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Aircraft
Published in Milica Kalić, Slavica Dožić, Danica Babić, Introduction to the Air Transport System, 2022
Milica Kalić, Slavica Dožić, Danica Babić
There are five groups of instruments in the cockpit: flight, engine, navigation, communication, and auxiliary instruments. Flight instruments provide the pilot with information on flight speed, acceleration, and aircraft position. This group of instruments consists of an air-speed indicator, an altimeter, a turn-and-bank indicator, a rate-of-climb indicator, which indicates the vertical speed, and an attitude gyro, which shows the position of the aircraft to the artificial horizon, etc. The engine instruments measure the performance of the engine and give indicators of various temperatures and pressures, engine speeds, and fuel flows.
The Aircraft Cabin and its Human Payload
Published in Frank H Hawkins, Harry W Orlady, Human Factors in Flight, 2017
Frank H Hawkins, Harry W Orlady
There has been a trend over the years to erect barriers to communication between the flight deck and the cabin crew. As a protective measure against hijacking, the cockpit door in many airlines is kept locked. Since the introduction of jet flight it has been compulsory for both pilots to remain strapped in their seats throughout the flight. The palmy days when the captain, as on a ship, would return to the cabin for a leisurely dinner with his passengers has long since gone, except in special circumstances when an additional crew is on board. The purser on large aircraft in many airlines has developed into a passenger handling or cabin manager and has taken over some cabin responsibilities from the captain. As the complexity of cabin service has steadily risen, with several different cabin sections, separate galleys and meals and a dozen or so staff, such a change in the role of the purser was inevitable. Furthermore, there are times during flight, notably during take-off, climb, descent and landing, when the flight deck is considered ‘sterile’ and when even cabin staff are not permitted access. This policy developed from the findings of accident investigations which revealed the part played by distraction in reducing the performance of vital cockpit tasks. In the USA the sterile cockpit is now enforced by law (CFR 121.542).
Oxygen Delivery and Acute Hypoxia: Physiological and Clinical Considerations
Published in Anthony N. Nicholson, The Neurosciences and the Practice of Aviation Medicine, 2017
In high-performance aircraft, a combination of cockpit pressurization and oxygen supplementation is used to prevent hypoxia in normal operations. For aircraft design and operational reasons, military aircraft cabins are usually pressurized rather less than civilian transport aircraft, with a cabin pressure that varies with altitude. Current high-performance aircraft may operate around or even above 60,000 feet (18,000 metres), at which altitude the maximum cockpit altitude is likely to be around 22,500 feet (6,800 metres). At these cockpit altitudes, breathing oxygen-enriched air is necessary both for protection against hypoxia and decompression illness. To prevent hypoxia as the altitude increases, the percentage of oxygen in the inspired gas is progressively increased. Normal sea-level alveolar PO2 can be maintained by increasing the inspired oxygen fraction up to an altitude of 33,700 feet (c. 10,000 metres) where 100 per cent oxygen is required. With exposure to progressively higher altitudes above 33,700 feet, while breathing 100 per cent oxygen at ambient pressure, alveolar PO2 will fall progressively until, at around 40,000 feet (12,200 metres), it is equivalent to that when breathing air at 10,000 feet (around 55 mm Hg). This is the minimum alveolar PO2 that will ensure acceptable physical and psychometric performance.
Ab Initio Flight Training: A Systematic Literature Review
Published in The International Journal of Aerospace Psychology, 2023
Elvira Marques, Guido Carim, Chris Campbell, Gui Lohmann
Integrated electronic displays, also known as glass cockpits, replace analog dials in traditional aircraft cockpits. Learning to operate a glass cockpit can be complex if the student has experienced only analog instruments and vice versa. While students tend to prefer glass cockpits, ab initio students who train in a glass cockpit perform worse than those who use the traditional cockpit with analog instruments. The design of glass cockpit displays can pose challenges to students with no previous flight experience and negatively affect their performance. More specifically, students tend to focus on the glass cockpit numerical readout, which leads to distractions and issues in maintaining the correct airspeed, heading, and altitude (McCracken, 2011; Wright & O’Hare, 2015). This is corroborated by Dubois et al. (2015), who concluded that “novice pilots fail to avoid the too much head-down time glass cockpit pitfall” (p. 10).
Grasping the world from a cockpit: perspectives on embodied neural mechanisms underlying human performance and ergonomics in aviation context
Published in Theoretical Issues in Ergonomics Science, 2018
Mariateresa Sestito, John Flach, Assaf Harel
The increasing sophistication of modern aircraft in commercial and military aviation was accompanied by an increasingly more ecological-based design of HMI in flight decks. The imperative of providing pilots all the necessary information in the simplest and the most intuitive way as possible led to the beginning of the digital fly-by-wire systems era. These systems replaced the conventional manual flight controls of an aircraft with an electronic interface, featuring digital flight instrument displays using LCD screens – so-called glass cockpits– rather than the traditional style of analog dials and gauges (also called ‘steam gauges’). Introducing digital flight instrument displays simplified aircraft operation and navigation, allowing pilots to focus only on the most pertinent information. This went hand-in-hand with the necessity to find the right information at the right moment, especially in complex flight operations under time constraints. The design tendency for more effective and natural interaction between humans and technology in the flight decks was intended to promote the implementation of a more direct visualization of the reality present outside the cockpit. A good example of this approach is the Terrain Awareness System which provides a direct visualization of obstacles that are present and increased warnings to the pilot in case of a hazardous flight condition. Such ecological-inspired system – co-operated with other tools like the Flight Path Vector – is based on the direct mapping of the properties of the external reality and their functional relationship, which has the power of directly inducing the proper evasive action to avoid collision with an obstacle (see Borst, Flach, and Ellerbroek 2015 for another example).