Helicopter flights with night-vision goggles: Human factors aspects

Night-vision goggles (NVGs) and, in particular, the advanced, helmet-mounted Aviators Night-Vision-Imaging System (ANVIS) allows helicopter pilots to perform low-level flight at night. It consists of light intensifier tubes which amplify low-intensity ambient illumination (star and moon light) and an optical system which together produce a bright image of the scene. However, these NVGs do not turn night into day, and, while they may often provide significant advantages over unaided night flight, they may also result in visual fatigue, high workload, and safety hazards. These problems reflect both system limitations and human-factors issues. A brief description of the technical characteristics of NVGs and of human night-vision capabilities is followed by a description and analysis of specific perceptual problems which occur with the use of NVGs in flight. Some of the issues addressed include: limitations imposed by a restricted field of view; problems related to binocular rivalry; the consequences of inappropriate focusing of the eye; the effects of ambient illumination levels and of various types of terrain on image quality; difficulties in distance and slope estimation; effects of dazzling; and visual fatigue and superimposed symbology. These issues are described and analyzed in terms of their possible consequences on helicopter pilot performance. The additional influence of individual differences among pilots is emphasized. Thermal imaging systems (forward looking infrared (FLIR)) are described briefly and compared to light intensifier systems (NVGs). Many of the phenomena which are described are not readily understood. More research is required to better understand the human-factors problems created by the use of NVGs and other night-vision aids, to enhance system design, and to improve training methods and simulation techniques

Light environment - A. Visible light. B. Ultraviolet light

Visible and ultraviolet light environment as related to human performance and safety during space mission

General Guidelines for the Use of Colour on Electronic Charts

An Electronic Chart Testbed has been developed by the Canadian Hydrographic Service for the purposes of investigating design and safety aspects of using electronic charts as a navigational aid for mariners. The proper selection and specification of colour is a fundamental aspect of effective display design. This report outlines the issues involved in the use of colour on displays as they relate to the Electronic Chart Display and Information System (ECDIS). Topics include luminance, high and low ambient illumination, brigthness, display background, colour selection, information clutter, colour coding convention, stimulus size, image location, visual effects, and user characteristics. Since ECDIS is relatively young in its development, the purpose of the review is to provide some general guidelines for selecting and using colours on electronic charts

Characteristics of flight simulator visual systems

The physical parameters of the flight simulator visual system that characterize the system and determine its fidelity are identified and defined. The characteristics of visual simulation systems are discussed in terms of the basic categories of spatial, energy, and temporal properties corresponding to the three fundamental quantities of length, mass, and time. Each of these parameters are further addressed in relation to its effect, its appropriate units or descriptors, methods of measurement, and its use or importance to image quality

On the typography of flight-deck documentation

Many types of paper documentation are employed on the flight-deck. They range from a simple checklist card to a bulky Aircraft Flight Manual (AFM). Some of these documentations have typographical and graphical deficiencies; yet, many cockpit tasks such as conducting checklists, way-point entry, limitations and performance calculations, and many more, require the use of these documents. Moreover, during emergency and abnormal situations, the flight crews' effectiveness in combating the situation is highly dependent on such documentation; accessing and reading procedures has a significant impact on flight safety. Although flight-deck documentation are an important (and sometimes critical) form of display in the modern cockpit, there is a dearth of information on how to effectively design these displays. The object of this report is to provide a summary of the available literature regarding the design and typographical aspects of printed matter. The report attempts 'to bridge' the gap between basic research about typography, and the kind of information needed by designers of flight-deck documentation. The report focuses on typographical factors such as type-faces, character height, use of lower- and upper-case characters, line length, and spacing. Some graphical aspects such as layout, color coding, fonts, and character contrast are also discussed. In addition, several aspects of cockpit reading conditions such as glare, angular alignment, and paper quality are addressed. Finally, a list of recommendations for the graphical design of flight-deck documentation is provided

Evaluation of the Overheight Detection System Effectiveness at Eklutna Bridge

The Eklutna River/Glenn Highway bridge has sustained repeated impacts from overheight trucks. In 2006, ADOT&PF installed an overheight vehicle warning system. The system includes laser detectors, alarms, and message boards. Since installation, personnel have seen no new damage, and no sign that the alarm system has been triggered. Although this is good news, the particulars are a mystery: Is the system working? Is the presence of the equipment enough to deter drivers from gambling with a vehicle that might be over the height limit? Is it worth installing similar systems at other overpasses? This project is examining the bridge for any evidence of damage, and is fitting the system with a datalogger to record and video any events that trigger the warning system. Finally, just to be sure, researchers will test the system with (officially) overheight vehicles. Project results will help ADOT&PF determine if this system is functioning, and if a similar system installed at other bridges would be cost-effective.Fairbanks North Star Boroug

Human operator performance of remotely controlled tasks: Teleoperator research conducted at NASA's George C. Marshal Space Flight Center

The capabilities within the teleoperator laboratories to perform remote and teleoperated investigations for a wide variety of applications are described. Three major teleoperator issues are addressed: the human operator, the remote control and effecting subsystems, and the human/machine system performance results for specific teleoperated tasks

Human Factors Evaluation of Portable Electronic Devices in Tactical Aircraft

As the service life of aging military aircraft are extended and these aircraft are tasked with new missions they were never designed to support, military aircraft are constantly being upgraded with new systems and avionics. Additionally, many legacy aircraft have poor cockpit layouts or incorporate older displays that are not compatible with or require extensive modification to support these new technologies. Unfortunately, many acquisition programs do not have the luxury of an unlimited budget and schedule to complete the required upgrades. One alternative is to incorporate a portable electronic device or PED into the cockpit. These devices can provide moving maps, real time intelligence information, or simply transition to a paperless cockpit. Adding a PED can be a cheaper and easier alternative than redesigning the entire cockpit. Although PEDs have some cost and schedule benefits, the human factors concerns can often overshadow the money and time saved using these devices. This paper investigates the human factors and aircrew systems design considerations when integrating laptop, pentablet, and personal digital assistant (PDA) type devices into attack and strike-fighter fixed wing aircraft. The range of issues that human factors engineers must consider with any potential PED is wide-ranging, from display readability to operator training and from user interface to degraded system operation. This paper focuses on the hardware integration requirements for PEDs in tactical fixed wing aircraft. While software functionality and aircrew workload are important factors that must be considered for any system, these issues are outside the scope of this paper. When integrating a PED system, there are six critical operational issues (COI) every system must meet before it can be considered operationally effective and suitable for the cockpit environment. The six PED COIs are: The display must be easily readable under all anticipated lighting conditions ranging from direct sunlight to night time operations. Also, the display must have adequate off axis readability if the display is not in the pilot’s primary field of view or if shared by two crew members. The display lighting must be compatible with existing cockpit lighting, including night vision imaging systems (NVIS). Lighting compatibility affects both internal and external cockpit vision and the ability to shift focus from outside to inside the cockpit and vice versa. The input devices and controls must allow for fast, accurate data entry and system optimization to present mission critical information in the desired format at the appropriate time. The PED must be integrated into the cockpit so it is easily accessible to the pilot while not restricting the pilot’s access to other cockpit controls and displays. If the PED is used as an electronic kneeboard, it must be properly secured so the device remains firmly in place and is comfortable to wear, especially during dynamic maneuvering and extended combat missions. The PED must not interfere with normal and emergency ingress and egress, including the ejection process. Also, the PED should not increase the risk of injury during an emergency egress scenario. For each COI, military and Federal Aviation Administration (FAA) human factors, cockpit guidelines, and specifications are outlined and applied to PED use in a military cockpit. This paper examines several fielded systems used in both commercial and military aviation, as well as potential Commercial Off the Shelf (COTS) systems. Ground and flight test reports for fielded and developmental PEDs provide examples as to how these guidelines and specifications apply to PED integration into the cockpit. Finally, the author, a Navy test pilot with experience employing PEDs in tactical cockpits, provides an aviator perspective to these guidelines and specifications in a combat environment. Based on the PED COIs, military specifications presented, and lessons learned from currently deployed PED systems, five conclusions were made when conducting this evaluation: Pentablet computers are preferred over laptops and PDAs. PEDs should not serve as the primary indicator of safety of flight or mission critical information. Integrating COTS systems does not guarantee cost and schedule savings. Touch screens and reprogrammable push buttons are the optimum control option. PEDs should be mounted on kneeboards vice the instrument panel. PEDs have excellent potential to fulfill many roles in the tactical cockpit, including electronic checklists, navigation charts, and real time weapon system control. While PEDs may not be the perfect solution to many system integration problems, they are viable options that deserve further consideration by any program manager or acquisition professional

Conceptual design study for an advanced cab and visual system, volume 2

The performance, design, construction and testing requirements are defined for developing an advanced cab and visual system. The rotorcraft system integration simulator is composed of the advanced cab and visual system and the rotorcraft system motion generator, and is part of an existing simulation facility. User's applications for the simulator include rotorcraft design development, product improvement, threat assessment, and accident investigation