The impact of cockpit automation on crew coordination and communication. Volume 1: Overview, LOFT evaluations, error severity, and questionnaire data

The purpose was to examine, jointly, cockpit automation and social processes. Automation was varied by the choice of two radically different versions of the DC-9 series aircraft, the traditional DC-9-30, and the glass cockpit derivative, the MD-88. Airline pilot volunteers flew a mission in the simulator for these aircraft. Results show that the performance differences between the crews of the two aircraft were generally small, but where there were differences, they favored the DC-9. There were no criteria on which the MD-88 crews performed better than the DC-9 crews. Furthermore, DC-9 crews rated their own workload as lower than did the MD-88 pilots. There were no significant differences between the two aircraft types with respect to the severity of errors committed during the Line-Oriented Flight Training (LOFT) flight. The attitude questionnaires provided some interesting insights, but failed to distinguish between DC-9 and MD-88 crews

Design for Six Sigma with Critical-to-Quality Metrics for Research Investments

Abstract 7 8 Design for Six Sigma (DFSS) has evolved as a worthy predecessor to the application of Six-Sigma 9 principles to production, process control, and quality. At Livermore National Laboratory (LLNL), 10 we are exploring the interrelation of our current research, development, and design safety 11 standards as they would relate to the principles of DFSS and Six-Sigma. We have had success in 12 prioritization of research and design using a quantitative scalar metric for value, so we further 13 explore the use of scalar metrics to represent the outcome of our use of the DFSS process. We use 14 the design of an automotive component as an example of combining DFSS metrics into a scalar 15 decision quantity. We then extend this concept to a high-priority, personnel safety example 16 representing work that is toward the mature end of DFSS, and begins the transition into Six-Sigma 17 for safety assessments in a production process. This latter example and objective involves the 18 balance of research investment, quality control, and system operation and maintenance of high 19 explosive handling at LLNL and related production facilities. Assuring a sufficiently low 20 probability of failure (reaction of a high explosive given an accidental impact) is a Critical-To-21 Quality (CTQ) component of our weapons and stockpile stewardship operation and cost. Our use 22 of DFSS principles, with quantification and merging of CTQ metrics, provides ways to quantify 23 clear (preliminary) paths forward for both the automotive example and the explosive safety 24 example. The presentation of simple, scalar metrics to quantify the path forward then provides a 25 focal point for qualitative caveats and discussion for inclusion of other metrics besides a single, 26 provocative scalar. In this way, carrying a scalar decision metric along with the DFSS process 27 motivates further discussion and ideas for process improvement from the DFSS into the Six-Sigma 28 phase of the product. We end with an example of how our DFSS-generated scalar metric could be 29 improved given success of our future research investments in impact safety scenarios. 3

Ignition and Growth Modeling of Detonating TATB Cones and Arcs IGNITION AND GROWTH MODELING OF DETONATING TATB CONES AND ARCS

Abstract. Previously established Ignition and Growth reactive flow models for the detonating triaminotrinitrobenzene (TATB) based plastic bonded explosives LX-17 and PBX 9502 are applied to recent experimental detonation propagation/failure experiments using unconfined cones, confined arcs, and unconfined arcs. The conical experiments are initially overdriven by the convergent geometry and then fail to detonate at smaller diameters than do unconfined cylindrical charges as the radial rarefaction wave lowers the shock pressure and temperature and thus decreases the chemical energy release rate. Unconfined TATB arcs detonate more slowly than cylindrical charges on the inner surface and exhibit large phase velocities on the outer surface. Confinement reduces but does not eliminate these effects. The Ignition and Growth model calculations based on parameters normalized to a great deal of one-, two-and three-dimensional detonation propagation data reproduce these features and agree closely with experimental detonation velocity and arrival time data

SHOCK INITIATION EXPERIMENTS ON PBX 9501 EXPLOSIVE AT PRESSURES BELOW 3 GPa WITH ASSOCIATED IGNITION AND GROWTH MODELING SHOCK INITIATION EXPERIMENTS ON PBX 9501 EXPLOSIVE AT PRESSURES BELOW 3 GPa WITH ASSOCIATED IGNITION AND GROWTH MODELING

Abstract. Shock initiation experiments on the explosive PBX 9501 (95% HMX, 2.5% estane, and 2.5% nitroplasticizer by weight) were performed at pressures below 3 GPa to obtain in-situ pressure gauge data, run-distance-to-detonation thresholds, and Ignition and Growth modeling parameters. Propellant driven gas guns (101 mm and 155 mm) were utilized to initiate the PBX 9501 explosive with manganin piezoresistive pressure gauge packages placed between sample slices. The run-distance-to-detonation points on the Pop-plot for these experiments showed agreement with previously published data and Ignition and Growth modeling parameters were obtained with a good fit to the experimental data. This parameter set will allow accurate code predictions to be calculated for safety scenarios in the low-pressure regime (below 3 GPa) involving PBX 9501 explosive