and dynamics and astronautics and space engineering. The site details Cranfield University Aerospace's capabilities, courses and current projects.

Critical Incident Stress Management in Air Traffic Control

This technical note (Number 2004-15) was published by the Eurocontrol Experimental Centre in November 2004 and was written by Marc Baumgartner. Following a number of air disasters, several countries have introduced a programme designed to decrease the psychological impact on the air traffic controller, primarily using an approach known as Critical Incident Stress Management (CISM). This approach helps controllers deal with suffering a loss of separation incident or accident. This report first considers the task of the air traffic controller, and then reviews theories and models of stress, relating these to air traffic management and losses of separation. Methods of dealing with such stress and/or trauma are then reviewed, leading to a focus on the ‘Mitchell Method’ and CISM. The results of a survey of CISM applications worldwide are then reviewed to see the state of practice of CISM in Air Traffic Management. [Taken from abstract]. This is in PDF format so Adobe Acrobat software will be required in order to read it.

Current Aeromedical Issues in Rotary Wing Operations

This web site provides access to a Research and Technology Organization Meeting Proceedings, RTO-MP-019, Paris, August 1999. The documents contains papers presented at the RTO Human Factors and Medicine Panel Symposium, held in San Diego, USA, 19-21 October 1998. This symposium provided a review of the state-of-the-art concerning the various human factors implicated in helicopter operations, new methods and systems for increasing safety and efficiency of the helicopter operations, and new methods and systems for increasing safety and efficiency of the helicopter crew. Bibliographic and abstract details are available in HTML format. A table of contents, and the full text (36.8 Mbytes) of the document can be accessed online in PDF format. The document is contained in the RTO's Full Text Publication Library.

Damage Risk from Impulse Noise

This web site provides access to a Research and Technology Organization (RTO) Educational Note, RTO-EN-011, dated September 2000. The document was produced by the Human Factors and Medicine Panel (HFM) and the Consultant and Exchange Programme of RTO in support of a Lecture Series presented on 5-6 June 2000 in Maryland, USA and on 15-16 June 2000 in Meppen, Germany. This publication comprises papers from an RTO Lecture Series on Damage Risk From Impulse Noise. High-level impulse noise (weapons noise) can cause auditory as well as non-auditory damage, which may limit combat effectiveness and may result in communication impairments as a consequence of noise-induced hearing loss. Recent research has shown that the present damage risk criteria have to be adjusted. This has major implications for the protective measures that have to be taken when using weapon systems. Protection equipment can be very effective when properly used, but everyday practice shows that the results in the field fall short of what could be achieved. In addition, hearing protection may interfere with communication. New developments in the design of hearing protectors: level dependent, active noise reduction... show how the protection and communication requirements can be combined and satisfied. Educational programs, emphasizing the new developments, may help to improve the effectiveness of hearing conservation and reduce the number of non-auditory accidents. Topics covered by individual papers are: • techniques and procedures for the measurement of impulse noise • a draft ANSI standard on auditory risk criteria • performance of hearing protectors • communication and localisation with hearing protectors • individual susceptibility to noise-induced hearing loss • new perspectives in the treatment of acute noise trauma • cost effectiveness of hearing conservation programmes • non-auditory damage risk assessment for impulse noise. Bibliographic and abstract details are available in HTML format. A table of contents, and the full text of the document (9 Mbytes) can be accessed online in PDF format. The document is contained in the RTO's Full Text Publication Library.

Delphion Patent Search Form

This site allows you to search for United States patents, European patents and patent applications, Patent Cooperation Treaty (PCT) application data from the World Intellectual Property Office, the Patent Abstracts of Japan and INPADOC data. The service can be searched in several different ways, including patent number, US classification and Boolean keyword search. It is possible to view to the bibliographic information of granted US patents free of charge, all other services are payable. You will need to register to use this service, which is free of charge.

Designing Questionnaires for Controlling and Managing Information Complexity in Visual Displays

This provides access to a Federal Aviation Administration (FAA) Office of Aerospace Medicine report DOT/FAA/AM-08/18 written by Jing Xing and dated November 2008. Information complexity of automation displays has become a bottleneck that limits the usefulness of new technologies in air traffic control (ATC). Previously, we developed a set of metrics to measure information complexity in ATC displays. While these metrics provide measures of display complexity, their use is somewhat limited due to required human factors expertise and understanding of the display design. Technology developers and human factors practitioners often desire quick, easy-to-use tools to assess the display during design and acquisition evaluation. Questionnaires provide a quick and inexpensive means to gather data from a potentially large number of respondents. We developed two questionnaires to evaluate ATC display complexity, based on the metric indices. The first questionnaire employs a multiple-choice format and allows quantitative evaluation of complexity. The second questionnaire uses a Likert rating format and is intended for qualitative assessment of complexity. We conducted an initial assessment of the questionnaires with seven subject matter experts on a radar display (STARS). The results indicate that both questionnaires produced consistent complexity evaluations among the subjects. Thus, we recommend that the multiple-choice questionnaire is more suitable for assessing quantitative complexity control during acquisition evaluations, and the Likert rating questionnaire is more suitable for complexity management during design of new ATC technologies. [Taken from absstract]. The full text is available in PDF format so Adobe Acrobat software is required in order to read it.

Detection of Workload Elevation Using Different Types of Physiological Measures for Use in Adaptive Automation: Some Practical Implications

This technical report (NLR-TP-2004-272) was published by NLR (the National Aerospace Laboratory of the Netherlands) in 2004 and was written by P.J. Hoogeboom and L.J.M. Mulder. One of the problems for Air Traffic Control (ATC) operations is the maintenance of a sufficient level of Situation Awareness by the controller. On-line detection of vigilance decrements and provisions to help to overcome temporary detriments are necessary to maintain the current ATC safety record with increasing traffic density. In this respect a desktop experiment has been conducted with a simplified controller working position to verify real-time vigilance decrement detection algorithms. The algorithms combine controller performance and physiological information to derive the controller functional state, represented in the so-called Operator Status Model. This study indicates that real-time feedback of controllers’ momentary state can be beneficial to increase overall ATC safety and the controllers’ effectiveness. [Taken from abstract]. This is a PDF file, so Adobe Acrobat software will be required in order to read it.

Development of a Component Head Injury Criteria (HIC) Tester for Aircraft Seat Certification�Phase I : Final Report

This provides access to a Federal Aviation Administration (FAA) report, DOT/FAA/AR-02/99, by Hamid Lankarani, dated November 2002. The research addresses the development of an alternate component testing method for the evaluation of HIC without consuming a seat during each test. The full text of the report is available in PDF format, from the online catalogue of the FAA William J. Hughes Technical Center Library.

Development of Airport Active Runway Vehicle Lighting

This provides access to a Federal Aviation Administration (FAA) report DOT/FAA/AR-TN04/9 by James W. Patterson dated May 2004. Runway incursions are a leading cause of airport ground accidents and usually result from the presence of unauthorized ground vehicles within the active runway area. In many cases, air traffic control personnel can become confused by the numerous flashing lights and various colors of lights on vehicles operating on the airport and because of this, are unable to distinguish which vehicles are on the runway and which are on a parallel taxiway or holding short of the runway. The purpose of this evaluation was to determine the feasibility of equipping airport ground vehicles with supplemental warning beacons that would be illuminated only when the vehicle was on an active runway, thus providing a visual cue to eliminate any confusion in regards to the location of the vehicle. The objective of the research was to evaluate the various beacon features available, such as beacon colors, flash patterns, flash speeds, or beacon separation distances, to determine if there was a particular combination that would make the beacon unique enough to be used for this purpose. To investigate these features, an evaluation was conducted in which numerous vehicles were fitted with modified light beacons that enabled the project participants to observe the supplemental warning beacons in operation. The participants evaluated various beacon colors, flash patterns, flash speeds, and light bar arrays at various separations during the course of the evaluation. In addition, surveys were taken at various airports to determine which type of vehicle lighting was currently being used. The supplemental warning beacon concept was not feasible for various reasons. It was determined that the available colors were not unique enough to identify the vehicles on the runway, because these colors are already being used for other functions in the airport environment. In addition, it was determined that adding another beacon of a different color to the standard amber beacon would require them to be spaced approximately 2 feet apart to ensure that the beacons did not blend when they flashed in unison. The beacons would also have to be mounted vertically, one above another, to make both of them visible from a 360 degree radius. For most vehicle applications, however, mounting beacons vertically or horizontally apart from each other is not acceptable. [Taken from abstract]. The full text of the report is available in PDF format from the online catalogue of the FAA William J. Hughes Technical Center Library.

Development of Scoring Algorithm for Flight Screw Intervention Credit in System Safety Assessments

This provides access to a Federal Aviation Adninistration (FAA) report DOT/FAA/AR-08/45 written by A. L D Roelen ...[et al] and dated November 2008. According to current regulations for type certification of large commercial aircraft, certification credit may be taken for correct and appropriate action for both quantitative and qualitative assessments provided that some general criteria are fulfilled.According to the same regulations, quantitative assessments of the probabilities of flight crew errors are not considered feasible. As a consequence, the system designer is allowed to take 100% credit for correct flight crew action in response to a failure. Earlier research has indicated that this leads to an overestimation of flight crew performance. The overall goal of this research effort was the development of a method that would allow certification credit for good human factors design practice in certification regulation. This method consists of a scoring algorithm that combines key flight deck design characteristics into an overall level of certification credit for flight crew intervention in the case of system failures. The method is easy to apply, provided that the system failure modes are associated flight deck annunciations are known. As expected, application of the method to a number of example cases shows that it differentiates between system failures and between aircraft types. The method also produces higher average scores for more modern cockpits. Although every possible effort was spent in making this a valid, practicable, and acceptable method, it is still the result of a research project. Further development is recommended. [Taken from abstract]. The full text is available in PDF format so Adobe Acrobat software is required in order to read it.

Effective Global Transportation in the Twenty-First Century : A Vision Document

This web site provides access to the text of a vision document prepared by the US Department of Transportation's "ONE DOT" Working Group on Enabling Research, dated September 1999. It presents a vision of what a future transportation system might look like in the period around 2020; and suggests some possible directions that transportation might take in the 10-20 years thereafter. The text is available online in HTML format. The resource is part of the web site of the John A. Volpe National Transportation Systems Center.

Effective Presentation Media for Passenger Safety I : Comprehension of Briefing Card Pictorials and Pictograms

This provides access to a Federal Aviation Administration (FAA) Office for Aerospace Medicine report DOT/FAA/AM-08/20 written by Cynthia Corbett, Garnet McLean and Donna Cosper dated November 2008. Federal regulations require airlines to provide safety briefings and briefing cards to inform passengers of routine and emergency safety procedures onboard transport airplanes. The exact content and presentation media used for safety briefingsand cards are the responsibility of the airlines to implement, as long as the required minimum safety information is delivered. Consequently, passenger safety briefings and briefing cards vary greatly, and passenger attention to such briefings has been poor at best. Studies have shown that typical passengers, even those who report that they pay attention to passenger safety briefings and briefing cards, have little personal knowledge and understanding of the information they have been given to improve their chances of survival. One strategy to increase safety knowledge among passengers is to improve the comprehensibility and appeal of safety briefings and briefing cards. The present study was intended to address the current state of the art for airline safety briefing cards and was motivated, in part, by National Transportation Safety Board recommendations and research results demonstrating that passenger attention to safety information is waning. Pictorials and pictograms, selected from safety briefing cards currently used by airlines, and graphical symbols, approved by the American National Standards Institute (ANSI) and commonly found in buildings or other modes of transportation, were presented in open-ended-question format. The 785 participants were recruited from high schools, public and federal offices, cabin safety workshops at the FAA Civil Aerospace Medical Institute,and the SAE International Cabin Safety Provisions Committee, S-9. Responses were categorized, based on correctness, and then transformed, using a weighting algorithm, to yield comprehension scores for each pictorial/pictogram. The scores ranged from 28.8% to 96.3%, with a mean comprehension of 65%. Only 45.8% of the scores exceeded the International Organization for Standards (67%) acceptance criterion, and only 8.3% exceeded the ANSI (85%) acceptance criterion. Comprehension scores for the ANSI symbols ranged from 40.5% to 97.6%, for an average “symbol literacy index” of 75%. Comprehension of pictorials/pictograms was related to the familiarity that cabin safety professionals and high flight-time passengers have with safety briefings and briefing cards. Results indicate that safety briefing card pictorials/pictograms need to be designed and implemented with respect to novice passengers who do not have a prepotent understanding of the design and operation of transport aircraft, emergency equipment, and/or aircraft emergency procedures. Furthermore, textual clarifications to make safety information more meaningful could be expected to improve passenger attention to briefing cards. [Taken from abstract]. The full text is available in PDF format so Adobe Acrobat software is required in order to read it.

En route air traffic controller commands : frequency of use during routine operations

This technical report (DOT/FAA/TC-TN06/4) was published by the Federal Aviation Administration (FAA) in 2006 and was written by Kenneth Allendoerfer, Carolina Zingale, Shantanu Pai and Ben Willems. The Federal Aviation Administration has started development of the En route Automation Modernization (ERAM) system to replacethe current en route system consisting of the Host Computer System, Display System Replacement (DSR), and the User Request Evaluation Tool . ERAM will provide a variety of new user interface (UI) capabilities for accessing and executing controller commands. An appropriate evaluation of the new UI capabilities will determine how effectively controllers are able to work with the new system. This technical note documents the frequency of use of controller commands using the legacy system. We calculated the number of each entry type made per hour in an 11-hour period at a field site and found that the most frequently used commands were: 1) Offset Datablock, 2) Implied Aircraft Selection (i.e., Accept Handoff/Force Datablock), 3) Initiate Handoff, and 4) Assign Interim Altitude. The 30 most frequently used commands made up approximately 95% of the total number of controller entries. We recommend that future test activities target these most frequent commands. We discuss future phases of the project and ways that these data can be used to compare ERAM to the legacy system. [Taken from abstract]. This is a PDF file, so Adobe Acrobat software will be required in order to read it.

En Route Information Display System Benefits Study

This technical report (DOT/FAA/TC-08/06) was published by the Federal Aviation Administration (FAA) in February 2008 and was written by Randy Sollenberger, Anton Koros and Mark Hale. The Federal Aviation Administration (FAA) is deploying the En Route Information Display System (ERIDS) as an interactiveelectronic information display system to replace the current Air Traffic Control (ATC) information display system that consistsmostly of paper materials. The purpose of this study is to research the benefits of ERIDS to controllers in terms of service efficiencyand to the FAA in terms of potential cost savings of personnel labor. We visited the Jacksonville Air Route Traffic Control Center(ARTCC) where ERIDS is deployed and the Houston ARTCC where controllers are using paper reference manuals. We observedcontrollers during live operations, conducted a simulation to collect access times to ATC information, administered a questionnaire,obtained quarterly reports of ERIDS usage, and interviewed staff personnel who support both systems. Thirty-seven supervisors andtraffic management coordinators participated in the simulation and provided questionnaire responses. In simulation, participantswere generally not faster to access information using ERIDS compared to paper reference manuals. However, our simulation waslimited in that all paper reference manuals were within reach of participants. In actual operations, ERIDS can be quickly accessed,whereas, it can take several minutes to find paper reference manuals. Interviews indicated that ERIDS can reduce the labor spent ondisseminating paper reference materials. [Taken from abstract]. This is a PDF file, so Adobe Acrobat software will be required in order to read it.

End-Around Taxiay Screen Evaluation

This provides access to a Federal Aviation administration (FAA) report DOT/FAA/AR-TN 06/59 by James W. Patterson dated March 2007. The Federal Aviation Administration (FAA) Airport Safety Technology Research and Development Section was tasked to design and evaluate an end-around taxiway (EAT) visual screen to mask aircraft using the EAT. This evaluation effort was conducted to investigate the most conspicuous material, configuration, pattern, color, and lighting methods that would make the EAT visual screen visible to pilots operating on a runway equipped with an EAT. The visual screen should be visible during both daytime and nighttime conditions and should be adaptable for use at airports that have already constructed, or are planning to construct, this type of taxiway.This report describes the research, development, and evaluation efforts that were performed to determine the best design characteristics for the visual screen. The evaluation was conducted through a series of comparative evaluations at the Atlantic City International Airport, including a final evaluation involving pilots of various aviation backgrounds.The results of this evaluation showed that a screen height of 13 feet was satisfactory; the color and size combination of a 12-foot-wide, red and white diagonal striping proved most effective; and that the use of engineering-grade reflective material prevents the need for additional external lighting to enhance screen visibility at night. Additional findings were made regarding effective access for emergency equipment and verification that the effectiveness of the screen was not degraded by tilting the screen surface 14 degrees to avoid interference with airport-based radar systems.Ninety-eight percent of the subject pilots involved ranked the proposed screen design as being effective in performing the function of masking an aircraft on the EAT. [Taken from abstract]. The full text of the report is available in PDF format from the online catalogue of the FAA William J. Hughes Technical Center Library.

European Aeronautics Science Network (EASN)

This is a three year funded project which aims to bring the European universities with aeronautics activities into an integrated network, operating in parallel with industry and the national research establishments. EASN has a Steering Committee representing partners to oversee the activities of the network, as well as a number of Interest Groups (IGs) addressing various thematic issues. There are 10 interest areas covering Flight Physics, Aerostructures, Propulsion, Aircraft Avionics Systems and Equipment, Flight Mechanics, Integrated Design and Validation, Air Traffic Management, Airports, Human Factors, and Innovative Concepts and Scenarios. Within these areas several Interest Groups have been established for Advanced Combustion Chambers, Ageing Aircraft, Crashworthiness and Structural Impact, Emission Minimizing Flight Operations, Fault Tolerant Systems, Increased Exploitation of Composites, Manufacturing Processes and Technologies of Aero-Engines, Risk Analysis Based LCE in Aeronautics, Surface Engineering Treatments, Vortical Structures and IG Innovative Contacts and Scenarios. The central element is an open, Internet based network that will enable communication between groups and will provide access to a database. The Network Database contains Information on the university institutes with their aerospace competence profiles, companies and organisations in the aerospace supply chain, research establishments and information on national aeronautics research programmes. The web site describes the network members and provides details of each of the regional contact points. It identifies R&T areas and Interest Groups and the Universities who are engaged in research activities in these areas. The site also provides news and a list of related links.

Evaluation of the Human Voice for Indications of Workload-Induced Stress in the Aviation Environment

This technical note (Number 2006-18) was published by the Eurocontrol experimental Centre in December 2006 and was written by M. Hagmueller, E. Rank and G. Kubin. This report gives a literature review of stress analysis from the human voice. While a special focus is on workload-induced stress and the special treatment of the avionic environment, a general overview of the analysis of speech under stress using a broader definition of stress is given as well. We discuss definitions of stress and workload and point out the relation between stress and human speech. We provide a summary of useful speech databases for workload-induced stress analysis. A discussion on speech signal features commonly used for stress analysis is the main part of this report. Research in the effect of workload-induced stress on speech signals has become a riveting issue recently, while it is still at an early stage. Current problems are the multitude of influence factors and the speaker dependence of the effects of stress on the speech signal. As speech has the advantage of being a medium naturally used in the air traffic control environment it seems to be worthwhile to further explore this approach on a long-term basis. [Taken from abstract]. The full text is available in PDF format so Adobe Acrobat software will be required in order to read it.

FAA Aerospace Medicine Online Library

The site provides access to information produced by the Civil Aerospace Medical Institute (CAMI). This is a special library primarily committed to serving the unique information needs of research staff. Although the primary focus of the collection is on aviation medicine, materials on human factors, engineering, management, and general reference are available. There are links to the full-text of Aerospace Medicine Technical Reports which lists aviation research reports from 1961 available in PDF format and indexes are available by subject and author.

FAA Human Factors Division

This Web site gives information about human factors research and applications as part of the National Plan for Civil Aviation Human Factors. The aim of the site is to provide information on human factors programs, products, and activities within government, academia, and industry. Information on STARS (Standard Terminal Automation Replacement System), the National Plan for Civil Aviation Human Factors and Human Performance Integrity are amongst the resources available

FAA National Aviation Research Plan

The National Aviation Research Plan (NARP) provides the R&D strategy and explains how the R&D program supports the near-term goals of the Flight Plan with the long-term goals of the NextGen Implementation Plan and Joint Program Development Office (JPDO).

The core program includes R&D in the areas of safety, airports, air traffic, environment, and commercial space transportation. The NextGen R&D program focuses on increasing capacity by three times current levels and, especially, on providing the safety and environmental solutions that will enable this increased capacity. JDPO focuses on longer-term NextGen operational improvements being addressed by other agencies.
The site includes the following resources:

• Conferences and events
• media and press releases
• newsletters
• Research & Technology
• technical reports (abstracts and selected full-text)
• large number of links to other related sites.

Factors Affecting the Communication of Status Information Between Technical Operations and Air Traffic Personnel

This provides access to a US Federal Aviation Administration (FAA) technical report DOT/FAA/TC-09/1 written by Vicki Ahlstrom, Robert Muldoon and Henry Dorsey dated February 2009. The purpose of this study is to identify and assess ways to improve communication of system status between two key groups withinthe Federal Aviation Administration: Technical Operations and Air Traffic. To accomplish this goal, researchers employedqualitative measures to examine a number of elements related to how these two groups communicate system status, includinginformation needs and methods of information transfer. Three major processes emerged that related to the communication of systemstatus: coordination, information transfer, and logging. The information needs and methods used for each process are different. Wepresent some common complications that may arise during communication of system status between the two groups as well as someconditions for successful communication. This study highlights the importance of a shared situational awareness for effectivecommunication and identifies several potential strategies for facilitating effective communication between Technical Operations and Air Traffic personnel. [Taken from abstract]. The full text is available in PDF format so Adobe Acrobat software is required in order to read it.

Fatigue Resource Directory (FReDi)

This resource is provided by the U.S. Department of Transportation. It is intended to provide access to information on resources which address the issue of fatigue in transportation. The site consists of a database of projects which is searchable by title, keyword and organisation or browseable by research, products or services. There are links to fatigue-related sites and also from within the FReDi database. Please note that this particular web site is maintained by NASA, rather than the DOT version.

Feasibility Study into the Collection of Human Error Probability Data

This technical report (2006-02) was published by the Eruocontrol Experimental Centre in February 2006 and was written by W. H. Gibson, B. Hickling and B. Kirwan. This study involved the collection and analysis of human error probability data from a real time simulation (RTS). These data were collected over three days of the CoSpace real time simulation held at Eurocontrol, Bretigny in November and December 2004. The trial included use of the Airborne Separation Assistance System (ASAS) and Arrival Manager (AMAN). The error types collected were communication errors and communication problems between controllers and pseudo-pilots, primarily based on the analysis and transcription of the voice recordings collected during the RTS. The study has shown that human error probability data can be collected from real-time simulations. If further data concerning other aspects of ATM human error can be collected this would create a sound basis for Human Reliability Assessment. It would also help to calibrate more subjective or relative human error estimates obtained from other methods such as expert judgement sessions. [Taken from abstract]. The full text is available in PDF format so Adobe Acrobat software will be required in order to read it.

Flight Attendant Fatigue, Part V : Comparative Study of International Flight Attendant Fatigue Regulations and Collective Bargaining Agreements

This provides access to a Federal Aviation Administration (FAA) Office of Aerospace Medicine report DOT/FAA/AM-09/22 written by J.O.Banks ...[et al] and dated November 2009. In 2008, Congress directed the Civil Aerospace Medical Institute (CAMI) to conduct follow-on studies of six recommendation areas noted in an integrated report by the National Aeronautics and Space Administration (NASA) and CAMI regarding flight attendant fatigue. The report concluded that some degree of fatigue-related performance affects were likely under current prescriptive rules. Internationally, fatigue risk is managed almost solely through prescriptive rules based on the maximum hours of work and minimum hours of rest. Traditional prescriptive rules, however, have limited applications to round-the-clock operations, often excluding fatigue-contributing factors such as time zone transitions, layover and recovery, time of day, and circadian rhythms (Cabon et al, 2009). Prescriptive rules directly affect crew scheduling and are critical to operator viability; however, due to economic recession, operators are routinely scheduling up to the regulation limits, which could result in an increased likelihood of fatigue and fatigue-related mishaps (Nesthus, Schroeder, Connors, et al., 2007). [Taken from abstract]. The full text is available in PDF format so Adobe Acrobat software is required in order to read it.

Flight Crew Reliance on Automation

This provides access to a UK Civil Aviation Authority Civil Aviation Paper, CAA Paper 2004/10, prepared by Simon Wood, Cranfield University, on behalf of the CAA's Safety Regulation Group, published 22 December 2004. This Paper reviews previous research examining flight crew dependence on automation, inappropriate crew response to automation problems and changes in manual flying skills. The study was restricted to the consideration of automation of the task of control of the flight path using an autopilot and a Flight Management System on a fixed-wing 'glass-cockpit' commercial aircraft. A taxonomy of failures was presented that was limited to four classes: Automation system failure, Programming errors, Organisation errors, and Design errors. This preliminary report is intended to provide clarification of areas of concern. The research indicated that there was much evidence to support the concern that crews were becoming dependent on flight deck automation. Furthermore, the new human task of system monitoring was made worse by the high reliability of the automation itself.The text is available in PDF format (249 Kb) from the CAA's publications web site.

Flight Deck Requirements for Airborne Spacing (Sequencing and Merging) : Volume 1

This working paper (EEC-206-004) was published by the Eurocontrol Experimental Centre in July 2006. This document describes the set of user requirements to implement an Airborne Separation Assurance System (ASAS) interface for sequencing and merging applications [1][2][3] within a flight deck. The user requirements for this system should cover: • The case of an integrated system within the existing interface of a cockpit simulator and/or flight deck, for example using the Multipurpose Control and Display Unit (MCDU) for data entry and the Navigation Display (ND) and/or Primary Flight Display (PFD) for display. • The case of a stand-alone system which could be used for retrofit on a flight deck and/or cockpit simulator. • The case of pseudo-pilot positions used to simulate traffic during ground real-time experiments. [Taken from abstract]. The full text is available in PDF format so Adobe Acrobat software will be required in order to read it.

Flight to the Future: Human Factors in Air Traffic Control

This is the full text of a book published by the National Academy Press in 1997. It is edited by Christopher D. Wickens, Anne S. Mavor and James P. McGee of the panel on Human Factors in Air Traffic Control Automation, of the National Research Council. It is possible to search the text of the book, or alternatively view a listing of chapters and select which one to view.

Flight Vehicle Integration Panel Working Group 21 on Glass Cockpit Operational Effectiveness

This is Research and Technology Organization (RTO) AGARD Advisory Report, AGARD-AR-349, dated April 1996. It was sponsored by the Advisory Group for Aerospace Research and Development. The members of AGARD FMP Working Group 21, representing aircraft manufacturers, research institutions and operational organizations, met over a two year period, 1993-1995 to address the following objective: Summarize the status of current cockpits, highlight their benefits and weaknesses, and provide guidance for future cockpit design. This report, the result of those meetings, is structured around the series of questions listed below: (1) What are the pilot and crew required to do to complete a mission successfully; (2a) What do the current glass cockpits consist of; (2b) What are some of the technological highlights and trends of these cockpits; (3) What new technologies are becoming available; (4) How can we tailor the cockpit to be the most suitable for the human operator; (5) How can and how does the use of glass cockpits change the required aircrew training process; (6) What are the key problem issues with the current design process and what suggestions can be made to improve it and; (7) What are the cockpit concepts being considered to improve the operational effectiveness of future aircraft. With consideration of the human factors issues in design as a major basis for this report, this document provides an in depth discussion of the cockpit of today's aircraft and can serve as a foundation upon which to develop a more optimized pilot-vehicle-system interface of tomorrow. Bibliographic details and an abstract are available in HTML format and the full text is available in PDF format (77 Mb)from the RTO's web site.

Frequency response functions and human pilot modelling

This is Research and Technology Organization (RTO) AGARD-R-580, dated March 1971. The Structures and Materials Panel of the NATO Advisory Group for Aerospace Research and Development (AGARD) comprises scientists, engineers and technical administrators, from industry, government and universities throughout NATO, concerned with advancing the status of aerospace research and development and with developing technical means and data for optimizing the vehicles and equipment of interest to NATO. The increasing complexity of modern aircraft arising from more stringent performance requirements - in terms of speed, range, altitude capability, manoeuvrability, etc. – have emphasized the critical importance of examining the inter-related facets of aircraft design and operation in a total, systems sense. The Panel, engaged through a number of cooperative projects in studying a variety of behaviour phenomena and establishing as solid a basis as possible for optimization of design and minimization of flight and structural problems, has been both aware of and concerned about these inter-relationships and, in a specific instance addressed itself to the question of interactions between handling qualities, static and dynamic stability, control and structural loads. In order to obtain a clearer picture of these interactions and their effects, it was decided that the state-of-the-art in transfer function (frequency response function) development should be assessed. This function ties together all the inter-related aspects of potential interactions between structural loads and the other subdisciplines of aeronautics. The following reports are one such result of the Panel decision. Bibliographic and abstract details are available in HTML format. A table of contents and the full text (8.98MB) of the document can be accessed online in PDF format. The document is contained in the RTO's Full Text Publication Library.

Fundamental Human Factors Concepts

This provides access to UK Civil Aviation Authority (CAA) publication Civil Aviation Paper CAP 719, sponsored by the Operating Standards Division, 15 February 2002. It was previously published by ICAO as Circular Number 216-AN/131. Human Factors Digest No. 1.

The scope of the document covers the following: the meaning and definition of human factors, a conceptual model of it, and clarification of common misconceptions, the industry need for human factors, the application of human factors in flight operations, and the levels of expertise required and the formal approaches to education.

The text is available in PDF format (293 Kb) from the CAA's publications web site.

Future of Air Traffic Control: Human Operators and Automation

This is the full text of a book published by the National Academy Press in 1998. It is edited by Christopher D. Wickens, Anne S. Mavor, Raja Parasuraman and James P. McGee of the panel on Human Factors in Air Traffic Control Automation, of the National Research Council. It is possible to search the text of the book, or alternatively view a listing of chapters and select which one to view.

General Aviation Pilot Behaviours in the Face of Adverse Weather

This web site provides access to an Australian Transport Safety Bureau Research and Analysis Report (B2005/0127) by Richard Batt and David O'Hare dated June 2005. Weather-related general aviation accidents remain one of the most significant causes for concern in aviation safety. Previous studies into the factors associated with weather-related general aviation occurrences have typically compared accident and non-accident cases. In contrast, this study does not concentrate on occurrence outcome. Instead, the emphasis is on the different behaviours that pilots exhibit in the face of adverse weather and, by inference, on the decision making processes that underlie those behaviours. The work of this study is based on a set of 491 aviation accident and incident reports drawn from the Australian Transport Safety Bureau (ATSB) occurrence database. The study compares three groups of pilots who differed in their response to adverse weather conditions encountered during their flight. [Taken from abstract]. The full text of the report is available in PDF format and is provided by the Australian Transport Safety Bureau web site.

Guidelines for the Use of Color in ATC Displays

This provides access to the the full text of 'Guidelines for the use of color in ATC displays', by K. Cardosi and D. Hannon, report number DOT/FAA/AR-99/52, 1999. This US Department of Transportation report has been produced by the Volpe Center's Operator Performance and Safety Analysis Division. It provides general guidance on the use of colour on air traffic control (ATC) displays. The report discusses how the effectiveness of colour displays can be assessed and provides an update on studies in progress about specific uses of colour. It provides a summary of what is known about the general benefits and limitations of the use of colour, the guidelines for its use in the cockpit, and the existing recommendations about using colour in ATC displays from air traffic organisations in other countries. The text of the report is available online in MS Word format.

Handbook of Human Performance Measures and Crew Requirements for Flightdeck Research

This technical report (DOT/FAA/CT-TN95/49) was produced by the Federal Aviation Administration (FAA) in December 1995, and was written by Albert J. Rehmann. Recognising that its studies required a standard measure of pilot/crew performance, the FAA commissioned the Crew System Ergonomics Information Analysis Center (CSERIAC) to identify current pilot/crew performance measures, and provide guidance materials on appropriate measures and pilot subject characteristics for their studies. This report outlines the results of this investigation, and concentrates on methods of measuring three key areas of human performance: workload, situational awareness, and vigilance. This is a PDF file [94 pages, 592k], so Adobe Acrobat software will be required in order to read it.

Human Behavior Representation in Constructive Simulation

This is a Research and Technology Organization (RTO) Technical Report RTO-TR-HFM-128, dated January 2009. In current military operational models, the human aspect is still often represented in a mechanistic way, bearing little resemblance to observations, as if all humans always act the same way in a situation much as a machine would. In reality, human behavior is not deterministic. Human behavior depends upon a complex set of human traits and states interacting with an equally complex set of environmental variables. Behavior is not a random effect, but neither is it deterministic. Behavior is the consequence of situational impact on the human pursuing goals moderated by personal traits and states in a partially observable environment. Without proper representation of behavior, and the reasons behind the behavior, the validity of the model may be seriously flawed, making its performance and predictions questionable. Although considerable progress has been made over the last several decades in modeling of cognitive processes, these models and modeling architectures have not been designed to solve operational problems. Conversely, operational architectures do not cope well with cognition and seldom reflect more than rudimentary human physical capabilities. The conceptual model for representation of the actions of personnel in military simulations that the HFM 128 study group is striving toward would have balanced capabilities for both the HF and operational aspects, while allowing for efficient and valid studies. A table of contents, and the full text of the document can be accessed online in PDF format. The document is contained in the RTO's Full Text Publication Library.

Human Consequences of Agile Aircraft

This web site provides access to a NATO Research and Technology Organization document titled: Human Consequences of Agile Aircraft, RTO-EN-012, March 2000. The report presents a number of papers presented as part of a lecture series. It evaluates the human factors implications for pilots of superagile flight, with specific reference to agile airframes and rapidly configurable systems. The citation and abstract information is in HTML format, and the full text is available online in PDF format (8 Mbytes).

Human Consequences of Agile Aircraft

This web site provides access to a Research and Technology Organization (RTO) Technical Report, RTO-TR-015, dated May 2001. The report was sponsored by the the RTO Human Factors and Medicine Panel (HFM). This report contains the following: While historically agile flight was first seen as an issue of airframe agility with a consequent emphasis on acceleration issues, there has been an evolution in the understanding of agility. WG 27 adopted WG 19's recommendations that airframe agility is only one aspect of agility which when combined with weapons agility and systems agility results in "operational agility." The experienced pilots that we interviewed saw a real operational need for agile aircraft. They consistently rated both high angle-of-attack/nose pointing and off-boresight missiles/helmet-mounted display/sight systems as very important capabilities. They denied physiologic problems related to acceleration or spatial disorientation, although their sorties to date have been with a clear sky, in active control. Experts predict an increase in both G-LOC and spatial disorientation mishaps in future agile aircraft. In particular, there are significant gaps in our understanding of the effects of multi-axis accelerations. With minimal constraints on angle-of-attack and expanded weapon launch envelopes, novel displays will be required that enable pilots to fly with references well beyond conventional fields-of-view. Intelligent interfaces, and automated subsystems will be required to help pilots cope with the tactical situation, while also maintaining situational awareness. Efficient controls are also needed to enable pilots to command and operate equipment quickly and accurately. The thrust-vectoring and post-stall operations should be fully integrated into the flight control system. Pilots still prefer controlling aircraft functions via HOTAS (hands-on-throttle-and-stick) although voice and gaze-based control may also be useful. Current pilot protection systems will be inadequate in an unconstrained flight envelope and during ejection. Both basic and applied research will be needed to ensure that the potential benefits of increased agility are realised. Bibliographic and abstract details are available in HTML format. A table of contents, and the full text of the document (8.2 Mbytes) can be accessed online in PDF format. The document is contained in the RTO's Full Text Publication Library.

Human Effects of Non-Lethal Technologies

This is a Research and Technology Organization (RTO) Educational Note RTO-EN-HFM-145, dated May 2008. Non-lethal weapons (NLW) are explicitly designed and developed to incapacitate or repel personnel, with a low probability of fatality or permanent injury. They should enhance the capability of NATO forces to achieve objectives such as to accomplish military missions and tasks in situations and conditions where the use of lethal force may not desired. In addition to preparation for the physical and physiological aspects of NLW use, there should be preparation for psychological effects, both for the target, bystanders, and the forces employing the NLW. While the effects of some non-lethal technologies (NLT) will be self-reversing, other effects may benefit by medical intervention to limit lethality and long-term effects. The availability of rapid medical treatment may be essential for enlarging the margin of safety and gaining the policy approval of some NLT. This Lecture Series aimed to bring this knowledge to practicing military medical personnel and to inform military operational personnel of the realities of these types of operations. Education, emphasizing the new developments, will improve the effectiveness of NLT use and reduce the number of potential undesired effects. By understanding the consequences on human beings, participants will be able to determine the true NLW capabilities. A table of contents, and the full text of the document can be accessed online in HTML format. The document is contained in the RTO's Full Text Publication Library.

Human Factors and Aviation Medicine

This bimonthly newsletter was one of the seven separate Flight Safety Foundation publications that were superseded by AeroSafety World in 2006. The primary concern of the newsletter was the physical and psychological conditions of pilots and how they influence flight safety. Each issue of the newsletter addresses a single topic. Articles from more recent issues may be viewed in PDF format. Older issues are available from 1988 and onwards.

Human Factors Assessment of the En Route Information Display System

This provides access to a US Federal Aviation Administration (FAA) technical report DOT/FAA/TC-08/12 written by Michael McAnulty, Randy Sollenberger, Anon Koros and Mark Hale dated December 2008. The Federal Aviation Administration is modernizing its en route air traffic control automation system, including an En RouteInformation Display System (ERIDS). ERIDS provides controllers with multiple types of information electronically via a 15-inchtouchscreen display at each airspace radar sector. It replaces paper documents that were shared by controllers at multiple sectors inan operations area. Researchers from the Human Factors Team – Atlantic City conducted the current study to assess the benefits ofthe fielded ERIDS and to identify any potential usability issues. The researchers collected questionnaire, simulation, interview, andobservation data at three Air Route Traffic Control Centers using paper documents and, again, at one of the centers after ERIDS wasfielded. All of the assessments of ERIDS indicate that controllers do not regularly obtain and use relatively static aeronauticalinformation, whether it is available in paper or electronic format. The study confirmed that ERIDS eliminates the problem of paperdocuments not being readily available, which is the most time consuming part of the information acquisition process. With ERIDS,the information is always available at the sector position. In addition, accessing Approach Plates, which is the most frequentlysought and highest rated type of information for safety and efficiency, is easy to do with ERIDS, unless the controller needs toswitch between two or more plates. The researchers recommend modifications to make ERIDS easier to use and suggest that a morethorough human factors evaluation. [Taken from abstract]. The full text is available in PDF format so Adobe Acrobat software is required in order to read it.

Human Factors Considerations for Passwords and Other User Identification Techniques Part 2: Field Study, Results and Analysis

This provides access to a Federal Aviation Administration (FAA) report DOT/FAA TC-06/9 by Kenneth Allendoerfer and Shantanu Pai dated January 2006. Within the Federal Aviation Administration (FAA) Air Traffic Organization (ATO), Technical Operations (TO) personnel ensure that the systems that make up the National Airspace System (NAS) function safely and effectively. TO personnel manage and maintain more than 44,000 pieces of NAS equipment and systems at over 6,000 facilities and locations. They work at many types of facilities including the National Operations Control Center (NOCC), Operations Control Centers (OCCs), Air Route Traffic Control Centers (ARTCCs), Terminal Radar Approach Control (TRACON) facilities, Air Traffic Control Towers (ATCTs), and Automated Flight Service Stations (AFSSs). The FAA employs a variety of user-identification techniques including knowledge-based techniques, such as passwords, token-based techniques (such as badge readers) to ensure that facilities, equipment, and personnel are secure. In 2004, the Technical Operations Services organization became increasingly concerned about the number of usernames, passwords, and tokens that to personnel were being expected to use. The NAS Human Factors Group conducted a field study to examine the human factors implications of user-identification techniques currently employed at field sites to prevent unauthorized access to NAS equipment and information technology systems. In this report, we present findings from the field study and provide recommendations that are specific to the TO users, tasks, and environment. These recommendations seek to improve the human factors of user-identification technologies and policies to improve the productivity, workload, and job satisfaction of TO employees. [Taken from abstract]. The full text is available in PDF format from the online catalogue of the William J. Hughes Technical Center Library.

Human Factors Considerations in the Design and Evaluation of Electronic Flight Bags (EFB's)

This provides access to a Federal Avaition Administration (FAA) report DOT/FAA/AR-03-67 by Divya C. Chandra dated September 2003. Electronic flight bags (EFB's)are coming into the flight deck, bringing along with them a wide range of human factors considerations. In order to understand and assess the full impact of an EFB, designers and evaluators require an understanding of how the device will function and be used by crews, how the device will interact with other flight deck equipment, and how training and operating procedures will be affected. The purpose of this report is to identify and prioritise guidance on these topics so that designers and evaluators can make informed choices. Much of the guidance in this document is general and applies to any EFB system regardless of the applications that are supported. Application-specific guidance is also provided for electronic documents, electronic checklists, flight performance calaculations and electronic charts. In addition, information on the rapidly changing and growing markets of EFB products is provided in Appendix A and a summary of high priority guidance for equipment evaluations is included in Appendix B. This document superceded the earlier Version 1 report (DOT-VNTSC-FAA-00-22) which is referenced in the Federal Aviation Administration Advisory Circular on EFB's, AC 120-76A. [Taken from abstract]. The full text of the report is available in PDF format.

Human Factors Criteria for Displays : A Human Factors Design Standard Update of Chapter 5

This technical report (DOT/FAA/TC-07/11) was produced by the Federal Aviation Administration (FAA) in May 2007 and was written by Vicki Ahlstrom and Bonnie Kudrick. This document contains updates and expands the design criteria and information on displays from the Human Factors Design Standard. A research team of human factors experts evaluated the existing guidelines for relevancy, clarity, and usability. Theydrafted new guidelines as necessary based on relevant sources, and they reorganized the document to increase usability. This resulted in extensive changes to the original document including the addition of new guidelines, sources, and topic areas. [Taken from abstract]. This is a PDF file, so Adobe Acrobat software will be required in order to read it.

Human Factors Design Standard

Published in June 2003 by the Federal Aviation Administation's National Airspace System (NAS) Human Factors Group, the HFDS is an exhaustive compilation of human factors practices and principles integral to the procurement, design, development, and testing of FAA systems, facilities, and equipment. The purpose of the HFDS is to provide a single easy-to-use source of human factors design criteria, oriented to the needs of the FAA mission and systems. An additional goal is to facilitate use of appropriate design criteria by organizing the document so that users can easily locate the needed information. The HFDS replaces and expands upon the Human Factors Design Guide (HFDG) published in 1996 and all HFDG chapter updates. It broadens the focus to include both air traffic and airway facilities systems and has been modified into a set of standards instead of a set of guidelines, providing a common source of FAA-specific design requirements. The text is available as a free mutli-platform download. The download contains the complete HFDS in Adobe Acrobat format, including all figures, tables, indexes, and glossaries. Users are requested to fill in an online survey form prior to downloading. The standard is also available as a CD ROM.

Human Factors Guidance for the Use of Handheld, Portable and Wearable Computing Devices

This technical report (DOT/FAA/CT-05/15) was published by the Federal Aviation Administration (FAA) in November 2005 and was written by Carolina Zingale, Vicki Ahlstrom and Bonnie Kudrick. This report provides human factors guidance for the selection and use of handheld, portable, and wearable computing devices, including personal digital assistants (PDAs), tablet computers, and, to a more limited extent, head-mounted display systems. These devices are becoming more common in the workplace. The Federal Aviation Administration (FAA) wanted to know if these devices would be beneficial to maintenance specialists. Human factors researchers from the William J. Hughes Technical Center were asked to identify the advantages and disadvantages of these devices. These systems require different usage guidelines than standard desktop computing systems because of their size, portability, human-computer interface (HCI) designs, and intended work environments. In this report, we discuss differences between different maintenance tasks and how these differences may affect the selection of an appropriate device. We summarize the advantages and disadvantages of common handheld, portable, and wearable systems, specifically focusing on areas such as device size, screen size and resolution, input method, one- or two-handed operation, and headsdowntime. [Taken from abstract]. This is a PDF file, so Adobe Acrobat software will be required in order to read it.

Human Factors in Aircraft Maintenance and Inspection

This provides access to a UK Civil Aviation Authority Publication Civil Aviation Paper CAP 718, 1st edition, 24 January 2002. This document is a reprint of the 1995 ICAO Human Factors Digest No. 12, and concerns human factors in aircraft maintenance and inspection. It has been republished by the CAA with permission from ICAO. (Note: The original ICAO HF Digests have now been merged into the ICAO Human Factors Training Manual published by ICAO in 1998). The text is available in PDF format (495 kb) from the CAA's publications web site.

Human Factors in the 21st Century

This web site provides access to a Research and Technology Organization Meeting Proceedings, RTO-MP-077, Paris, May 2002. The document contains papers presented at the RTO Human Factors and Medicine Panel (HFM) Specialists Meeting, held in Paris, France, 11-13 June 2001. The meeting was particularly concerned with Human Factors problems which have appeared since what is known as the Revolution in Military Affairs (RMA) dating from the end of the Cold War. The meeting was held in parallel with a workshop on decision making in the 21 century from 13 to 15 June 2001, organised jointly by the DGA (The General Armaments Delegation of the French Ministry of Defence), the ONRIFO (Office of Naval Research Field Office) and the company THALES. Bibliographic and abstract details are available in HTML format. A table of contents, and the full text (2.94 Mbytes) of the document can be accessed online in PDF format. The document is contained in the RTO's Full Text Publication Library.

Human Factors in the International Certification of Transport Category Aircraft

This is the full text of a paper presented at the Third Global Flight Safety and Human Factors Symposium, which was held in Auckland, New Zealand in April 1996. It is made available on the Web by the Industry CRM Developers Group, who exist to facilitate development of crew resource management and human factors resources and products.

Human Factors Issues in Aircraft Maintenance and Inspection

This page provides access to a selection of full text documents published by the Federal Aviation Administration Human FActors in Aviation Maintenance and Inspection research programme. Documents available include research reports from 1997, the Human Factors Guide for Aviation Maintenance and Inspection version 3.0 (1998), the FAA/AAM Human Factors in Aviation Maintenance and Inspection Research Phase Reports (1991-1999), Human Factors Issues in Aircraft Maintenance and Inspection Meeting Proceedings (1989-1998), Strategic Program Plan 1998, the National Transportation Safety Board Maintenance Accident Report Infobase, research reports published 2000 and 2001, a bibliography of publications 1989-1998 and the Powerpoint presentations from the Advances in Aviation Safety Conference and Exposition, 2000.

Human Factors Job Aid

Updated in March 1999, the purpose of the Human Factors Job Aid is to serve as a desk reference for human factors activities within the acquisition management process. The emphasis is primarily on systems and software, but the Aid is also applicable to services acquisitions. It covers the holistic management of the program, methods for identifying the human factors requirements, and conducting system integration, testing and evaluation. It is produced by the Human Factors branch of the Federal Aviation Administration (FAA). This page provides access to an HTML version of the guide, which is presented in the form of a table of contents. The document is also available from this page as a downloadable PDF file so the Adobe Acrobat software will be required in order to read it.

Human Factors NAC Symposium Report

This is a report on the Foresight Defence, Aerospace and Systems Panel's Human Factors National Advisory Committee's 1st Public Symposium, dated February 2001. The objectives of the symposium were. to increase awarenesss of the importance of human issues to the UK economy, to diusseminate the work of the National Advisory Committee, and to seek contributions to committees work via a number of working groups. The text of the report is in PDF format. Access is also provided to a set of supporting presentation slides (MS Powerpoint) Part 1; Part 2; Part 3A and Part 3B; Part 4; Part 5 and Part 6.

Human Factors Planning Guidelines

This document is produced by the Federal Aviation Administration (FAA) and is intended to provide guidance in planning a Human Factors Program. The six chapters include comments on the process of planning a Human Factors Program, and the contextual environment in which it is placed. The possible content of the program is also discussed, and further information sources and FAA support contacts are also included. The document concludes with a planning checklist. This is a PDF file, so Adobe Acrobat software will be required in order to read it.

Human Factors Requirements for En Route Controller Weather Displays

This provides access to a US Federal Aviation Administration (FAA) technical report DOT/FAA/TC-08/1 written by Ulf Ahlstrom and dated April 2008. Adverse weather conditions affect flight operations, overall, but are especially hazardous to general aviation (GA) aircraft. Theprimary weather hazards are icing, convective activity (i.e., thunderstorms), and reductions in ceiling/visibility. Because ofinformation shortcomings in current en route operations, this research proposes weather display concepts for convective activity,ceiling/visibility, and icing information that meet controller needs. Our weather displays do this by providing operationally usefulinformation that effectively enables the controller to transfer hazard information to the pilot. In addition to the weather displays, ourconcept involves an automated support system that tracks GA aircraft and hazardous weather areas. When the automated systemdetects a future conflict with an aircraft and a hazardous weather region (i.e., no-go area), the system alerts the controller about theaircraft and the hazard. Once alerted, the controller can either inform the pilot about the location and extent of the hazard (therebyenhancing cockpit decision making) or the controller can execute necessary weather avoidance actions. Taken together, the weatherdisplays and automation support tool could work towards a reduction in weather-related GA accidents and provide information thatenhances cockpit decision making. [Taken from abstract]. The full text is available in PDF format so Adobe Acrobat software is required in order to read it.

Human Factors Survey of Aviation Technical Manuals Phase 1 : Manual Development Procedures : Interim Report

This provides access to a Federal Aviation Administration (FAA) report, DOT/FAA/AR-01/43, by Alex Chaparro, and Loren S. Groff, dated August 2001. This is the first part of a three phase study. It examines aviation industry procedures for developing maintenance technical data. The report's findings have revealed three significant maintenance technical data issues: inconsistent development process guidelines, reactive rather than proactive response to user feedback, and inadequate assessment of errors involving usability as opposed to accuracy. The full text of the report is available in PDF format, from the online catalogue of the FAA William J. Hughes Technical Center Library.

Human Factors

This is a European Aviation Safety Agency (EASA) Notice of Proposed Amendment (NPA) No 15/2004 consultation document. The purpose of this NPA is to propose amendments to the annex to Decision No. 2003/2/RM on the certification specifications, including airworthiness codes and acceptable means of compliance, for large aeroplanes (CS-25) relating to human factors. It provides recommendations for the design and evaluation of controls, displays, system behaviour, and system integration as well as design guidance for error management. It is not intended to provide a full roadmap for consideration of equipment design used by the flight crew related to human performance. The deadline for comments on the EASA NPA is 22 February 2005. The text of the document is available in PDF format from the EASA web site.

Human Systems Information Analysis Center (HSIAC)

This is the Web site of the Human Systems Information Analysis Center (HSIAC), previously called the Crew System Ergonomics Information Analysis Center (CSERIAC). The Centre is a US Government venture located at Wright-Patterson Air Force Base and is concerned with crew system ergonomics and human systems technology. The site provides background information about its mission, services and products. Full text access to 'Gateway Newsletter' is available free of charge. This is a quarterly publication which deals with issues in the area of human factors and ergonomics. The site also contains links to related Web pages.

Human Visual and Tactile Ice Detection Capabilities under Aircraft Post Deicing Conditions

This technical report (DOT/FAA/TC-06/21) was published by the Federal Aviation Administration (FAA) in February 2006 and was written by Edmundo A. Sierra, Jr., Kimberlea Bender, Isabelle Marcil, John D’Avirro, Edward Pugacz and Frank Eyre. Human Visual and Tactile ice detection capabilities while inspecting deiced aircraft surfaces have not been quantified. This report includes the findings of a human ice detection performance test conducted in April 2005 by the FAA Office of Aviation Research, Flight Safety Branch (William J. Hughes Technical Center) and Transport Canada, Transportation Development Centre. Six male deicers from AeroMag 2000 at Montreal Pierre Elliot Trudeau International Airport participated in the experiment. We used PMG Technology’s cold chamber in Blainville, Quebec, Canada to create an environment whose temperature was -5° C with 92% humidity. Ice samples were created by APS Aviation on either white painted or unpainted aluminum panels, as either a 315 cm2 circular patch or fully covering the panel, with thicknesses ranging from .2 mm to 1.2 mm. All of the test samples were covered with aircraft deicing fluid. We used a two-alternative forced-choice procedure in which each participant observed two panels in sequence, and then indicated on which of the two panels ice was present. The data showed that participants were 1) unable to visually detect ice less than .8 mm thick when it was in the shape of a patch and on a painted white panel; 2) unable to visually detect ice 1.2 mm thick when it covered the entire panel; and 3) participants could easily detect ice of any thickness using a tactile check. [Taken from abstract]. This is a PDF file, so Adobe Acrobat software will be required in order to read it.

Human-in-the-Loop Evaluation of an Integrated Arrival/Departure Air Traffic Control Service for Major Metropolitan Airspaces

This provides access to a US Federal Aviation Administration (FAA) technical report written by Carolina Zingale, Todd Truitt and Michael McAnulty dated March 2008. The increasing number of U.S. air flights has placed a severe strain on the National Airspace System (NAS), especially airspacesurrounding major metropolitan areas. In a recent study, Truitt, McAnulty, and Willems (2004) tested and found benefits inprocedures designed to address some of the pressures around New York airspace. The procedures included extending terminallateral separation standards (3 nm) and procedures (diverging courses) into en route airspace as well as collocating terminal and enroute facilities to promote more effective communication and coordination. The Integrated Arrival/Departure Air Traffic ControlService, termed the Big Airspace (BA) concept, applies these procedures to other busy areas and includes the use of Area Navigation(RNAV) routes as well as dynamic resectorization to make airspace boundaries more flexible. Twenty-four controllers from enroute and terminal facilities participated in a simulation that compared a baseline (BL) condition using current airspace standardsand procedures to two BA conditions. In one condition, en route and terminal participants managed traffic in the same control room,and in the other condition they worked as if in separate facilities. Overall, the results provided support for the BA concept. Theaircraft moved through the arrival corridor more efficiently in the BA conditions than in the BL condition, and participants madefewer ground-ground transmissions and issued fewer altitude and heading clearances. Subjective ratings of performance, situationawareness, and the ability to move traffic through the sector were also higher in the BA conditions. [Taken from abstract]. The full text is available in PDF format so Adobe Acrobat software is required in order to read it.

Humans in Complex Engineering Systems : Sharing Good Practice Workshop

In January 2001 the Royal Academy of Engineering published a report entitled Risks Posed by Humans in the Control Loop. A working group studied the interface between complex systems involving sophisticated technology and their human controllers. "Human error" is the most commonly identified cause of accidents involving such systems and there is often debate on the extent to which poor design of the interface was a contributory factor. The study looked across a wide range of sectors. It focused on the design of the interfaces. Do they generally make best use of the respective strengths of humans and machines? It also took into account the organisational and support systems for the human controllers. The key recommendation of the report was that there should be much more exchange of experience and practice across sectors and that this should lead to the identification and implementation of best practice, and a workshop was organised. Published by the Royal Academy of Engineering in 2004, this site provides a transcription of the presentations given at this workshop, along with the slides used.

ICAO English Language Proficiency Rating Scale Applied to Enroute Voice Communication of U.S. and Foreign Pilots

This provides access to a Federal Aviation Administration (FAA)Office of Aerospace Medicine Report DOT/FAA/AM-09/10 written by O. V. Prinzo and A. C Thomson dated May 2009. This report examined the language proficiency among these controllers and pilots by applying the International Civil Aviation Organization (ICAO) language proficiency scales to the messages of pilots flying U.S. - and foreign-registry aircraft. The previously identified communication problems were re-examined and rated according to ICAO’s six dimensions of language proficiency (pronunciation, structure, vocabulary, fluency, comprehension, interaction) by a certified rater. Each dimension receives a grade ranging from 1 (Pre-Elementary) through 6 (Expert). Approximately 94% of the pilots received an overall language proficiency rating (LPR) of 5 (Extended) because one or more of their utterances was graded Extended. The remaining 13 pilots’ LPR was 4 (Operational), 12 of whom flew Foreign-Other registry aircraft. Among U.S. English communication problems, 50% were RBEs, and 33% were RfR. Foreign-Other communication problems were 57% RfR, 44% of which were made by pilots with an overall rating of Extended. Furthermore, 21.4% of the Foreign-Other communication problems were RBEs, and 14.3% were from pilots with an overall LPR of Extended. CONCLUSIONS: ICAO requires its Contracting States to test their aviation personnel for language proficiency. Failure to reach the Expert level will require retesting at least once every 3 years if the test results place the pilot at Operational or every 6 years if Extended. This standard is designed to improve the ATC communication process and is likely to reduce the incidence of miscommunications. [Taken from abstract]. The full text is available in PDF format so Adobe Acrobat software is required in order to read it.

Ice Shape Scaling for Aircraft in SLD Conditions

This provides access to a US Federal Aviation Administration (FAA) technical report DOT/FAA/AR-07/55 written by David Anderson and Jen-Ching Tsao dated December 2008. This paper has summarized recent NASA research into scaling of SLD conditions with data from both SLD and Appendix C tests. Scalingresults obtained by applying existing scaling methods for size and test-condition scaling will be reviewed. Large feather growth issues,including scaling approaches, will be discussed briefly. The material included applies only to unprotected, unswept geometries. Within thelimits of the conditions tested to date, the results show that the similarity parameters needed for Appendix C scaling also can be used forSLD scaling, and no additional parameters are required. These results were based on visual comparisons of reference and scale ice shapes.Nearly all of the experimental results presented have been obtained in sea-level tunnels. The currently recommended methods to scale modelsize, icing limit and test conditions are described. [Taken from abstract]. The full text is available in PDF format so Adobe Acrobat software is required in order to read it.

Identifying and Mitigating the Risks of Cockpit Automation

The site provides access to an Air University Air Command and Staff College Research Report, by Major Wesley A. Olson, USAF, AU/ACSC/138/2000-04, dated April 2000. This paper provides a brief summary of the direct costs associated with automation. It is intended to provide a framework for designers, managers, and pilots in implementing measures to mitigate these costs. The focus is on automation issues arising from studies of transport aircraft. The text of the paper can be accessed in PDF format, and is one of the Student Research Studies available from Air University's Research Web.

Impacts of Australian Transcontinental 'Back of Clock' Operations on Sleep and Performance in Commercial Aviation Flight Crew

This web site provides access to an Australian Transport Safety Bureau Research and Analysis Report B20050121 published in March 2007. This aim of the study was to provide objective data to inform fatigue risk-management processes by determining the quantity and quality of sleep obtained by airline pilots during transcontinental back of clock operations, and any changes to subjective fatigue and neurobehavioural performance during these sectors. Typical transcontinental back of clock route pairings involve a departure close to midnight Perth local time, with a dawn arrival into an East-coast city such as Melbourne, Sydney or Brisbane. In many instances this first sector is followed by a second sector to another east-coast destination, with sign-off at approximately 0900 Eastern Standard Time. Data were collected by participants during a two-week period of a normal rostered flying for an airline. During each of the 14 days of data collection, participants were required to undertake the following: 1) Wear an activity monitor wristwatch 7 days prior to, and 6 days after, a transcontinental back of clock flight; 2) complete sleep and duty diaries, which record time of sleep, subjective alertness, and time of duty; and 3) complete a simple 5-minute Psychomotor Vigilance Task (reaction time task) during the cruise of each sector, and three times on non-flying days. The results of this study suggest that Australian transcontinental back of clock operations, as operated by the airline involved in this study, differed significantly from a baseline sample of daytime duty periods in a number of important areas with respect to prior sleep, neurobehavioural performance, and subjective fatigue. While there were some significant differences in sleep and subjective fatigue as a function of a single transcontinental sector of back of clock flying, these differences were, on average, of a magnitude that was unlikely to impact on flight crew performance and overall safety. However, when a primary transcontinental sector is followed by an additional east-coast sector, there is evidence of reduced prior sleep, impaired neurobehavioural performance, and high levels of subjective fatigue. [Taken from abstract]. The full text is avilable in PDF format so Adobe Acrobat software will be required in order to read it.

In-Flight Advisor, Phase 1 : Final Report

This provides access to a Federal Aviation Administration (FAA) report, DOT/FAA/AR-99/67, by Ellen Bass and others, dated December 1999. The report examines the feasibility of using artificial intelligence (AI) to alert the crew of potential emergency situations before they actually occur. The full text of the report is available in PDF format, from the online catalogue of the FAA William J. Hughes Technical Center Library.

Index of International Publications in Aerospace Medicine : Final Report

This provides access to a Federal Aviation Administration (FAA) report, DOT/FAA/AM-01/15, by Melchor J. Antu�ano and Katherine Wade, dated August 2001. The Index of International Publications in Aerospace Medicine is a comprehensive listing of international publications in clinical aerospace medicine, operational aerospace medicine, aerospace physiology, environmental medicine/physiology, diving medicine/physiology, aerospace human factors, as well as other topics directly or indirectly related to aerospace medicine. The full text of the report is available in PDF format, from the online catalogue of the FAA.

Individual and Group Approaches to Human Error Identification Volume 1

This technical note (number 08 Volume 1) was published by the Eruocontrol Experimental Centre in July 2003 and was written by S. Shorrock. This report gives an overview of an independent comparison of two human error analysis techniques - HAZOP and TRACEr-lite - for three projects: Co-space, Time Based Separation and CORA 2. The report presents the high-level findings of the Co-space study and compares the performance of the techniques over all three applications. Example recommendations are provided for the projects and for the implementation of the techniques in EUROCONTROL. An Annex Note detailing all of the analysis, as well as the high-level findings for Time Based Separation and CORA 2, accompanies this main report. [Taken from abstract]. This is available in PDF format so will require Adobe Acrobat software in order to read it.

Individual and Group Approaches to Human Error Identification Volume 2

This technical note (number 08 Volume 2)was published by the Eurocontrol Experimental Centre in July 2003 and was written by S. Shorrock. This report gives an overview of an independent comparison of two human error analysis techniques - HAZOP and TRACEr-lite - for three projects: Co-space, Time Based Separation and CORA 2. The report presents the high-level findings of the Co-space study and compares the performance of the techniques over all three applications. Example recommendations are provided for the projects and for the implementation of the techniques in EUROCONTROL. An Annex Note detailing all of the analysis, as well as the high-level findings for Time Based Separation and CORA 2, accompanies this main report. [Taken from abstract]. This is available in PDF format so Adobe Acrobat software will be required in order to read it.

Individual and Group Approaches to Human Error Identification

This technical note (Number 2003-8) was publsihed by the Eurocontrol Experimental Centre in July 2003 and was written by S. Shorrock. This report gives an overview of an independent comparison of two human error analysis techniques - HAZOP and TRACEr-lite - for three projects: Co-space, Time Based Separation and CORA 2. The report presents the high-level findings of the Co-space study and compares the performance of the techniques over all three applications. Example recommendations are provided for the projects and for the implementation of the techniques in EUROCONTROL. An Annex Note detailing all of the analysis, as well as the high-level findings for Time Based Separation and CORA 2, accompanies this main report. See seperate entry for Annexe. [Taken from abstract]. This is in PDF format so Adobe Acrobat software will be required in order to read it.

Individual and Group Approaches to Human Error Identification: Annexe

This is the Annexe to technical note (Number 2003-8) published by the Eurocontrol Experimental Centre in July 2003 and written by S. Shorrock. The full text is in PDF format so Adobe Acrobat software will be required in order to read it.

Individual Differences in the Adaptability to Irregular Rest-Work Rhythms/Status of the Use of Drugs in Sleep-Wakefulness Management

This site provides access to a Research and Technology Organization Meeting Proceedings, RTO-MP-031, Paris, March 2000. These proceedings include the Technical Evaluation Report, two Keynote Addresses and 20 solicited papers of the Workshop sponsored by the NATO Human Factors and Medicine Panel and held at the Scuola Navale Militare Francesco Morosini" in Venice, Italy, from 3-4 June 1999. NATO Contingency Operations provide new challenges to military personnel's health, safety and performance. In fact, these operations are commonly characterized by the need for effective performance at any time of the day or night. There is a growing body of knowledge pointing to the existence of important individual psychophysiological differences that may enable some individuals to better adapt to irregular rest-work rhythms. Furthermore, selected categories of drugs may be employed in operational conditions. The purpose of this Workshop was to address both the individual difference implications during irregular sleep-wake regimens and the state of the art in the pharmacological management of sleep-wake rhythms. The papers addressed the individual difference implications in: a) sustained and continuous operations; b) flash adaptation to shift work and to new time zones; c) tendency to fall asleep; d) sleep deprivation; e) polyphasic rest-work schedules and napping strategies; f) sleep inertia. In addition, the papers also addressed the usefulness in operational settings of: a) bright light therapy; b) melatonin therapy; c) hypnotics to promote sleep; d) stimulants to sustain performance. These proceedings will be of interest to those who are concerned with the sleep-wake management of personnel in air, sea and land operations; to aerospace scientists, as well as to people working in the field of applied sleep research, wanting an updated review of relevant research in the field of individual difference implications and the pharmacological/non-pharmacological management of irregular rest-work schedules. Bibliographic and abstract details are available in HTML format. A table of contents, and the full text (12Mbytes) of the document can be accessed online in PDF format. The document is contained in the RTO's Full Text Publication Library.

Industrial Priorities for Human Factors Research in UK Defence and Aerospace : 2nd Report of the Human Factors National Advisory Committee

The Human Factors National Advisory Committee (HF NAC) is one of a number of NACs established by the Foresight Defence, Aerospace and Systems Panel to focus on key technologies critical to UK wealth creation in the field of aerospace and defence. The NACs seek to identify research priorities for industry, areas of common interest between UK research programmes, areas of overlap in programmes, and gaps in activity and funding. This second report by the HF NAC concentrates on presenting priorities for national research in human factors, and attempts to look into the future to try to identify trends likely to shape the future marketplace. The text of the main body of the report (171,571 bytes), as well as the annexes (97,308 are available in PDF format.

Institution of Electrical Engineers (IEE) Aerospace Professional Network

The IET is one of the world’s leading professional societies for the engineering and technology community, with more than 150,000 members in 127 countries and offices in Europe, North America and Asia-Pacific. The IET provides a global knowledge network to facilitate the exchange of ideas and promote the positive role of science, engineering and technology in the world. The Society of Telegraph Engineers formally came into existence on 17 May 1871. Since then the organisation has evolved and broadened its scope reflecting changes in technology. The Institution of Electrical Engineers, as it was from 1889, became the Institution of Engineering and Technology in 2006. The IET Archives holds the Institution’s records as well as deposited collections from the 14th century. The IET Library, founded in 1880, holds over 65,000 publications in engineering, science and technology. The site includes editorials, latest news, an online library, information about projects, events and training, a discussion forum and contact information. Some of the information is only available to registered users.

Integrated Tower Working Position : Functional Requirements

This technical report 2009 010 was published by the Eurocontrol Experimental Centre in March 2009 and written by S. Dubuisson and R. Lane. This document is the deliverable D1 of the ITWP Requirements and Validation project. The objective ofthis document is to develop commonly agreed functional specifications and associated HMI requirements that cover the operational and human factors aspects to be supported by ITWP. The document covers both the basic and advanced (e.g. safety support tools, routing, data link, vehicle management) functionalities identified during the development of ITWP. [Taken from abstract]. The full text is available in PDF format so Adobe Acrobat softwareis required in order to read it.

Integrated Tower Working Position : HMI Solution Specifications

This technical report No.2009 011 was published by the Eruocontrol Experimental Centre in March 2009 written by S. Dubuisson and R. Lane. This document is the deliverable D2 of the WP2 of ITWP project in 2008. It is the update of the deliverable HMI solution design V2 (see [Ref. 1] ). The objectives of this document is to describe the EUROCONTROL ITWP solution (release: TWR based on the eDEP, 28th Nov. 2008). It must be emphasized that the EUROCONTROL design supports a specific solution (i.e. other solutions are possible). Particular attention has been put to facilitate the update and traceability of modifications throughout the ITWP development lifecycle and ease the integration of new functionality that will be developed in 2008 and covered in future releases ITWP documentation. [Taken from abstract]. The full text is available in PDF format so Adobe Acrobat software is required in order to read it.

Internet for Aeronautical Engineering

Produced by information specialists at Cranfield University, this is part of the Intute Virtual Training Suite (VTS), an initiative designed to teach Internet information skills to the UK Higher Education community. However, the free tutorial is potentially useful to everybody who wishes to improve their subject knowledge of aerospace and defence on the Internet. It takes the form of a "teach yourself" tutorial and includes quizzes and exercises for learners to test their knowledge. It has four main components - a 'Tour' of useful high quality Web sites, 'Discover' gives tips on how to improve searching skills, 'Judge' emphasises the need for critical evaluation of information on the Internet and 'Success' offers practical examples of people using the Internet successfully.

Interpretation of Measured Alcohol Levels in Fatal Aviation Accident Victims

This web site provides access to an Australian Transport Safety Bureau Research Analysis Report by Dr. Shelley Robertson dated January 2005. The determination of blood ethanol concentration in a deceased pilot is an important part of the accident investigation. The finding of an elevated blood alcohol level in such a case may have significant implications, both medico-legal and social. It is therefore important to ensure that the finding of an elevated blood alcohol concentration is valid. It is known that micro-organisms involved in the process of putrefaction after death can produce alcohol, usually a mixture of ethanol and other volatile substances. This process occurs when a body is not refrigerated soon after death and is hastened by environmental conditions such as high temperatures and when the body has been traumatised. Older methods of analysis could not distinguish between ethanol and mixtures of other volatile compounds. Current methodology (gas chromatography) can isolate ethanol and identify other substances. There is a range of specimens in which ethanol can be measured. Their suitability for analysis can be determined by microbiological studies although this would not be routinely performed in most laboratories. Medico-legal and forensic implications are associated with a �blood alcohol concentration�.49 It therefore seems most useful to measure the ethanol level in a specimen of blood, but this may not always be available depending on the state of the body. Vitreous is the next specimen of choice, and valid conclusions regarding the ingestion of alcohol can usually be made based on the results of its analysis. Urine analysis may also be helpful, particularly in conjunction with blood and vitreous. Comparison of levels of these three specimens is probably the ideal means of interpreting blood alcohol concentrations. If none of these specimens is available, resort can be made to other organ and tissue samples but there are difficulties in both methodology and interpretation of results relating any alcohol present to ingested ethanol. Ethanol in gastric contents generally indicates recent ingestion, but the rapid absorption of ethanol and post-mortem diffusion from the stomach may limit the usefulness of analysis of gastric contents. The presence of volatile compounds in addition to ethanol (seen by gas chromatography methods) may suggest post-mortem production by micro-organisms but also needs to be interpreted cautiously. It is possible to measure parameters which are associated with or indicate ethanol consumption. These are qualitative only and do not enable the blood ethanol concentration to be calculated or estimated. They have applications in a clinical setting where they address the issue of alcohol consumption in previous days. This is not usually the main issue in a fatal aviation accident investigation, where the �bottle to throttle� rule applies, and the issue is what factors were influencing the pilot�s capacity to fly the aircraft. Two of these measurements, ethyl glucuronide and the 5-HTOL: 5-HIAA may have some application in the future of fatal aviation accident investigation but they are not currently performed routinely. [Taken from abstract]. The full text of the report is available in PDF format and is provided by the Australian Transport Safety Bureau web site.

Introduction to Human-in-the-loop Experiments and Statistical Analysis

This technical report (2006-07) was published by the Eurocontrol Experimental Centre in June 2006 and was written by Monica Tavanti. This document constitutes an input to a larger project that aims to propose and evaluate Augmented Reality (AR) tools for towers. One of the objectives of the project is to empirically evaluate the acceptability and usability of the AR technologies, with controlled experiments. Thus, this document intends to provide a general introduction on hypothesis testing, based on lessons learned during earlier experiments, on how to plan, design and carry out simple experiments. This document was essentially written for students and for readers with very little knowledge of the topic. The content is simple and basic. All technical notions are fully explained and priority is given to practical suggestions rather than to theoretical explanations. [Taken from abstract]. The full text is available in PDF format, so Adobe Acrobat software will be required in order to read it.

Italian Aerospace Research Centre

This is the homepage of the Italian Aerospace Research Centre (CIRA), a non-profit making research consortium which carries out the Italian National Aerospace Research Programme (PRORA). The site gives an introduction to the organisation and the scientific and the educational areas covered. It describes CIRA's aerospace activities (which include fluid dynamics, air structures, flight systems and computer science) and testing facilities (which include a plasma wind tunnel, an icing wind tunnel, a transonic research wind tunnel and an aerospace structures impact facility. The projects area of the site describes work being carried out on unmanned aerial vehicles and unmanned space vehicles. The educational area covers topics such as flight safety, pssengers comfort, air transportation and access to space. The general support area provides access to the Library Catalogue. The CIRA Newsletter is also available.

Kingdom in the Sky - Earthly Fetters and Heavenly Freedoms : The Pilot's Approach to the Military Flight Environment

This web site provides access to a NATO Research and Technology Organization (RTO) document, RTO AGARDograph 338, July 2000; prepared by V.Ponomarenko et al, sponsored by the Human Factors and Medicine panel (HFM) of RTO. This publication presents a view of the psychology of pilots from a Russian perspective. It covers a number of topics including: flight hazards; the impact of aircraft accident investigations on flight crew; human factors and flight safety; ergonomics; and aspects of aerospace medicine. Bibliographic and abstract details are available in HTML format. A table of contents, and the full text (12.5 Mbytes) of the document can be accessed online in PDF format. The document is contained in the RTO's Full Text Publication Library.

L-853 Cylindrical Runway and Taxiway Retro-Reflective Markers Study

This provides access to a Federal Avaition Adinistration (FAA) report DOT/FAA AR-4/10 by Holly M. Cyrus dated June 2004. This report describes the evaluation of L-853 cylindrical retro-reflective markers that are used on airports to increase night identification of runway edges, centerline, and taxiway edges. Approved retro-reflective markers use either retro-reflective sheeting or tape, which are mounted on plastic-molded material that are cylindrical or flat surfaces. The minimum standard size for a cylinder-mounted marker is 96 square inches. This evaluation was performed to determine if increasing the standard size to 200 square inches would improve the markers� conspicuity to aircraft and ground vehicles and to determine if the location of aircraft-mounted landing lamps have any effect on the visibility of the retro-reflective markers. Based on the results, it was determined that 96-square-inch retro-reflective material is adequate. The results of this study also indicated that aircraft landing lamps mounted closer to the observer�s eye gave the best visibility of the retro-reflective markers, whereas the aircraft landing lamps mounted at the wing tips gave the worst visibility of the retro-reflective markers. [Taken from abstract]. The full text of the report is available in PDF format from the online catalogue of the FAA William J. Hughes Technical Center Library.

Land and Hold Short Operations Lighting Control Study

This technical report (DOT/FAA/AR-TN07/60) was produced by the Federal Aviation Administration (FAA) in January 2008 and was written by Renee N. Frierson, Donald W. Gallagher and Nelson Brown. The International Civil Aviation Organization (ICAO) has suggested using a continuously illuminated bar of red in-pavement lights at Land and Hold Short Operations (LAHSO) locations; however, the United States currently uses a pulsingbar of white in-pavement lights. Since a bar of red lights usually means a go-no-further signal to a subject pilot, the ICAO suggested system would need to be automated to indicate between LAHSO and non-LAHSO operations. The purpose of this effort was to determine the critical flight situations, from the subject pilots viewpoint, under which the LAHSO red light bar must be on and off during high-capacity operations at an airport. The objectives of the evaluation were to (1) determine the appropriate clearance distance, 1 nautical mile (nm) versus 2 nm, under which the LAHSO red light bar should be turned on and off; (2) determine if there were any differences in the landing distance when clearance to land was given at 1 or 2 nm; (3) determine the subject pilot’s reaction under malfunction(s) of the LAHSO red light bar; and (4) determine if subject pilots considered the LAHSO red light bar to be an effective visual presentation for communicating a go-no-further boundary. The evaluation was conducted at the Federal Aviation Administration Mike Monroney Aeronautical Center using the Boeing 737-800 simulator. Twenty-five subject pilots that were rated in a B-737-800 aircraft and familiar with the simulator participated in the study. Each subject pilot was presented with ten different scenarios alternating between LAHSO and non-LAHSO clearances, with eight reflecting normal operations and two reflecting malfunctions deviant from normal operations. Malfunction scenarios were added to test any potential mishaps that may be encountered with an automated system. All test scenarios were conducted in visual flight rule conditions during dusk and night. The entire setup and testing of the system took approximately a year and a half to complete. The results indicated that 44% of the subject pilots expressed concern about not receiving clearance during 1-nm clearance scenarios with a possible conflicting state of the LAHSO red light bar. All subject pilots were comfortable with the 2-nm clearance scenarios regardless of the state of the LAHSO red light bar. There were no significant differences between 1- versus 2-nm clearance and landing distances. Regarding the malfunction scenarios, all subject pilots viewed the illumination of the automated LAHSO red light bar and considered the change of state as a change of clearance from non-LAHSO to LAHSO. When the LAHSO red light bar was off, all subject pilots maintained that they were still under a LAHSO clearance and were able to come to a complete stop prior to the hold short line. All subject pilots considered the LAHSO red light bar to be effective, with 72% rating it as very effective. [Taken from abstract]. This is a PDF file, so Adobe Acrobat software will be required in order to read it.

Logistics Test and Evaluation in Flight Test

This web page provides access to a Research and Technology Organization (RTO) AGARDograph, RTO-AG-300-V20, by Michael A. Bourcier; sponsored by the SCI-055 Task Group, the Flight Test Technology Team of the Systems Concepts and Integration Panel (SCI) of RTO, dated August 2001. The report provides an introductory overview of logistics test and evaluation methods for supportability testing. It presents an approach which utilises maintenance personnel, reliability and maintainability (R&M) engineers, and human factors (HF) engineering to document, rate and evaluate any system under test. Bibliographic details and an abstract are available in HTML format. The full text can be accessed online in PDF format (1 Mb).

Magic Bullets vs Systemic Recipes : Human Factors Study from Air Traffic Management

This technical report (No.EEC-2007-024) was published by the Eurocontrol Experimental Centre in November 2007 and written by Barry Kirwan. An air traffic management operational centre in Europe was suffering from a recurrent incident pattern. This pattern involved controllers overlooking an aircraft that they had dealt with and handed over to the next sector, but it was still within their own sector of airspace. Over a period of around a year, more than a dozen incidents occurred where minimum separation was lost between such aircraft and other sector aircraft as a result of this omission. The situation was analysed from a Human Factors perspective and found to be caused by a working memory failure, where recent information was ‘discarded’ to make room for new aircraft information. The solution involved a change to the HMI to highlight that the aircraft were still relevant and must not be overlooked by the controller. After the change, the incident pattern disappeared for approximately two years. However, a new and more complex incident development has now occurred, and is also being analysed from a Human Factors perspective. This time there appears to be no simple remedy, and a more systemic approach is being used. The case study is presented, and the approaches of searching for ‘magic bullet’ solutions versus ‘systemic’ packages of recommendations are contrasted, and implications for ergonomists discussed. [Taken from abstract]. This is a Word document.

Managing Situation Awareness on the Flight Deck, or The Next Best Thing to a Crystal Ball

This is the full text of a paper written by Sheryl L. Chappell of the NASA Aviation Safety Reporting System. It is available on the Industry CRM Developers Group Web site. The group exists to facilitate development of crew resource management and human factors resources and products.

Massachusetts Institute of Technology (MIT) International Center for Air Transportation (ICAT)

The Center's mission is to improve the safety, efficiency and capacity of domestic and international air transportation and its infrastructure, utilizing information technology and human centered systems analysis. The Center's research areas of interest include: air traffic management, air transportation infrastructure and economics, aviation safety and weather, airline management and operations, human factors, flight instrumentation, and the environmental impact of aviation. The site contains an about section, contact details for faculty, students, alumni, and staff, a large collection of papers and reports, which can be searched and browsed. An annotated list of links to related web sites and other resources is also provided.

Measures of Information Complexity and the Implications for Automation Design

This technical report (DOT/FAA/AM-04/17) was produced by the Federal Aviation Administration's (FAA) Office of Aerospace Medicine in October 2004 and was written by Jing Xing. Information complexity associated with automation aids is a bottleneck that limits their use. While automation systems are designed to bring new functions to users and increase their capacities, automation also creates new tasks associated with acquiring and integrating information from displays. For example, a complex display increases information load to human operators and reduces usability. Thus, the efficiency of an automation system largely depends on the complexity of displayed information. [Taken from abstract]. This is a PDF file, so Adobe Acrobat software will be required in order to read it.

Measuring Safety Culture in a Research and Development Centre : A Comparison of two Methods in the Air Traffic Management Domain

This technical report (EEC-2007-026) was published by the Eurocontrol Experimental Centre in November 2007 and written by Rachel Gordon, Barry Kirwan and Eric Perrin. This paper describes two safety surveys carried out in an Air Traffic Management Research and Development centre (EUROCONTROL Experimental Centre). The paper discusses the differences and similarities between the two tools with regard to their development, the method of conducting the surveys, the results and their implications. It has been estimated that about 50% (EUROCONTROL, 2003) to 60% (HSE, 1995) of accidents and incidents appear to have their roots in the design and development process, and since this is the core business of the EEC, it was deemed necessary to investigate the maturity of safety at the EEC. The challenge for the EUROCONTROL Experimental Centre (EEC) was to develop a tool that is relevant to a research and development environment with the objectives of (i) identifying areas of weakness in the safety culture of the organization (ii) help in developing a Safety Management System. The first objective was addressed by developing a Safety Culture Survey (SCS) tool and surveying the EEC (March, 2003). The second objective was addressed by customizing an existing (SMS) survey tool (RD) for the R&D environment. The SCS is based on traditional measures adapted to ATM and then to R&D, and the River Diagram (RD) is more of a safety management survey, adapted from other industries and already applied to HQ to examine their commitment to safety. Nevertheless, the two surveys have been compared to see where they agree and where they 'dissociate'. Overall, the SCS has a larger focus on “softer issues”, i.e. more complex issues of ‘trust in management’. [Taken from abstract]. This is a Word document.

Methods for Examining Possible Effects of En Route Automation Modernization (ERAM) on Controller Performance

This technical report (DOT/FAA/TC-TN06/14) was published by the Federal Aviation Administration (FAA) in June 2006 and was written by Kenneth Allendoerfer, Ben Willems, Carolina Zingale and Shantanu Pai. The Federal Aviation Administration is developing the En Route Automation Modernization (ERAM) system to replace the legacy en route air traffic control automation system consisting of the Host Computer System, the Display System Replacement (DSR), and the User Request Evaluation Tool (URET). This technical note provides an analysis of major areas where new ERAM features may affect how controllers do their jobs. We describe test methodologies for examining these effects and corresponding metrics. Our analysis examines the following categories of ERAM changes: (a) backup and redundancy capabilities; (b) Areas of Interest (AOIs) that increase flight data capabilities in ERAM; (c) differences between the legacy system and ERAM user interfaces (UIs); (d) the ERAM tracker; and (e) safety alerts. We also discuss two recommended test activities: a usage characteristics assessment and human-in-theloop baseline simulations. [Taken from abstract]. This is a PDF file, so Adobe Acrobat software will be required in order to read it.

Minimum Color Vision Requirements for Professional Flight Crew, Part III : Recommendations for New Color Vision Standards

This provides access to a Federal Aviation Administration (FAA) Office for Aerospace Medicine Report DOT/FAA/AM-09/11 written by John Barbur, Sally Evans and Nelda Milburn dated June 2009. This report describes the findings of the third phase of the project sponsored by the United Kingdom Civil Aviation Authority on “Minimum Color Vision Requirements for Professional Flight Crew.” This third part of the project, “Recommendations for New Color Vision Standards,” involved collaboration and co-sponsorship by the Federal Aviation Administration. Minimum color vision requirements for professional flight crew have been established by assessing the level of color vision loss above which subjects with color deficiency no longer perform the most safety-critical, color-related tasks within the aviation environment with the same accuracy as normal trichromats. The new CAD (Color Assessment & Diagnosis) test provides accurate assessment of the applicant’s color vision. The results of the test establish with high specificity whether the subject’s red-green and yellow-blue color vision performance falls within the normal range and the class and severity of color vision loss in subjects with color deficiency. The results of the test also indicate whether the applicant’s color vision meets the minimum requirements for safe performance that have emerged as necessary from this investigation. If the new, experiment-based, pass/fail color limits were adopted as minimum requirements for professional flight crew, 36% of deutan subjects and 30% of protan subjects would be classified as safe to fly. Given the higher prevalence of deutan deficiencies, these findings suggest that 35% of color deficient applicants would be classified as safe to fly. [Taken from abstract]. The fuul text is available in PDF format so Adobe Acrobat software is required in order to read it.

Modeling of a Commuter Category Aircraft Seat

This provides access to a Federal Aviation Administration (FAA) report DOT/FAA/AR-04/34 by Hampton C. Gabler, David Bowen, and Christopher Molnar dated September 2004. This report describes the development of a nonlinear finite element model of a commuter category aircraft seat designed to explore the issue of energy absorption in severe, but survivable, crashes. The research program used a Beechcraft 1900C passenger seat as a reference commuter category aircraft seat. The report presents a description of the model and the results of finite element modeling of the reference seat at increasingly severe impact velocities. The report also presents the results of a parallel experimental program, conducted to validate the model, in which an instrumented crash dummy was drop tested in the reference seat at the same impact velocities as the simulation. Experimental results are reported for passenger lower lumbar loading, peak pelvic acceleration, and seat structural loading. [Taken from abstract]. The full text of the report is available in PDF format from the online catalogue of the FAA William J. Hughes Technical Center Library.

Models for Aircrew Safety Assessment : Uses, Limitations and Requirements

This web site provides access to a Research and Technology Organization Meeting Proceedings, RTO-MP-20, Paris, August 1999. The document contains papers presented at the Human Factors and Medicine Panel (HFM) Specialists' Meeting held at Wright-Patterson Air Force Base, Ohio, USA, 26-28 October 1998. The meeting covered modelling of human body responses to environmental stressors, and the systems with which the body reacts for impact, emergency escape, sustained acceleration, motion sickness, high altitude, mechanical shock, vibration, blast, extreme thermal conditions, directed energy, and live fire. Bibliographic and abstract details are available in HTML format. A table of contents, and the full text (36.7 Mbytes) of the document can be accessed online in PDF format. The document is contained in the RTO's Full Text Publication Library.

Monotony in Air Traffic Control - Contributing Factors and Mitigation Strategies

This provides access to a technical note (No.2006-15) which was published by the Eurocontrol Experimental Centre in November 2006 and was written by Sonja Straussberger. This report discusses the role of monotony in Air Traffic Control (ATC). Despite its obvious relevance as a critical individual state in air traffic controllers, monotony has not been well researched in the past. To describe evoking and contributing factors, distinguish similar critical states such as fatigue and satiation, and define countermeasures, three experimental studies were conducted with a total of 32 air traffic controllers (ATCO) in the simulated and ten ATCOs in an operational air traffic control environment. Traffic repetitiveness and (dynamic) traffic density were confirmed to evoke a state of monotony, which is indicated in reduced physiological activation, subjective sleepiness, and behavioral impairments. At the same time, reduced workload but also impaired cognitive functions were observed while fatigue increased with higher time-on-task. Higher initial recovery, the experience of flow, (dynamic) traffic density changing from low to high and active physical exercises in rest breaks were determined to have a monotony-reducing effect. Based on these outcomes, recommendations address the assessment procedures during ATC concept development as well as options for the improvement of the operational environment. The applied psychophysiological multilevel-assessment method shows otherwise undetected but critical dissociations as related to the experience of cognitive functions and motivational aspects and suggests the application of assessment procedures beyond workload ratings. In the operational environment, systematic position assignment based on predicted traffic changes, the collection of initial state information, balanced active rest breaks, trainings on the role of mental sets, and the consideration of an ATCOs psychophysiological condition in incident reporting systems are proposed. A model integrating the mentioned factors supports a systematic analysis of this issue. Future research may address the role of further individual factors related to personnel selection and the long-term development of critical states. [Taken from abstract]. The full text is available in PDF format so Adobe Acrobat software will be required in order to read it.

Multi-Cultural Training in Human Factors For Transport Aircraft Certification

This is the full text of a paper presented at the Third Global Flight Safety and Human Factors Symposium, which was held in Auckland, New Zealand in April 1996. It is made available on the Web by the Industry CRM Developers Group, who exist to facilitate development of crew resource management and human factors resources and products.

Multi-Lingual Interoperability in Speech Technology

This site provides access to a Research and Technology Organisation Meeting Proceedings, RTO-MP-028, Paris, August 2000. The document contains papers presented at the Information Systems Technology Panel (IST) Tutorial and Workshop held in Leusden, The Netherlands, 13-14 September 1999. Communications, command and control, intelligence, and training systems are more and more making use of speech technology components: i.e. speech coders, voice controlled C systems, speaker and language recognition, and automated training suites. Interoperability of these systems is not a simple standardisation problem as the speech of each individual user is an uncontrolled variable such as non-native speakers using, additional to their own language, an official NATO language. For international operations, this may cause a reduced performance or even cause malfunction of an action. In order to address these topics a two-day workshop was organised focussed on the following subjects: Non-native speech and regional accents Cross language speech processing Identification of language and speaker Human Perception and Assessment. Twenty papers, four discussion reports and a final overview were presented. Bibliographic and abstract details are available in HTML format. A table of contents, and the full text of the document (13.4 Mbytes) can be accessed online in PDF format. The document is contained in the RTO's Full Text Publication Library.

Multinational Military Operations and Intercultural Factors

This is a Research and Technology Organization (RTO) Technical Report RTO-TR-HFM-120, dated November 2008. Since 1990, there has been a significant increase in the number of military operations requiring nations to contribute forces as part of a multinational alliance or coalition. Evidence suggests that differences in the organizational and national cultures of contributing countries can impact the operational effectiveness of the multinational force. The purpose of the NATO Human Factors and Medicine (HFM) Research Task Group (RTG) on Multinational Military Operations and Intercultural Factors (RTG-120) was to consider the intercultural factors that influence multinational military collaboration in the areas of organizational factors; leadership and command; teams; pre-dispositional and psychosocial factors; communication; technology; and societal factors. Throughout these areas, a common theme was the need to instill greater cultural sensitivity and awareness through pre-deployment programs and training for all military personnel. It is hoped that the knowledge generated on these topics will promote an understanding of diversity in the areas of human culture, organizations and technologies of relevance to multinational military operations, and ultimately contribute to the effectiveness of these collaborations. A table of contents, and the full text of the document can be accessed online in HTML format. The document is contained in the RTO's Full Text Publication Library.

NASA Aviation Human Factors: Recent Reports

This site makes available a series of online full-text papers produced by NASA staff from the Aviation Operations Branch. The papers are grouped according to research branch: human automation integration, human information processing, and systems safety. The site also contains information about the mission of the division, its history and organisation and current projects.

NASA Human Factors Research and Technology

The Human Factors Research and Technology Division advances human-centred design and operations of complex aerospace systems through analysis, experimentation and modelling of human performance and human-automation interaction to make dramatic improvements in safety, efficiency and mission success. There are brief descriptions of the history and structure of the IH Division. There are links to information pages provided by the three branches: Human Information Processing Research (IHH); Human Automation Integration (IHI); Systems Safety Research (IHS) amongst others. Descriptions are provided of current projects. The recent reports section provides summaries of recent work conducted by each of the branches. These are in HTML format.

National Transportation Strategic Research Plan

This web site provides access to the text of the plan prepared by the US National Science and Technology Council's Subcommittee on Transport Research and Development, dated May 2000. The purpose of the report is to help the establishment of national transport research and technology priorities and to provide a coordinated framework for government, industry and academia. It identifies "breakthrough"research directions including: nanotechnology, biofuels, and complex systems and high-confidence software. The plan looks at areas of enabling research in human performance and behaviour; advanced materials and structures, computing; communications and information technology; energypropulsion and environmental engineering; sensing and measurement; analysis, modeling, design and construction tools; as well as social and economic policy issues. A selection of these are identified as future priority focus areas. The full text of the report is available online in PDF format.

NATO Force Health Protection Requirements from Pre- to Post-Deployment : Population Health for the Military

This is Research and Technology Organization Meeting Proceedings, RTO-MP-109, Paris, December 2003. The document contains papers due to be presented at the RTO Human Factors and Medicine Panel (HFM) Symposium which was scheduled to be held in Antalya, Turkey, 7-9 April 2003 but cancelled due to circumstances beyond TTO's control. The papers focus on the integration of all kinds of protection possibilities for different health threats that the military encounter during periods of deployment. In particular, the measures that can be done before, during and post deployment are addressed. The symposium programme focused on both the required interventions as well as the systems that can monitor health risks, exposure or health changes. A table of contents, and the full text (9.3 Mbytes) of the document can be accessed online in PDF format. The document is contained in the RTO's Full Text Publication Library

NATO Guidelines on Human Engineering Testing and Evaluation

This web site provides access to a Research and Technology Organization (RTO) Technical Report, RTO-TR-021, dated May 2001. The report was sponsored by the the RTO Human Factors and Medicine Panel (HFM) Research and Study Group 24. This report explains that Testing and Evaluation (T&E) is an integral part of the system development process. Human Engineering T&E addresses the quality and effectiveness of the interface between the humans who participate as part of a human-machine system and the hardware and other non-human components. In the interest of supporting among NATO nations the co-development, co-production of systems, and shared use of T&E resources as a means of sharing more effective and less expensive systems, this document describes techniques and methods that are recommended for common use in NATO. The measurement categories addressed are: 1. Description of test participants 2. Measurement of operator workload 3. Human task performance measurement 4. User opinion 5. Engineering measurement of hardware characteristics. It is recommended that the techniques and methods described be used to the maximum extent possible, and that the list be revised periodically to support currency and continued usefulness. Bibliographic and abstract details are available in HTML format. A table of contents, and the full text of the document (0.6 Mbytes) can be accessed online in PDF format. The document is contained in the RTO's Full Text Publication Library.

Neil Krey's CRM Developers Forum

This site provides a means to identify needs, coordinate processes, and facilitate development of crew resource management and human factors resources and products. The site provides a careers service where job seekers can post their details and organisations post details of vacancies, a mailing list called crm-devel, extensive links to relevant Web sites and full text publications, and the full text of 'CRM Advocate', a newsletter which was published between 1993 and 1996.

Neurological Limitations of Aircraft Operations: Human Performance Implications

This is Research and Technology Organization(RTO) AGARD Conference Proceedings, AGARD-CP-579, dated April 1996. This proceedings was sponsored by the AGARD Aerospace Medical Panel and held at the Deutsche Forschunosanstalt fur Luft- und Raumfahrt, Linder Hohe, Cologne, GE from 9- 12 October 1995. NATO air operations in the future will have improved capabilities for mobility, flexibility, rapid augmentation and situation awareness, The rapid changes and sophisticated innovations taking place in technology imply that air warfare will become more knowledge intensive and, accordingly, more dependent on a well conditioned nervous system. Advancements in technology are also driving air and the concomitant support operations into the outer limits of humun mental and physical endurance. There is also the requirement of doing more work with fewer resources. The purpose of this Symposium was to address some of the factors that impose limitations on the nervous system, and to consider the practical challenges for enhancing neurological performance in such operational conditions as described above. The papers addressed neurological limitations imposed by: (1) the Gz environment; (2) the hypoxia environment; (3) disease and trauma; (4) neurosensory limitations; (5) fatigue and sleepiness in workload; (6) stress effects; (7) sustained operations. The practical challenges in enhancing neurological performance were addressed for: (1) heavy jet operations; (2) rotary wing operations; (3) air traffic control operations; and (4) ground and support operations. These proceedings will be of interest to those concerned with the health and safety of personnel in the air and support operations, and the aerospace scientist wanting a review of relevant research in the field of air operations neuroscience. For individual titles, see N96-36140 through N96-36171. Bibliographic and abstract details are available in HTML format. A table of contents, and the full text of the document (49 Mb) can be accessed online in PDF format. The document is contained in the RTO's Full Text Publication Library.

Nextor Publications

The National Centre of Excellence for Aviation Operations Research (NEXTOR) is a Government-Academic-Industry alliance dedicated to the advancement of aviation research and technology. NEXTOR is sponsored by the Federal Aviation Administration (FAA) Office of Technology Development and Operations Planning.

This site provides a listing of NEXTOR publications many of which can be accessed online in .pdf format. Subjects covered include human factors in air transport and air traffic management.

Nutrition Science and Food Standards for Military Operations

This is a Research and Technology Organization (RTO) Technical Report RTO-TR-HFM-154, dated August 2009. The report captures four major areas of interest: Nutritional assessment of rations (Chapter 4) -Most participating nations’ rations meet the minimum nutritional requirements and soldiers accept them. Some rations were found to need supplementation. Behavioral and psychological factors that contribute to how well a ration is liked and consumed (Chapter 5)-A large number of factors were identified which contribute to enhancing or depressing eating. Important factors deal with the food itself, the consumer/soldier, and the environment or location. The impact of ration configuration on interoperability (Chapter 6)-This showed that individual combat rations are not fully interchangeable at present, i.e. there are limitations on interoperability. Collateral issues of significance but beyond the scope of the RTG mandate (Chapter 7), including national laws and regulations, procurement, individual food restrictions, the production base, warehousing and transportation capacity, and supply chain management. Conclusions and recommendations addressing the above four areas are provided in Chapter 8 of the report. A table of contents, and the full text of the document can be accessed online in PDF format. The document is contained in the RTO's Full Text Publication Library.

On-Board Decision Support through the Integration of Advanced Information Processing and Human Factors Techniques. The Power Project

This technical report (NLR-TP-2001-611) was published by NLR (the National Aerospace Laboratory of the Netherlands) in 2001 and was written by H. Hesselink, G. D. R. Zon, F. Tempelman, J. W. Beetstra, A. M. Vollebregt and D. P. Hannessen. As advanced crew support technologies will be available more and more in future military aircraft, it is necessary to have a good understanding of the possibilities in this area, taking into account operational demands, technical possibilities, human factors, evaluation, and validation aspects. A Crew Assistant (CA) is a decision support system for air crew, designed to improve mission effectiveness and redistribute crew workload in such a way that the crew can concentrate on its prime tasks. The POWER (Pilot Oriented Workload Evaluation and Redistribution) project is a Netherlands National Technology Project. The project is aimed at demonstrating a generic CA environment and individual tactical decision support tools to military pilots in a simulated environment, the NSF (National Simulation Facility), a six-degrees of freedom cockpit in a visual dome. The project is a technology demonstration project to show new CA features. An advanced software architecture has been set up, based on multi-agent technology, where software "agents" co-operate in sharing information and using resources on an as-needed basis. Each agent is an autonomous piece of software that is able to anticipate courses of action and performs its function pro-actively. Several prototypes of crew assistant agents have been developed and integrated in order to facilitate a CA demonstrator and a large-scale experiment with operational pilots from the Royal Netherlands Air Force (RNLAF) has been carried out to demonstrate the effects of CA technology as decision support, to validate tools, and to measure the effects of on-board decision support in enhancing pilot situational awareness. The prototypes and experiments have proven the benefits of demonstrating the technology to pilots; after initial scepticism, they felt confident with using the tools after a while without being afraid to loose their skills for manual actions. The experiments also proved the benefits of Crew Assistant tools with respect to mission effectiveness and tactical task accomplishment in highly complicated situations. From a technical perspective, the possibility for real-time and any-time on-board reasoning was proven. This paper describes the demonstration CA environment and provides insight into the different CA components. Part one describes the environment as a generic CA architecture that can be installed on a simple work station as well as in a full-scale simulation environment. The second part of this paper describes the aforementioned experiment, where the NLR Counter Measure Manager (NCMM) and the contents of the experiment will be detailed. [Taken from abstract]. The full text is available as a PDF file.

Operational Colour Vision in the Modern Aviation Environment

The site provides access to a Research and Technology Organization (RTO) Technical Report RTO-TR-016, prepared by the Human Factors and Medicine Panel (HFM) of RTO, dated March 2001. The reports in part sets out to review the latest data on colour perception, and examines the equipment and procedures available for testing professional colour sense. Bibliographic and abstract details are available in HTML format. A table of contents, and the full text of the document (23.3 Mbytes) can be accessed online in PDF format. The document is contained in the RTO's Full Text Publication Library.

Operator Functional State Assessment

This site provides access to a Research and Technology Organisation Technical Report, RTO-TR-HFM-104, Paris, February 2004. The report has been prepared by the RTO Human Factors and Medicine Panel (HFM) Task Group HFM-056/TG-008. The material in this publication also supported a Lecture Series under the sponsorship of the Human Factors and Medicine Panel (HFM) presented on 8-9 September 2003 in Kiev, Ukraine; 11-12 September 2003 in Brussels, Belgium; and 2-3 October 2003 in San Diego, USA. The goal of this report is to assemble the pertinent information concerning the factors that produce suboptimal performance in human operators. It provides a comprehensive survey of the risk factors that impact human performance and the assessment methods for measuring these effects. Theoretical concerns are presented as a framework for the risk factors that reduce the functioning of human operators. Methods for detecting impaired operator functional state are presented and include physiological, performance, and subjective assessment procedures. The rationale for each measure is presented along with the technological required to make the measurements. Bibliographic and abstract details are available in HTML format. A table of contents, individual papers and the full text of the document (5.2 Mbytes) can be accessed online in PDF format. The document is contained in the RTO's Full Text Publication Library.

Outcome of ATC Message Length and Complexity on En Route Pilot Readback Performance

This gives access to a U.S. FAA Office of Aerospace Medicine Report No: DOT/FAA/AM-09/2 dated February 2009. Field data and laboratory studies conducted in the 1990s reported the rate of pilot readback errors and communication problems increased as controller transmissions became more complex. This resulted in the recommendation that controllers send shorter messages to reduce the memory load imposed on pilots by complex messages. More than 10 yrs have passed since a comprehensive analysis quantified the types and frequency of readback errors and communication problems that occurred in the en route operational environment. Hence, a content analysis was performed on 51 hrs of pilot and controller messages that were transmitted from five en route facilities in the contiguous United States between March and August 2006. This report contains detailed and comprehensive descriptions of routine air traffic control (ATC) transmissions and how ATC message complexity and message length affected pilot readback performance. The results show that message complexity had a statistically significant effect on the production of errors of omission only, while message length affected both the production of errors of omission and readback errors (substitution and transposition errors). When pilots requested that controllers repeat their messages, often these messages included the names of fixes, waypoints, and intersections, as well as the name of the next controlling sector or facility. [Taken from abstract]. The full text is available in PDF format so Adobe Acrobat software is required in order to read it.

Overview of Human Factors in Aviation Maintenance

This provides access to an Australian Transport Safety Bureau Research and Analysis Report No.AR2008055 written by Alan Hobbs and dated December 2008. Maintenance is essential to aviation safety, yet improper maintenance contributes to a significant proportion of aviation accidents and incidents. This is because a small percentage of maintenance tasks are performed incorrectly or are omitted due to human error. Examples include parts installed incorrectly, missing parts, and the omission of necessary checks. While precise statistics are unavailable, it is likely that the great majority of maintenance errors are inconsequential, however, a small proportion present significant safety threats. In comparison to many other threats to aviation safety, the mistakes of maintenance personnel can be more difficult to detect, and have the potential to remain latent, affecting the safe operation of aircraft for longer periods of time. While acknowledging that maintenance personnel are responsible for their actions, it must also be recognised that, in many cases, the errors of maintenance technicians are the visible manifestation of problems with roots deep in the organisation. A careful examination of each error, combined with a preparedness to inquire into why the error occurred, can help to identify underlying organisational problems. Effective countermeasures to maintenance error require a systemic approach, not only towards issues at the level of the technician and their work environment, but also to organisational factors such as procedures, task scheduling and training. Some countermeasures to the threat of maintenance error are directed at reducing the probability of error through improvements to training, equipment, the work environment and other conditions. A second, complementary, approach is to acknowledge that despite the best efforts, it is not possible to eliminate all maintenance errors, and countermeasures must be put in place to make systems more resilient to those residual maintenance errors that are not prevented. Aviation organisations are increasingly introducing safety management systems (SMS) that go beyond legal compliance with rules and regulations, and instead emphasise continual improvement through the identification of hazards and the management of risk. The activities involved in managing the risk of maintenance error can be appropriately included within the SMS approach. Key activities include internal incident reporting and investigation systems, human factors awareness for maintenance personnel, and the continual identification and treatment of uncontrolled risks. [Taken from abstract]. The full text is available in PDF format so Adobe Acrobat software is required in order to read it.

Perceived Pilot Workload and Perceived Safety of RNAV (GNSS) Approaches

This website gives access to an Australian Transport Safety Bureau Research and Analysis Report No.20050342 written by Stuart Godley and dated December 2006. Area navigation global navigation satellite system (RNAV (GNSS)) approaches have been used in Australia since 1998 and have now become a common non-precision approach. Since their inception, however, there has been minimal research of pilot performance during normal operations outside of the high capacity airline environment. Three thousand five hundred Australian pilots with an RNAV (GNSS) endorsement were mailed a questionnaire asking them to rate their perceived workload, situational awareness, chart interpretability, and safety on a number of different approach types. Further questions asked pilots to outline the specific aspects of the RNAV (GNSS) approach that affected these assessments. Responses were received from 748 pilots, and answers were analysed based on the aircraft performance category1 . For pilots operating Category A and Category B aircraft (predominantly single and twin-engine propeller aircraft), the RNAV (GNSS) approach resulted in the highest perceived pilot workload (mental and perceptual workload, physical workload, and time pressure), more common losses of situational awareness, and the lowest perceived safety compared with all other approaches evaluated, apart from the NDB approach. For pilots operating Category C aircraft (predominantly high capacity jet airliners), the RNAV (GNSS) approach only presented higher perceived pilot workload and less perceived safety than the precision ILS approach and visual day approach but lower workload and higher safety than the other approaches evaluated. The different aircraft category responses were likely to have been due to high capacity aircraft having advanced automation capabilities and operating mostly in controlled airspace. The concern most respondents had regarding the design of RNAV (GNSS) approaches was that they did not use references for distance to the missed approach point on the approach chart and cockpit displays. Other problems raised were short and irregular segment distances and multiple minimum segment altitude steps, that the RNAV (GNSS) approach chart was the most difficult chart to interpret, and that five letter long waypoint names differing only by the last letter can easily be misread. [Taken from abstract]. The full text is available in PDF format so Adobe Ac robat software will be required in order to read it.

Personal Hearing Protection including Active Noise Reduction

This is a full text report from the Research and Technology Office (RTO), number RTO-EN-HFM-111, published in 2005. Personal hearing protection and speech communication facilities are essential for optimal performance in military operations. High noise levels increase the risk of noise-induced hearing loss and deterioration of communications. These proceedings from a lecture series on hearing protection and speech communication discuss the state-of-the-art of these topics. This includes the physiological effects in the ear due to a high noise exposure and criteria for an adequate protection, the construction and performance of passive hearing protectors (isolation of noise), active hearing protectors (electronic generation of anti noise), optimal design or selection of systems by various assessment methods and realistic examples of military applications. The lecture series were held in Poland, Belgium, and the USA in 2004.

Physiological Indices for the Estimation of Momentary Changes in Cognitive Workload and Mental State

This technical report (NLR-TP-2004-273) was published by NLR (the National Aerospace Laboratory of the Netherlands) in 2004 and was written by P.J. Hoogeboom and L.J.M. Mulder. With increasing complexity of working environments, the need for active user assistance has emerged. This need is amplified by the ever-increasing diversity of the potential user groups for specific computer applications and complex work-environments. Therefore future human computer interfaces should adapt dynamically to the actual needs of the user. Adaptive automation adds a new dimension to the standard approach of flexibility provisions, which are inter alia the setting of user preferences (e.g. novice and expert levels, toolbar alterations), online advisory systems (e.g. Microsoft Office Assistant), and full automation (no user actively involved). Adaptive automation allows the user to remain in charge but will assist the user to perform the required tasks in the most effective way taking into consideration the context, environment, user preferences and user experience. As such adaptive automation keeps the user in the control loop, whilst adapting the working environment to the actual user needs. Research in this area has started around 1970 in the military domain (Rouse, 1988). So far practical results have been limited to specific implementations. Continuous improvements in computing power, reduction of power consumption, increase of computer memory, and affordability as described by Moore’s Laws1, have brought cheap and fast computing power for everyone almost everywhere. This and the advent of small, high quality, low-cost sensors have led to the option to increase the complexity of the underlying computing programs to the level required to actively support the user in his tasks and to allow embedded guiding and “learning on-the-job” assistance. This paper addresses an adaptive automation approach that facilitates more dynamic user assistance in a generic way, solving part of the context and interaction problems. The proposed approach has been called the Operator Status Model (OSM). Some physiological candidate measurements for the real-time classification of the user functional state are assessed in a laboratory experiment, with emphasis on the requirements for the creation of the underlying realtime data interpretation algorithms. [Taken from abstract]. This is a PDF file, so Adobe Acrobat software will be required in order to read it.

Pilot Mental Workload Calibration

The site provides access to an Air University, Air Force Institute of Technology, Graduate School of Engineering and Management, MSc Thesis, by Captain Jeremy B. Noel, USAF, AFIT/GOR/ENS/01M-12, dated March 2001. The thesis describes the development of a calibration scheme that allows a small subset of salient psychophysiological features developed using actual flight data for one pilot on a given day to accurately classify pilot mental workload for a separate pilot on a different day. Methodologies for workload level modification and data calibration are presented and tested to determine if any are useful in increasing the accuracy of measuring pilot mental workload across different pilots and over different days. Citation details and an abstract are available in HTML format. The full text can be accessed in PDF format. The document is part of the Air University Research Database

Pilot-Based Spacing and Separation on Approach to Landing: The Effect on Air Traffic Controller Workload and Performance

This technical report (DOT/FAA/CT-05/14) was published by the Federal Aviation Administration (FAA) in December 2005 and was written by D. Michael McAnulty and Carolina M. Zingale. This document summarizes the existing literature on workload and performance issues related to pilot-based spacing and separation, methods under investigation for managing increases in traffic. Multiple concepts are under development, all of which involve pilot use of a Cockpit Display of Traffic Information (CDTI) that presents data about nearby traffic (e.g., location, altitude). More advanced CDTIs include functions that alert the pilot to potential conflicts or provide guidance about flight paths or speeds. This document focuses on concepts proposed for use during sequencing and merging and on final approach. Some concepts are considered more basic in that they would involve little change to current procedures and require only basic CDTI functionality. The literature indicates that pilot use of a basic CDTI to assist in visually acquiring traffic and following a lead aircraft is beneficial, and that pilot workload is generally acceptable. Controller reaction to pilot use of the CDTI for these purposes has also been generally positive. More advanced concepts that involve the use of more sophisticated CDTI functions require modifications to current procedures and additional controller workstation tools. The results from most studies indicate that the advanced concepts require further development before they become operationally feasible. [Taken from abstract]. This is a PDF file, so Adobe Acrobat software will be required in order to read it.

Principles of biodynamics applicable to manned aerospace flight prolonged linear and radial acceleration

This is Research and Technology Organization (RTO) AGARD-AG-150 , dated March 1971. The Biodynamics Committee of the Aerospace Medical Panel of AGARD-NATO observed in 1961 that, because of the burgeoning of scientific talent into the aerospace biomedical fields, there was a need to inform the new scientists of the basic principles which had been accumulated over many years of earlier aeromedical research. In an attempt to clarify the area of its own specialty, the Biodynamics Committee of the Aerospace Medical Panel, AGARD-NATO, received permission from the Aerospace Medical Panel to compile a "Comparative Table of Acceleration Terminologies. The Biodynamics Committee concluded that it could assist further by compiling a series of monographs covering the generally accepted basic information in the fields of prolonged radial and linear acceleration, including the physics, physiology, and tolerance limits. The current volume has been expanded over the previous addition, principally by the inclusion of an annotated bibliography, which covers, in addition to publications in the area of acceleration, selected references in the areas of impact, vibration and combined stresses. Bibliographic and abstract details are available in HTML format. A table of contents and the full text (47.63MB) of the document can be accessed online in PDF format. The document is contained in the RTO's Full Text Publication Library.

Projection Methods for Order Reduction of Optimal Human Operator Models

This web page provides access to a Virginia Polytechnic Institute and State University Department of Aerospace and Ocean Engineering PhD dissertation, by David B. Doman, dated 29 June 1998. Bibliographic and abstract details are available in HTML format. The full text of the document is accessible online in PDF format [823.17 Kb]. This title is part of Virginia Tech�s Electronic Thesis and Dissertation Collection (VT ETD).

Prototyping Interactive Cockpit Applications

This technical report (NLR-TP-2005-066) was published by the National Aerospace Laboratory of the Netherlands (NLR) in 2005 and was written by R. P. M. Verhoeven and A. J. C. de Reus. In the early phases of a cockpit application development process prototypes are built for initial evaluation and demonstration purposes. It is in this phase that innovative ideas are made more concrete, and a base for the specification is created. The prototypes are improved by performing several design-review cycles. The iterative nature of prototyping demands a flexible and customizable design and evaluation environment. Using the experience obtained in a variety of research projects during the last decade, NLR has developed a prototyping environment that facilitates the rapid development and evaluation of avionics display formats. It supports a component based design strategy, enabling efficient re-use of previous work and facilitating parallel activities of several project team members. The resulting display formats can be rapidly deployed to the appropriate evaluation platform, ranging from desktop test environments, via cockpit mock-ups, up to high-fidelity flight simulator and even flight test aircraft. The tools have been successfully applied in several cockpit application development projects. They have allowed to drastically reduce the effort and duration involved with implementing the prototypes, so that customer research issues can be addressed earlier and in a more cost-efficient way. Furthermore, the tools enable evaluated prototypes to be used as a base for further development towards a certified cockpit application running on an avionics target system. [Taken from abstract]. This is a PDF file, so Adobe Acrobat software will be required in order to read it.

Public Attitudes, Perceptions and Behaviours towards Cabin Safety Communications

This web site access to an Australian Bureau of Air Safety Investigation Research and Analysis Report B20040238 written by Andrew Parker dated July 2006. This study provides an overview of aircraft cabin safety communications in Australia, in terms of effectiveness, passenger attitudes to such communications and opportunities that exist for improvement. Most passengers agreed that paying attention to cabin safety communications is important. However, results revealed that behaviours do not always match this perception. Perceived relevance of safety information and frequency of travel were found to be significant factors affecting passenger attitudes and behaviours. High levels of message recognition, combined with excessive levels of confidence in personal ability to perform safety actions may be key drivers of reduced perceptions of relevance. Passenger attention levels to safety communications were found to be generally low. Of all communication types tested, the safety briefing was most prone to perceptions of reduced relevance through repeated exposure, while very low attention levels and perceptions of content establish safety cards as being generally ineffective. Analysis identified that low levels of passenger attention to safety communications results from overconfidence, superficial familiarity with messages, issues relating to the way safety content is presented, perceptions of substitutability between the card and briefing and social norms present in the aircraft cabin. A framework for cognitive processing of cabin safety communications is presented. The framework identifies that passenger behaviours may be negatively influenced by perceptions that it is socially undesirable to pay attention to safety information. Changing normative and attitudinal beliefs represents the greatest opportunity to improve communication effectiveness. Key opportunities are identified to improve cabin safety through enhancement of communications. These recommendations include tailoring communications to the needs of specific passenger profiles, providing additional information to passengers, improved design guidelines, regular content variation and use of communications specialists in safety media design. [Taken from abstract]. The full text is available in PDF format so Adobe Acrobat software is required in order to read it.

Quality Crew Resource Management

This is the full text of a paper from 1996 written by the Human Factors Group of the Royal Aeronautical Society. It is made available on the Web by the Neil Krey's CRM Developers, who exist to facilitate development of crew resource management and human factors resources and products.

Recent Advances in Long Range and Long Endurance Operation of Aircraft

This is Research and Technology Organization (RTO) AGARD-CP-547, dated November 1993. Over the past few years, the use of aircraft in long range and/or long endurance operations has proved to be a successful use of military resources. Technologies which improve the range and endurance of aircraft have seen considerable advances over the past ten years. Aircraft design for these features has matured considerably while the procedure of air-to-air refuelling has made global deployment and 24+ hour operations a reality. This Symposium attempted to summarize the latest technological advances in the various fields which in a combined manner define the range and endurance of airborne vehicles, i.e.: airframe design technologies, including aerodynamic structures; propulsion technology; the human factors problems associated with these types of missions; and air-to-air refuelling technologies and procedures. For individual titles, see N94-36322 through N94-36347. Bibliographic and abstract details are available in HTML format. A table of contents, and the full text (77.16MB) of the document can be accessed online in PDF format. The document is contained in the RTO's Full Text Publication Library.

Reexamination of Color Vision Standards, Part III: Analysis of the Effects of Color Vision Deficiencies in Using ATC Displays

This technical report (DOT/FAA/AM-06/11) was published by the Federal Aviation Administration (FAA) Office of Aviation Medicine in May 2006 and was written by J. Xing. The purpose of this report is to assess the effect of color use in air traffic control (ATC) displays for users who have color vision deficiencies, denoted as color deficient (CD). At present, color is extensively used in many ATC displays, while the color vision standard used by the Federal Aviation Administration (FAA) allows certain types of CDs to enter the ATC workforce. [Taken from abstract]. This is a PDF file, so Adobe Acrobat software will be required in order to read it.

Relationship of Sector Activity and Sector Complexity to Air Traffic Controller Taskload

This technical report (DOT/FAA/AM-06/29) was published by the Federal Aviation Administration (FAA) Office of Aerospace Medicine in December 2006 and was written by Carol A. Manning and Elaine M. Pfleiderer. This study compared the relative effectiveness of two constructs, sector activity and sector complexity, in predicting air traffic controller taskload. Sector activity was defined as the activity associated with aircraft moving through the sector and was measured by counting the number of aircraft under the control of the sector during a traffic sample. Sector complexity describes a set of factors presumed to affect the difficulty experienced by a controller when controlling traffic. Sector complexity was measured in two ways. The first measure of complexity was a subjective rating made by supervisors and controllers to describe the complexity associated with specific traffic samples. The second was a composite variable that included measures reflecting several of the complexity variables found in the literature. [Taken from abstract]. This is a PDF file, so Adobe Acrobat software will be required in order to read it.

Royal Aeronautical Society Human Factors Group

The Human Factors Group of the Royal Aeronautical Society was formed from the former Crew Resource Management (CRM) Group in 1994. It aims at improving the standards of safety in aviation by promoting better industry understanding of human factors hazards and techniques for dealing with them, by arranging a programme of lectures, conferences, position papers, publications and visits etc. The website offers a host of information resources which include details of various Human Factors Groups like Standing Groups (CRM, ATC, Engineering Maintenance etc.) and their activites like research work, publications and conferences. There are also links to previous conference proceedings and access is available to some of the papers and presentations. There is also a section from which information booklets and reports can be dowloaded in PDF format. Link is also available to Airbus Safety Briefing Online Library. The website also has a discussion forum, but it requires registration for access.

Selected Current Aerospace Notices

Provided by NASA, Selected Current Aerospace Notices (SCAN) is a weekly electronic current awareness journal that announces recently issued report and journal literature from the NASA scientific and technical information knowledge base. SCAN covers the full spectrum of aeronautics and aerospace-related information and segments it into subject groupings, or topics, which are narrower in scope than the 76 categories provided by Scientific and Technical Aerospace Reports (STAR). Furthermore, SCAN announces documents simultaneously in all relevant topics. Document citations announced in STAR are presented in only the one subject category deemed most appropriate.

Each of the 186 SCAN topics is carefully tailored to fit the needs of a specialized research activity. New topics are added as the need arises, and others are retired or redefined as research demands dictate.

The service is also searchable.

Sensor Data Fusion and Integration of the Human Element

This site provides access to a Research and Technology Organisation (NATO) Meeting Proceedings, RTO-MP-012.This volume contains the Technical Evaluation Report, the Opening Address, the Keynote Address and the 20 unclassified papers, presented at the Systems Concepts and Integration (SCI) Panel Symposium held in Ottawa, Canada from 14th to 17th September 1998. The papers presented covered the following headings: •Characteristics of Operational Requirements •System Design Techniques and Technologies •Integration of Human Operators with Complex Systems •System Applications •Lessons Learned and Future Trends. A table of contents, and the full text of the document (29 Mbytes) can be accessed online in PDF format. The document is contained in the RTO's Full Text Publication Library.

Simulation AGARD conference proceedings

This is Research and Technology Organization (RTO) AGARD-CP-79, dated January 1971. A review is given on the state of the art of simulation. After short discussion definitions of the term "simulator", the analytical treatment of the simulation problem is explained along general guidelines. Use is made in this connection of the modern (linearised) control theory approach. Some typical examples of fixed-based, moving-based and in-flight simulators are given. Additionally, the tasks which can be tackled by simulators are also discussed in one of the chapters. Considerable efforts is spent for ground simulators with respect to the simulation of the environmental factors, so called cues. The motion, visual and psychological cues, methods of their simulation and their influence on the quality of the simulation is also analysed. Evaluating simulation results can only partly be done by quantitative measurements. The pilot opinion rating is considered of high importance and discussed on one of the chapters. Finally, this report deals with differences between simulation on the ground and in the air, as well as with a danger to thoughtlessly use simulation as a data production facility. Bibliographic and abstract details are available in HTML format. A table of contents and the full text (29.1MB) of the document can be accessed online in PDF format. The document is contained in the RTO's Full Text Publication Library.

Situation Awareness

This site provides access to a number of full text papers that deal with aspects of situation awareness. The papers are divided into following heads: Line Oriented Flight Training (LOFT); Case Studies; Assessment; Situation Awareness; Judgement and Decision Making; Error Management; Workload; Leadership/Follwership; Military; CRM/HF Research; Instructor/Facilitator Qualification; Single Pilot CRM; General CRM Information; Maintenance Human Factors; Flight Deck Automation; and Personal Homepages. The papers are available in a combination of HTML, PDF and MS Word formats. The pages are part of the The Industry CRM Developers Group web site.

Situation Awareness: Limitations and Enhancement in the Aviation Environment

This is Research and Technology Organization (RTO) AGARD Conference Proceedings report, AGARD-CP-575, dated January 1996. These proceedings include the Technical Evaluation Report, two keynote addresses and 25 papers from the Symposium sponsored by the Aerospace Medical Panel and held in Brussels, Belgium 24-27 April 1995. Situational Awareness is seen as key to mission success and aircraft safety. There are several questions that the Symposium addressed: how effectively Situation Awareness can be measured, whether it is possible to select for it and whether training strategies can improve it. The Symposium also examined the research carried out into the contribution of new Cockpit Technologies to enhance it. Los s of Situation Awareness has been the predominant cause of fatal accidents in both military and civil aviation and several examples were cited where the aircraft had been lost or put in jeopardy due to pilot error. These proceedings will be of interest to those involved in cockpit system design, human performance, human perception, cognition and accident investigation. For individual titles, see N96-25907 through N96-25932. Bibliographic and abstract details are available in HTML format. A table of contents, and the full text (71 kB) of the document can be accessed online in PDF format. The document is contained in the RTO's Full Text Publication Library.

Sleep / Wakefulness Management in Continuous / Sustained Operations

This web site provides access to a Research and Technology Organization (RTO) Educational Note, RTO-EN-016, dated November 2002. The material in this publication was assembled to support a Lecture Series under the sponsorship of the Human Factors and Medicine Panel (HFM) and the Consultant and Exchange Programme of RTO presented on 17-18 June 2002 in Fort Rucker, Alabama, United States, on 24-25 June 2002 in Warsaw, Poland, and on 27-28 June 2002 in Paris, France. A number of the lecture presentations examine factors that induce disturbances to biological rhythms such as jet lag and sleep deprivation. Others explore key physiological, ergonomic and pharmacological aspects of sleep-wakefulness management. Bibliographic and abstract details are available in HTML format. A table of contents, and the full text of the document (9.33 Mbytes) can be accessed online in PDF format. The document is contained in the RTO's Full Text Publication Library.

Societal Impact of Spaceflight

This is a NASA (SP-2007-4801) volume with title Societal Impact of Spaceflight by Steven J. Dick and Roger D. Launius dated 2007. This volume is consisted of two parts and the aim is to examine the effects of spaceflight on society through scholarly research, making use especially of the tools of the historian and the broader social sciences and humanities. The documents are dealing with the following questions: Has the Space Age indeed had a significant effect on society? If so, what are those influences? What do we mean by an “impact” on society? And what parts of society? Conversely, has society had any effect on spaceflight? What would be different had there been no Space Age? The full text of part 1(900KB) and part 2 (4.16MB) documents can be accessed online in PDF format.

Solar Radiation Alert System

This technical report (DOT/FAA/AM-05/14) was produced by the Federal Aviation Administration's (FAA) Office of Aerospace Medicine in July 2005 and was written by Kyle Copeland, Herbert H. Sauer and Wallace Friedberg. A solar radiation alert (SRA) system has been developed to continuously evaluate measurements of high-energy protons made by instruments on Geosynchronous Operational Environmental satellites. If the measurements indicate the likelihood of a substantial elevation of effective dose rates at aircraft flight altitudes, the Civil Aerospace Medical Institute issues an SRA to the aviation community via the National Oceanic and Atmospheric Administration Weather Wire Service. [Taken from abstract]. This is a PDF file, so Adobe Acrobat software is required in order to read it.

Spacecraft Maximum Allowable Concentrations for Selected Airborne Contaminants : Volume 4

This site provides access to a report prepared by the National Research Council's Subcommittee on Spacecraft Maximum Allowable Concentrations, National Academy Press, 2000. This report is part of a series which seeks to establish safe exposure limits to spacecraft contaminants for up to 180 days (for normal space station operations) and for short-term (1-24 hr) emergency exposures to a high level of contaminants. Volume 4 includes 15 compounds, while Volume 1 covers 11 compounds, Volume 2, 12 compounds, and Volume 3, 12 compounds. A brief abstract is available in HTML format, and the full text can be accessed online in Open Book format.

Spatial Disorientation Training – Demonstration and Avoidance

This is a Research and Technology Organization (RTO) Technical Report RTO-TR-HFM-118, dated October 2008. Recent accident statistics reveal that Spatial Disorientation (SD) is still a major threat to flight safety in many NATO countries. A review of SD training programmes as applied in most NATO countries, in agreement with STANAG 3114, shows that SD training is not fully developed. The goal of the report is to provide the necessary information to improve these SD training programmes. To this purpose, the report provides many detailed examples of ground-based and in-flight SD training scenarios. Ground-based training devices range from Barany chairs to Full Flight Simulators; in-flight SD training scenarios are described for rotary wing as well as for fixed wing aircraft. A separate chapter is devoted to SD avoidance training for Night Vision Devices. The report also pays attention to the optimization of the SD training programme by selecting the appropriate SD scenarios, by choosing and training the right personnel and by the suitable integration of basic and continuation SD courses into the pilot training programme. An adequate training programme will enhance SD awareness, and consequently, flight safety. A table of contents, and the full text of the document can be accessed online in HTML format. The document is contained in the RTO's Full Text Publication Library.

Static Sector Characteristics and Operational Errors

This technical report (DOT/FAA/AM-6/4) was produced by the Federal Aviation Administration (FAA) Office of Aerospace Medicine in March 2006 and was written by S. Goldman, C. Manning and E. Pfleiderer. A study was conducted to determine if static sector characteristics are related to the occurrence of operational errors (OEs) at the Indianapolis Air Route Traffic Control Center (ZID). The data consisted of a three-year sample of OEs that had occurred in ZID airspace. Sectors were treated as the unit of analysis (n=40). The static characteristics included: number of major airports, cubic volume in nautical miles, sector strata, number of shelves, number of VORTACs, number of satellite airports, and number of intersections. Pearson correlations revealed that cubic volume in nm (r = -.31, p = .049) and sector strata (r = .31, p = .049) were significantly correlated with the number of OEs. [Taken from abstract]. This is a PDF file, so Adobe Acrobat software will be required in order to read it.

Stick and Feel System Design

This is Research and Technology Organization (RTO) AGARDograph, RTO-AG-332, authored by J.C. Gibson and R.A. Hess; sponsored by the Flight Vehicle Integration Panel of AGARD, dated March 1997. The report explains; Since the earliest days of manned flight, designers have to sought to assist the pilot in the performance of tasks by using stick and feel systems to bring these tasks within the bounds of human physical capabilities. This volume describes stick and feel systems in two parts. Part one describes the technologies which have been developed throughout the history of 20th Century aviation. Part two describes how modern systems dynamics interact with the human pilot. It is hoped that the design lessons and approaches outlined in this volume will contribute to a better understanding and appreciation of the importance of force-feel system design in aircraft/rotorcraft flight control. Bibliographic details and an abstract are available in HTML format. The full text can be accessed online in PDF format (7 Mb) from the RTO's web site.

Strategies to Maintain Combat Readiness during Extended Deployments : A Human Systems Approach

This site provides access to NATO Research and Technology Organisation (RTO) Meeting Proceedings, RTO-MP-HFM-124. The papers are from the RTO Human Factors and Medicine (HFM) Symposium, dated November 2005. The full text of the individual papers can be accessed online in PDF format. The document is contained in the RTO's Full Text Publication Library

Stress and Performance. A Review of the Literature and Its Applicability to the Military

This technical report (TR-192-RC) was published by The RAND Corporation in 2005 and was written by Jennifer Kavanagh. There are many stressors associated with military life, particularly with deployments, and it is important to understand how such stressors affect individual functioning and performance. This report reviews literature on how stress affects performance generally and applies the most relevant findings to military operations and training. [Taken from abstract]. This is a PDF file, so Adobe Acrobat software will be required in order to read it.

Study of an ATC Baseline for the EValuation of Team Configurations: Effects of Allocating Multisector Control Functions to a Radar Associate or Airspace Coordinator Position

This provides access to a Federal Aviation Administration (FAA) report DOT/FAA/CT-05/7 by Ben Willems, Michele Heiney and Randy Sollenberger dated July 2005. Thirty Air Traffic Control Specialists (ATCSs) from Air Route Traffic Control Centers within the United States voluntarily participated in a study to investigate if a multi-sector air traffic control position could assist sector controllers using conventional means available in the current National Airspace System. ATCSs either worked as a radar controller, a radar associate with additional multi-sector responsibilities, or as a multi-sector airspace coordinator. Our visual scanning results show that the Experimental Position in either the radar or Airspace Coordinator position predominantly used the radar display to obtain control information. In contrast, the Upstream Radar Associates obtained control information from the radar display, Data (D)-side computer readout device, and Flight Progress Strips. As an Upstream D-side, ATCSs spent more time transitioning between scene planes and were able to pick up less information because of this. As an Upstream D-side, the Experimental ATCSs’ mean fixation durations were lower, implying that they spent more time reading the other displays. As radar controllers, participants devoted more mental resources to search for potential aircraft conflicts than when acting as airspace coordinators. As Airspace Coordinators, they devoted more mental resources to search for direct routes. This finding reflects the differences between tactical and strategic control responsibilities. Overall, ATCSs were more favorable of the Airspace Coordinator who coordinated control actions through Radar-side ATCSs compared to a multi-sector planner who would directly communicate control actions to aircraft. They felt that an Airspace Coordinator would improve safety, increase efficiency, evenly distribute workload, and be more helpful and less interfering. Further, the Experimental ATCSs rated the direct routing advisory automation functions as important for an Airspace Coordinator as a conflict probe or conflict resolution function. We found that a strategic multi-sector position can be introduced into the current Display System Replacement environment. The Airspace Coordinator’s roles and responsibilities has an advantage over the Upstream Radar Associate’s roles and responsibilities because the Radar Associate tended to revert to more tactical control responsibilities, particularly under high task loads. To fully maximize the effectiveness of a multi-sector position, it should be accompanied by appropriate decision support tools. [Taken from abstract]. The full text of the report is available in PDF format from the online catalogue of the William J. Hughes Technical Center Library.

Subjective Workload Ratings and Eye Movement Activity Measures

This technical report (DOT/FAA/CT-05/32) was published by the Federal Aviation Administration (FAA) in December 2005 and was written by Ulf Ahlstrom and Ferne Friedman-Berg. In the present study, we evaluated the possibility of using eye movement activity measures as a correlate of cognitive workload. Using data from a high-fidelity human-in-the-loop weather simulation, we explored eye activity measures like pupil diameter, blink duration, and saccade distance, and assessed their relationship to subjective workload ratings. In our initial analysis, we established that although there was no significant effect of weather tool use on subjective workload ratings, there was a significant relationship between subjective workload ratings and our task load variable aircraft density. We found a linear increase in workload ratings with an increasing number of aircraft in the sector. In a subsequent analysis, we assessed the relationship between eye movement activity measures and aircraft density. We found that the mean blink duration and the mean saccade distance decreased as aircraft density increased, while the mean pupil diameter increased with an increasing number of aircraft in the sector. After establishing the relationship between these eye activity metrics and subjective workload, we evaluated whether we could use changes in eye movement activity along with other system state variables, like distance to weather from the outer marker, to measure ongoing controller workload. We developed both individual controller models and a general model (across controllers) to assess whether it was possible to predict the minute-by-minute number of aircraft in the sector. Using both multiple regression modeling and neural network models, we were able to produce individual controller models and general models with good prediction performances. We discuss possible applications for these findings in future air traffic control (ATC) research, in adaptive automation, and in ATC interface design. [Taken from abstract]. This is a PDF file, so Adobe Acrobat software will be required in order to read it.

System Engineering and Human Factors Group, Cranfield University

The Human Factors Group is part of Cranfield University's School of Engineering. This site describes the range of interests, expertise and facilities available to students undertaking an MSc in Human Factors at the University. These include studies, Introduction to Human Factors, Research Methods and Statistics, Safety, Risk and Reliability Engineering, Human Factors in Aviation Maintenance, Fundamentals of Aeronautics and Air Transport, Management for Technology, Flight Deck Design, Human Performance and Error, Training and Simulation, Accident Investigation, Aviation Medicine and Aviation Safety Management. MSc, PhD and MPhil programmes are described and Biographic and contact details are provided for staff teaching on Human Factors Programmes.

Tactical Decision Aids and Situational Awareness

This is a NATO Research and Technology Organization (RTO) report RTO-EN-019, January 2002. This contains papers presented at a Lecture Series (LS 227), under the sponsorship of the Systems Concepts and Integration Panel (SCI) and the Consultant and Exchange Programme of RTA presented on 1-2 November 2001 in Amsterdam, The Netherlands, 8-9 November 2001, Sofia, Bulgaria, 12-13 November 2001 in Madrid, Spain and 19-20 November 2001, Maryland, United States. Special emphasis is given to the following topics, Interaction of human perception and judgement with automated information processing and presentation, Mission management and crew assistance for military aircraft, Pilot orientated workload evaluation and redistribution, and, Interacting multiple model approach in dynamic situation. The citation and abstract information are in HTML format, and the full text is available online in PDF format (3.99 Mbytes).

Task Load and Automation use in an Uncertain Environment

This is the full text of a thesis by Mark A. Daly which was presented to the Air Force Institute of Technology (AFIT) in 2003. The purpose of this research was to investigate the effects that user task load level has on the relationship between an individual�s trust in and subsequent use of a system�s automation. Automation research has demonstrated a positive correlation between an individual�s trust in and subsequent use of the automation. Military decision-makers trust and use information system automation to make many tactical judgments and decisions. In situations of information uncertainty (information warfare environments), decision-makers must remain aware of information reliability issues and temperate their use of system automation if necessary. An individual�s task load may have an effect on his use of a system�s automation in environments of information uncertainty. It was hypothesized that user task load will have a moderating effect on the positive relationship between system automation trust and use of system automation. Specifically, in situations of information uncertainty (low trust), high task load will have a negative effect on the relationship. To test this hypothesis, an experiment in a simulated command and control micro-world was conducted in which system automation trust and individual task load were manipulated. The findings from the experiment support the positive relationship between automation trust and automation use found in previous research and suggest that task load does have a negative effect on the positive relationship between automation trust and automation use. [Taken from abstract]. The full text of the thesis is available in PDF format and is provided by the Air University ResearchWeb site.

Technical Basis for a Human Reliability Assessment Capability for Air Traffic Safety Management

This technical note (No.EEC-2007-031) was published by the Eurocontrol Experimental Centre in April 2007 and was written by Barry Kirwan. This Note outlines the area of Human Reliability Assessment (HRA) as it pertains to Air Traffic Management (ATM). Currently changes to existing and future ATM systems undergo safety assessments. Since the controller is a key actor in maintaining the safety of ATM, it makes sense to include this human role in the assessment process. This is the domain of Human Reliability Assessment, which has been in use in other industries for nearly thirty years. The evolution of HRA is described, leading to a specification of what is needed in terms of HRA for ATM applications. This leads to two prototype visions of HRA in ATM, which are outlined in the Note, and are the subject of current research and developments to give ATM a serious HRA capability. [Taken from abstract]. This is in PDF format so Adobe Acrobat software is required in order to read it.

Terrain Display Alternatives : Assessment of Information Density and Alerting Strategies

This page provides access to the executive summary and full text of this report by Melissa Bud, Mary Stearns, and Peter Mengert, of the DOT (Department of Transportation) Volpe Centre. It was published in April 1998. The report describes a series of interrelated experiments to explore the human factors issues in depicting terrain on electronic displays. The series of experiments examined instrument-rated general aviation pilots� ability to interpret terrain depicted on electronic plan view displays using a flight simulator. The experiments addressed several human factors issues associated with presenting terrain information on electronic displays. The full text of the report is available in MS Word format.

The Air Traffic Control Operational Errors Severity Index: An Initial Evaluation

This technical report (DOT/FAA/AM-05/5) was produced by the Federal Aviation Administration's (FAA) Office of Aerospace Medicine in April 2005 and was written by Larry L. Bailey, David J. Schroeder and Julia Pounds. An initial evaluation of the Federal Aviation Administration�s (FAA) Air Traffic Control (ATC) Operational Error (OE) Severity Index (SI) was conducted by the Civil Aerospace Medical Institute�s (CAMI) Aerospace Human Factors Research Division (AAM-500). The SI is computed from data that, for the most part, can be objectively determined by post hoc investigation of OEs. Up to 100-points are assigned for varying levels of vertical separation, horizontal separation, closure rate, direction of flight paths, and the amount of controller awareness at the time of the OE. Based on the point totals, OEs are classified as: low (D), low moderate (C), high moderate (B), and high severity (A). This review and subsequent analyses focused on three key issues: (1) the distributional characteristics of operational errors, (2) the collision safety margin associated with SI point values, and (3) the objectivity associated with SI classifications of high moderate and high severity OEs. [Taken from abstract]. This is a PDF file, so Adobe Acrobat software will be required in order to read it.

The Capability of Virtual Reality to Meet Military Requirements

This site provides access to a Research and Technology Organisation (NATO) Meeting Proceedings, RTO-MP-054. This contains papers from the RTO Human Factors and Medicine Panel (HFM) Workshop held in Orlando, Florida, USA, 5-9 December 1997. The purpose of the workshop was to examine military requirements for Virtual Reality technology, consider human factors issues in the use of Virtual Reality and review recent research in development of Virtual Reality applications to meet military needs. Bibliographic and abstract details are available in HTML format. A table of contents, and the full text of the document (14.6 Mbytes) can be accessed online in PDF format. The document is contained in the RTO's Full Text Publication Library

The Effects of Laser Illumination on Operational and Visual Performance of Pilots During Final Approach

This provides access to a Federal Aviation Administration (FAA) report DOT/FAA/AM-04/9 by Van B. Nakagawara and Ronald W. Montgomery dated June 2004. Several hundred incidents involving the illumination of aircrew members by laser light have been reported in recent years, including several that could have had serious consequences. The purpose of this report is to evaluate the performance of pilots exposed to visible laser radiation during final approach maneuvers at 100 feet above the runway in the Laser-Free Zone (LFZ). METHODS: Thirty-four pilots served as test subjects for this study. Pilot performance was assessed in a Boeing 727-200 Level C flight simulator using four eye-safe levels of visible laser light (0, 0.5, 5, and 50 �W/cm2) during four final approach maneuvers (three 30o left and one 30o right turn to final approach). Subjective responses were solicited after each trial and during an exit interview. The pilots were asked to rate on a scale from 1 to 5 (1 = none, 2 = slight, 3 = moderate, 4 = great, and 5 = very great) the affect each laser exposure had on their ability to operate the aircraft and on their visual performance. The average subjective ratings were calculated for each exposure level and flight maneuver, and an analysis of variance (ANOVA) was performed. RESULTS: Average subjective ratings for operational and visual performance were 2.93 (Range = 2.35 � 3.29; SD = 1.37) and 3.16 (Range = 2.56 � 3.62; SD = 1.30), respectively. ANOVA found statistically significant differences (p < 0.05) between the 0.5 �W/cm2 operational and visual performance ratings and those for the 5 and 50 �W/cm2exposures. Approximately 75% of the survey responses indicated that subjects experienced adverse visual effects resulting in some degree of operational difficulty when illuminated by low-level laser radiation. CONCLUSION:This study confirmed that the illumination of flight crewmembers with laser radiation ≥ 0.5 �W/cm2 is unacceptable in the LFZ. Provided the exposure limit established for the LFZ (i.e., 50 nW/cm2) is not exceeded, a sufficient margin of safety appears to exist for protecting pilots from accidental laser exposure during final approach. [Taken from abstract]. The full text of the report is available in PDF format from the online catalogue of the FAA.

The Human Effects of Non-Lethal Technologies

This is Research and Technology Organization (RTO) AGARD Technical Reports report, RTO-TR-HFM-073, dated August 2006. Human effects considerations and data are important to nearly every aspect of Non-Lethal Weapon (NLW) development, effectiveness assessment, and deployment, as well as to assuring human health and safety during NLW evaluation, testing, training, use, and maintenance. In response to NATO RTO tasking, based on the recommendations of the 2000 Defence Capabilities Initiative, to support preparations for a NATO NLW capability, the Human Factors and Medicine Panel (HFM) formed HFM-073 “The Human Effects of Non-Lethal Technologies (NLT);” this Technical Report addresses the conclusions and recommendations of HFM-073. HFM-073 addressed the human effects of NLTs from the perspective of both the target (effectiveness and non-lethality) and the operator/bystander (fratricide, injury, long-term health effects). A summary of NLT technologies and a Glossary of terms important to the human effects of NLT are included in the Report. The complicated issue of policy approval for new NLWs is addressed and the implications of NLWs on training and field medicine are reviewed. Special attention is directed to the issues involved in obtaining target response data of the type, quality, and quantity that would satisfy the methodology and models being developed by another NATO RTO Panel, SAS-035 “Non-Lethal Weapons Effectiveness Assessment.” Human Effects information, in all its dimensions, is critical for the success of NATO’s implementation of a NLW capability. The HFM Panel is the only RTO organization able to support NATO in this area. Bibliographic and abstract details are available in HTML format. A table of contents, and the full text (1.79 MB) of the document can be accessed online in PDF format. The document is contained in the RTO's Full Text Publication Library.

The Human Factor in System Reliability : Is Human Performance Predictable?

This web site povides access to a Research and Technology Organization (RTO) Meeting Proceedings, RTO-MP-032, dated November 2000. The report contains papers from the Human Factors and Medicine Panel (HFM) Workshop held in Siena, Italy from 1-2 December 1999. The aim of the workshop was to inform the task of Working Group 30, Human Reliability in Safety Critical Systems, by providing a review of human factors research carried across multiple domain areas. Bibliographic and abstract details are available in HTML format. A table of contents, and the full text of the document (1.11 Mbytes) can be accessed online in PDF format. The document is contained in the RTO's Full Text Publication Library.

The Impact of Speech "Under Stress" on Military Speech Military Technology

This site provides access to a Research and Technology Organisation (NATO) Technical Report, RTO-TR-010, Paris, March 2000. As the report for the Information System Technology Panel (IST) explains, Military operations are often conducted under conditions of stress induced by high workload, sleep deprivation, fear and emotion, confusion due to conflicting information, psychological tension, pain, and other typical conditions encountered in the modern battlefield context. These conditions are known to affect the physical and cognitive abilities of human speech characteristics, and this study was intended to determine the actual effects of stress on voice production quality. It is suggested that the effect of operator based stress factors on voice is likely to be detrimental to the effectiveness of communication in general, in particular to the performance of communication equipment and weapon systems equipped with vocal interfaces (e.g., advanced cockpits, command, control, and communication systems, information warfare). Progress in the field of military based speech technology, including advances in speech based system design has been restricted due to the lack of availability of databases of speech under stress. In particular, the type of stress which an operator may experience in the modern battlefield context is not easily simulated, and therefore it is difficult to systematically collect speech data for use in research and speech system training. It is foreseen that in the future it will be necessary to improve the coordination of multi-national military forces. The need therefore exists for planned simulations with military personnel using a wide range of speech technology and addressing factors such as high workload, sleep deprivation, fear and emotion, confusion, psychological tension, pain, etc. Bibliographic and abstract details are available in HTML format. A table of contents, and the full text of the document (9 Mbytes) can be accessed online in PDF format. The document is contained in the RTO's Full Text Publication Library.

The Integrated Tower Working Position (ITWP)

This gives access to a Erurocontrol Experimental Centre technical report (No.EEC-2007-028 dated December 2007) and related documents. This report was writtern by Stephane Dubuisson and Roger Lane. Information management and system integration are key enablers for the development of airports in the future. However, it is clear, at least for the foreseeable future, that the controller will remain as the principle decision maker. Today in an ATC tower, the controller is surrounded by a number of individual systems all having their own interface, without any common information management. In the future, a greater number of systems will provide even more information to the controller. Therefore, there is a need to study the integration of the various airport air side system components into an integrated tower working position (ITWP). [Taken from abstract]. The full text is available in PDF format so Adobe Acrobat software is required in order to read it.

The National Plan for Civil Aviation Human Factors : An Initiative for Research and Application

This is a national agenda for the United States produced by the Federal Aviation Administration (FAA), National Aeronautics and Space Administration (NASA), and The Department of Defense (DoD). The report outlines methods through which the increasing number of human factors related aviation accidents can be reduced. The first section of the document describes the five research thrusts necessary to progress towards air safety - human centred automation, selection and training, human performance assessment, information management and display and bioaeronautics. The second section deals with means of improving the application of research results to future and ongoing programs. This is a downloadable Word file [41 pages, 400KB].

The Outcome of ATC Message Complexity on Pilot Readback Performance

This technical report (DOT/FAA/AM-06/25) was published by the Federal Aviation Administration (FAA) Office of Aerospace Medicine in November 2006 and was written by O. Veronika Prinzo and Alfred M. Hendrix. Field data and laboratory studies conducted in the 1990s reported that the rate of pilot readback errors and communication problems increased as controller transmissions became more complex. This resulted in the recommendation that controllers send shorter messages to reduce the memory load imposed on pilots by complex messages. [Taken from abstract]. This is a PDF file, so Adobe Acrobat software will be required in order to read it.

The Prevention of Aircraft Accidents Through the Collection and Analysis of Human Factor/Aeromedical Aircraft Accident Data

This is Research and Technology Organization (RTO) AGARD Advisory Report, AGARD-AR-361, dated February 1998. It was sponsored by the Advisory Group for Aerospace Research and Development. The overall goal of Working Group 23 was to improve the application of human factors analysis to operational enhancement and mishap prevention programs. Through different chapters, a variety of related topics were discussed in relation to the current status and approaches to aircraft accident/incident investigation, taking into account the human factors involved, procedures, categorization, tabulation and analysis. In addition, following a questionnaire which was widely distributed among all NATO countries, current data concerning the number of accidents, human factors studies, organizational aspects and the data collection were compiled and discussed. Also the possible approaches to conceptual models were described as a potential framework for the support and organisation of the principles and topics to be included in human factors/aeromedical data base. The Working Group reviewed current training programmes and discussed a common approach, in which human factors play a definite role. Examples of data bases currently in use are enclosed. Bibliographic details and an abstract are available in HTML format and the full text is available in PDF format (18.57Mb)from the RTO's web site.

The Role of Humans in Intelligent and Automated Systems

This is Research and Technology Organization Meeting Proceedings, RTO-MP-088, Paris, October 2003. The document contains papers presented at the RTO Human Factors and Medicine Panel (HFM) Symposium, held in Warsaw, Poland, 7-9 October 2001. The Symposium considered the problem, research approaches and techniques for how automation technology can take advantage of human strengths and compensate for human disadvantages. The Symposium consisted of an Opening Session, three sessions on design philosophy, two sessions and a roundtable discussion on design methodology, two sessions on design evaluation, and a Capstone Panel with open discussion. Six Keynote Addresses were interspersed throughout the programme. 18 papers were presented, and 5 poster-boards were available for review. Bibliographic and abstract details are available in HTML format. The contributions cover various topics including cockpit automation, air traffic management, and UAV operations. A table of contents, and the full text (18.4 Mbytes) of the document can be accessed online in PDF format. The document is contained in the RTO's Full Text Publication Library

Total information Sharing for Pilot Situational Awarenesss Enhanced by Intelligent Systems (TALIS 1)

This technical report (Number 398) was published by the Eurocontrol Experimental Centre in December 2004 and was written by R. Ehrmanntraut ...[et al]. This is the final report of the Total Information Sharing for Pilot Situational Awareness Enhanced by Intelligent Systems, Phase 1 (TALIS 1) project, which was carried out from September 2001 until February 2004 by a consortium of 5 partners: LIDO, NLR, SKYSOFT, THALES Avionics, and the EUROCONTROL Experimental Centre (EEC). The project was coordinated by the EEC. The total cost of the project was 4.4 Million �, co-financed by 50% by the European Commission, DG-IST, in the context of its 5th framework for research and development. The objective of the project is to investigate the viability and benefits of adopting an approach based on standardised architectures to provide for pilot situational awareness resulting in a safer and more efficient air traffic management process involving interactions between the ground and the air to bring benefits to the travelling public. [Taken from abstract]. This is in PDF format so Adobe Acrobat will be required in order to read it.

TRACON Controller Weather Information Needs : II Cogntive Work Analysis

This provides access to a Federal Aviation Administration (FAA) report DOT/FAA/CT-TN4/9 by Ulf Alstrom dated July 2004. The main purpose of the present study is to assess the Terminal Radar Approach Control (TRACON) weather information needs. An additional objective is to assess the flow of weather information within the TRACON environment and the impact on controller and pilot operations during adverse weather conditions. The study used the framework of Cognitive Work Analysis where we included both environmental (terminal domain) and operational (controller - pilot) constraints in the analysis (Vicente, 1999). The Mission Need Statement for Aviation Weather (FAA, 2002) served as the foundation for the weather-needs analysis. The Human Factors Group assembled a group with five TRACON controllers and six airline pilots for the collection of weather impact data. During the group sessions, they discussed weather phenomena and the impact on controller and pilot operations. The Human Factors specialist encouraged group members to discuss specific real-life encounters and assessed the topics from both the controller�s and the pilot�s perspective. They also provided numeric (ordinal) ratings of impact from weather phenomena when appropriate. All ratings were consensus ratings (group ratings) that followed a detailed and complete discussion of each topic. For controller operations, the group provided the highest impact ratings for thunderstorms, snow and ice, and airport reconfiguration due to changing winds. For pilot operations, The group provided the highest impact ratings for thunderstorms, wind shear, microbursts, snow and ice, and mountain wave. The present analysis reveals several information needs for the TRACON controller. Specifically, there is a lack of a graphical display of weather areas with short-time forecast capabilities at the controller workstation. For non-convective turbulence and adverse winds, there is a shortfall in the accuracy of available tools. [Taken from abstract]. The fiull text of the report is available in PDF format from the online catalogue of the William J. Hughes Technical Center Library.

TRACON Controller Weather Information Needs: III Human-in-the-Loop Simulation

This provides access to a Federal Aviation Administration (FAA) report DOT?FAA TC-06/10 by Ulf Ahlstrom and Ferne Friedman-Berg dated March 2006. Hazardous weather conditions affect the National Airspace System (NAS) in many ways, including flight safety and system effectiveness. From a safety perspective, hazardous weather conditions contribute to aircraft accidents and fatalities (National Transportation Safety Board [NTSB], 1999a; NTSB, 1999b). From an operational perspective, hazardous weather conditions are very costly. In 1995, weather related delays cost airlines $4.1 billion and costs are only increasing (“Weather reports should be higher priority,” 1995). In an effort to mitigate these effects, the Federal Aviation Administration (FAA) is improving the availability of advanced weather information at select Terminal Radar Approach Control (TRACON) facilities. However, the bulk of this weather information is only available to traffic management and supervisors for strategic use. TRACON controllers do not have direct access to advanced weather products. They maintain their Weather Situation Awareness (WSA) by receiving weather briefings from the supervisor and by viewing precipitation levels on their workstation. In the present study, we systematically investigated advanced weather tools and their impact on tactical operations in the TRACON domain. Our results showed an impact of advanced weather information on controller efficiency, with increases in sector throughput (completed flights) of 6% to 10%. By providing enhanced weather information at the workstation, we were able to enhance controllers’ ability to detect approaching weather, monitor its movement, and understand its effect on future operations. In the field, this will increase controllers’ efficiency for the timing of arrivals, for vectoring, for the adjustment of flow and sequencing, and for runway selection. [Taken from abstract]. The full text is available in PDF format from the online catalogue of the William J. Hughes Technical Center Library.

Use of Speech and Language Technology in Military Environments

This site provides access to a Research and Technology Organization (RTO) Technical Report, RTO-TR-IST-037, dated December 2005. The report was produced by the Information Systems Technology Panel (IST) to support a Lecture Series presented on 20-21 November 2003 in Montreal, Canada; 1-2 December 2003 in Arcueil, France; and 4-5 December 2003 in Istanbul, Turkey. It looks at communications, command and control, intelligence and training systems that are making more and more use of speech and language technology components: i.e. speech coders, voice controlled C2 systems, speaker and language recognition, translation systems and automated training suites. Implementation of these technologies requires an understanding of what performance is possible with the products that are available today and those that will likely to be available in the next few years. As speech and language technology become more available for integration into military systems, it is important that those involved in system design and program management be aware of the capabilities and the limitations of present speech systems. They must also be aware of the current state of research in order to be able to consider what will be possible in the future. This will be very important when considering future military systems upgrades. This lecture series includes presentations of the current state of the art and the current research topics in selected speech and language technology areas: assessment techniques and standards, speech recognition, speaker and language identification, and translation. The full text of the document (4.3Mbytes) can be accessed online in PDF format. The document is contained in the RTO's Full Text Publication Library.

Using Human Error Analysis to Help to Focus Safety Analysis in ATM Simulations: ASAS Separation

This is a paper presented at the Human Factors and Ergonomics Society 2004 Conference, Cairns, Australia, 22-25 August, 2004, published by the Eurocontrol Experimental Centre and written by Rachel Gordon [et al]. This paper describes the process used to analyse HF and safety issues in a new Air Traffic Management (ATM) procedure – the Mediterranean Free Flight (MFF) Airborne Separation Assurance System (ASAS) applications. The paper describes: 1. the overall safety assessment process in MFF, 2. the human error analysis (HEA) method called TRACEr-lite, 3. the process of developing safety scenarios for simulations, and 4. the lessons learnt from the simulations using safety scenarios. By simulating hazardous events in ground-based simulations, it was possible to gain a greater understanding of the hazards in general, how hazards are detected and possible mitigation by discussing the issues with the air traffic controllers in debriefing sessions. [Taken from abstract]. The full text is available in PDF format so Adobe Acrobat will be required in order to read it.

Using Statistical Process Control Methods to Classify Pilot Mental Workload

The site provides access to an Air University, Air Force Institute of Technology, Graduate School of Engineering and Management, MSc Thesis, by Captain Terence Y. Kudo, USAF, AFIT/GOR/ENS/01M-10, dated March 2001. The objective of the research was to apply statistical process control methodology on different psychophysiological features in an attempt to classify pilot mental workload. Control charts were used to track these features throughout the flight, and classify a segment as high workload if the measurements of these features were greater than predefined control limits. Citation details and an abstract are available in HTML format. The full text can be accessed in PDF format. The document is part of the Air University Research Database

Validating Information Complexity Questionnaires Using Travel Web Sites

This provides access to a Federal Aviation Administration (FAA) Aerospace Medicine Report DOT/FAA/AM-09/14 written by C. Ling, M. Lopez and J. Xing dated July 2009. With the prevalent use of visual interfaces and the increasing demand to display more information, information complexity in human-computer interfaces becomes a major concern for technology designers. Complex interfaces affect the effectiveness, efficiency, and even the operational safety of a system. Previously, researchers at the Federal Aviation Administration developed two questionnaires to evaluate information complexity of air traffic control displays. This study adapted the questionnaires for commercial computer interfaces and validated them with two types of tasks on three travel Web sites. The results demonstrated that both questionnaires had acceptable reliability, validity, and sensitivity. [Taken from abstract]. The full text is available in PDF format so Adobe Acrobat software is required in order to read it.

Virtual Environments for Intuitive Human-System Interaction – Human Factors Considerations in the Design, Use, and Evaluation of AMVE-Technology(Environnements virtuels d´interaction Homme-Système Intuitive)

This is a Research and Technology Organization (RTO) Technical Report RTO-TR-HFM-121-Part-II, dated July 2007. Changing missions and development of new virtual and augmented reality technologies require the alliance to investigate and integrate new concepts for preparing their militaries and for evaluating human-system integration (HSI) for the design of new equipment. New paradigms and media of Augmented, Mixed, and Virtual Environments (AMVE) provide a realistic training environment and natural HSI using complex realistic or abstract synthetic environments. There are still many open research issues which limit practical application of these technologies. This report addresses relevant human factors issues that must be considered in the design, operation and performance assessment of AMVE-systems. The report discusses how AMVE technologies have been applied to solve real world military problems. While AMVE technologies have proved useful they still need further development before they can become a truly intuitive technology. A table of contents, and the full text of the document can be accessed online in HTML format. The document is contained in the RTO's Full Text Publication Library.

Virtual Institute on Human Behavior Representation

This is a report by the Research and Technology Organisation (RTO) of NATO. The authors, Dr. Sheila Banks and Dr. Uwe Dompke published their report at the SAS Panel Meeting in Athens, Greece on the 23rd Oct 2007.

The purpose of this report is for the use by NATO and national authorities on the implications of technological developments to military operations over the next ten to fifteen years and to provide research planners with recommendations for research that address/investigate the implications of projected technological developments.

Of particular interest to this project, under LTSS/51, their recommendation of highest priority was to establish a NATO RTO exploratory team to investigate the feasibility and utility of assembling a virtual institute for research on human behaviour modelling (NATO, 2001).

Specifically, the virtual institute was to be established for the purpose of modelling military-related individuals, teams, groups, platforms, and organizations in their performance of military operations and tasks.

The virtual institute was envisioned as a NATO resource that would accelerate technology dissemination in specific technology areas that would include development of a web-based clearing house of databases, models and model components and developing standards, and requirements to support multi-national research on human behaviour modelling.

Wakefulness on the Civil Flight Deck: Evaluation of a Wrist-worn Alertness Device

This provides access to a UK Civil Aviation Authority (CAA) Paper 2003/14 dated November 2003. This study assessed the effectiveness of a wrist-worn alertness device based on the principle that sustained periods of sleep are associated with wrist inactivity in excess of 5 minutes. The full text of this paper is available in full text format from the CAA's web site.

What is Essential for Virtual Reality Systems to Meet Military Human Performance Goals

This site provides access to a Research and Technology Organisation (NATO) Meeting Proceedings, RTO-MP-058. This contains papers from the RTO Human Factors and Medicine Panel, held in The Hague, The Netherlands, 13 - 15 April 2000. The aims of the workshop were to identify the functional requirements of potential military applications of Virtual Reality (VR) technology, to report the state-of-the-art and projected capabilities of VR technologies, and to propose future research requirements and directions for military applications. Bibliographic and abstract details are available in HTML format. A table of contents, and the full text of the document (10.5 Mbytes) can be accessed online in PDF format. The document is contained in the RTO's Full Text Publication Library.

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