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General introduction
Published in Adedeji B. Badiru, Handbook of Industrial and Systems Engineering, 2013
One of the best methods to understand how a human mental model is integrated into a system is through the development of a system block diagram. A human mental model is a human cognitive view (perception and understanding) of volitional processes based on the relationship between software, hardware, and the environment. These models are intrinsically representative of human perception and logical theories regarding situations in contextual environments. For example, various semantics are utilized when developing aircrew displays. A heading indicator (directional gyro) is a flight instrument utilized to determine the heading of the aircraft. The symbol utilized to show the aircraft position on the instrument is the outline of an aircraft. The numbers on the directional gyro provide information regarding aircraft direction. As the direction of the aircraft changes, the symbol of the aircraft guides the pilot by providing current directional feedback. If a pilot is traveling west, the numbers on the aircraft directional gyro represent 270 degrees indicating a heading of west. The design of aircrew system displays can also be considered mission critical and safety critical. Whether the mission is to fly from Washington, DC to Miami, Fla. or to provide a warning system for terrain avoidance, these systems need to be effectively designed with the user interface optimized. Therefore, understanding the challenging factors that influence human behavior are important variables that influence the design in the conceptual design stage. (Sevillian, 2012b, CASI, pp. 1-2). System block diagrams are usually developed during the conceptual stage of the design process. (Sevillian, 2012b, CASI, p. 7)
Effects of auditory and visual feedback on remote pilot manual flying performance
Published in Ergonomics, 2020
Matthew J. M. Dunn, Brett R. C. Molesworth, Tay Koo, Gabriel Lodewijks
For human perception, memory, and decision-making, vision has been considered to be the dominant sensory cue involved (Posner, Nissen, and Klein 1976; Koppen and Spence 2007a). Inside a traditional aircraft cockpit, pilots extract information visually from flight instruments, and when available, utilise binocular vision and field of view to perceive depth and motion outside the aircraft (Howe 2017). When the latter is not possible, for instance at night or under instrument meteorological conditions, some aircraft are fitted with advanced instruments or technology that attempts to reproduce such information. Despite this technology, it is concerning that incidents and accidents continue to occur when a pilot is located physically inside the cockpit of an aircraft and vision is limited. For example, controlled flight into terrain was determined to be the second highest category for fatal accidents worldwide between 2008 and 2017 for the commercial jet fleet (Boeing 2018). In consideration of this, it would therefore be difficult to expect a remotely located pilot of an RPA with even further degraded levels of sensory cueing to perform better.
Susceptibility to Flight Simulator-Induced Spatial Disorientation in Pilots and Non-Pilots
Published in The International Journal of Aerospace Psychology, 2020
Rafał Lewkowicz, Bibianna Bałaj, Piotr Francuz
To create a set of specific disorientation scenarios, an integrated physiological trainer (Gyro-IPT; Environmental Tectonics Corporation, Inc., Southampton, PA) located at the Military Institute of Aviation Medicine in Poland was used. This SD simulator has a three-axis (roll ±30°, pitch ±15° and continuous 360° yaw) motion base and a one-channel, high-resolution, non-collimated out-the-window visual display, with a total field of view of ~28° vertically by ~40° horizontally (when viewed from the design-eye position). Next to standard flight instruments: altimeter, airspeed, heading, and vertical speed indicator, the “inside-out” attitude direction indicator (artificial horizon display), which includes a moving-horizon attitude reference, was applied. The Gyro-IPT can simulate SD during a wide variety of essential stimulus situations known to occur in flight. This simulator is particularly recommended for the training of pilots under-induced SD conditions (Cheung & Wong, 1988). More detail about this SD simulator can be found in our previous paper (Lewkowicz, Fudali-Czyż, Bałaj, & Francuz, 2018).
Future technology on the flight deck: assessing the use of touchscreens in vibration environments
Published in Ergonomics, 2019
Louise V. Coutts, Katherine L. Plant, Mark Smith, Luke Bolton, Katie J. Parnell, James Arnold, Neville A. Stanton
Over the past couple of decades the increasing complexity of the flight deck has resulted in a move away from the traditional overcrowded array of hundreds of mechanical switches, indicators, toggles and gauges into what is now termed the ‘glass cockpit’ and features sensors, computational systems and a structured array of LCD electronic flight instrument displays. There is an ever growing number of functions available for implementation on the flight deck, such as the recent advances in aircraft sensing and data collection and processing. The currently crowded arrays of flight instruments leave no further potential for incorporating these newly available functions, leading to increasing need to move the ‘glass cockpit’ onto the next stage. One solution to this problem is to replace the current set up with a suite of touchscreens that can be customised to provide an unlimited array of airframe specific user applications.