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Human Factors and the Design of Aviation Systems
Published in Monica Martinussen, David R. Hunter, Aviation Psychology and Human Factors, 2017
Monica Martinussen, David R. Hunter
Integration of related information into a single instrument represents a means to further reduce pilot workload by eliminating the necessity to visually scan multiple instruments and, potentially, eliminating the necessity to cognitively combine separate bits of information. Perhaps, the best example of this integration is the display for the flight management system (FMS) on a modern transport category aircraft. This system brings together in one display (typically called the primary flight display [PFD]) virtually all the information required for control of the aircraft and for horizontal and vertical navigation. A typical PFD is shown in Figure 7.4. This is an amazingly dense display of virtually all the information needed to fly the aircraft. While it may look daunting, with a relatively small amount of training pilots can quickly learn to decipher all the display elements.
Avionic Systems
Published in Mike Tooley, Aircraft Digital Electronic and Computer Systems, 2023
The primary flight display (PFD) is a multicolour CRT or AMLCD displaying aircraft attitude and flight control system steering commands, including VOR, localiser, TACAN or RNAV deviation; and glide slope or pre-selected altitude deviation. The PFD provides flight control system mode annunciation, auto-pilot engage annunciation, attitude source annunciation, marker beacon annunciation, radar altitude, decision height set and annunciation, fast–slow deviation or angle–altitude alert, and excessive ILS deviation.
Attitude Indicator Design in Primary Flight Display: Revisiting an Old Issue With Current Technology
Published in The International Journal of Aerospace Psychology, 2018
Simon Müller, Vitalij Sadovitch, Dietrich Manzey
Flying an aircraft in instrument meteorological conditions (IMC), for example, clouds or night skies, precludes the direct reference to the outside view, possibly contributing to an unrecognized spatial disorientation. Spatial disorientation can be defined as an “erroneous sense of one’s position and motion relative to the plane of the earth’s surface” (Gillingham & Previc, 1993, p. 77) and has been a constant contributing factor to a number of fatal aviation accidents (Comstock, Jones, & Pope, 2003; Gibb, Ercoline, & Scharff, 2011; Poisson & Miller, 2014; Roscoe, 2004). Especially untrained and beginner pilots who are not familiar with flying under IMC tend to experience difficulties maintaining proper spatial orientation, when unsuspectedly losing the natural horizon as visual reference (Roscoe, 2004). In IMC, pilots depend on the attitude indicator (AI) to assess the orientation of their aircraft. The AI is one among other instruments that offer ownship orientation information. It provides information on the aircraft’s pitch and bank angles in relation to the natural horizon and represents the central element of the primary flight display (PFD) in modern aircraft.