Human Factors Engineering Requirements

This standard establishes and defines the requirements for applying human factors engineering to the design, development, and acquisition of systems, equipment, and facilities. These requirements include the work to be accomplished in conducting a human factors engineering effort integrated with the total system engineering and development effort. Compliance with this standard will help reach the following goals: a. The system design reflects appropriate consideration of the human component in the context of the task being performed. b. The personnel--\u2010hardware--\u2010software combination meets system performance goals through proper design of hardware, software, and environment. c. The design features will not constitute a hazard to personnel. The system design will neither contribute to nor induce human error during system operations and maintenance. e. The systems will be easy--\u2010to--\u2010use, preventing errors, supporting recovery from errors, and reducing task completion time. f . The procedures for operating and maintaining systems are efficient, reliable, and safe. g. The layout of the facility and the arrangement of equipment provide adequate access to workspace personnel and promote effective communication among team members

A State of Charge Analysis of Lithium-ion Cells Shipped via Air

A thermal event involving a package containing lithium-ion pouch cells occurred within a sorting facility of an all-cargo airline in December 2022. This package had been previously shipped via air and was being handled for delivery to its next destination. Following the incident, the package was sent to the William J. Hughes Technical Center for further evaluation using battery analysis equipment to determine the as-delivered state of charge (SOC) of the cells

Literature Survey of Big Data

Mention the topic of big data, and a person is bound to experience information overload. Indeed, it is so complex with so many terms and details that people want to run away from it. When used right, big data (BD) will help people access data they need in in real time and help managers make better decisions. The purpose of this paper is to evaluate methods, procedures, and architectures for the storage and retrieval of all Federal Aviation Administration (FAA) research, engineering, and development (RE&D) data sets, to leverage on the technology innovation and advancement opportunities in the field of BD analytics. The paper also discusses all relevant Executive Orders (EOs), laws, and Office of Management and Budget (OMB) memorandums that were written to address what federal agencies under the OMB\u2019s jurisdiction must do to comply with various aspects of BD

Availability and Operational Use of Weather Information By En Route and Terminal Controllers

Future air traffic control concepts include many new roles and responsibilities among controllers, air traffic management, pilots, and flight dispatchers. An important aspect of future concepts specifically aims at mitigating operational constraints caused by adverse weather conditions. Therefore, it is important to evaluate the current weather information available to these operators to assess future weather requirements for National Airspace System operations and safety. In the present paper, I compare and contrast the procedural requirements in Federal Aviation Administration Order 7110.65R that en route and terminal controllers follow when they use weather-related information. I summarize what weather information is available at the controller workstation and outline how controllers use this information operationally

TRACON Controller Weather Information Needs: II. Cognitive Work Analysis

The main purpose of the present study is to assess the Terminal Radar Approach Control (TRACON) weather information needs. An additional objective is to assess the flow of weather information within the TRACON environment and the impact on controller and pilot operations during adverse weather conditions. The study used the framework of Cognitive Work Analysis where we included both environmental (terminal domain) and operational (controller - pilot) constraints in the analysis (Vicente, 1999). The Mission Need Statement for Aviation Weather (FAA, 2002) served as the foundation for the weather-needs analysis. The Human Factors Group assembled a group with five TRACON controllers and six airline pilots for the collection of weather impact data. During the group sessions, they discussed weather phenomena and the impact on controller and pilot operations. The Human Factors specialist encouraged group members to discuss specific real-life encounters and assessed the topics from both the controller\u2019s and the pilot\u2019s perspective. They also provided numeric (ordinal) ratings of impact from weather phenomena when appropriate. All ratings were consensus ratings (group ratings) that followed a detailed and complete discussion of each topic. For controller operations, the group provided the highest impact ratings for thunderstorms, snow and ice, and airport reconfiguration due to changing winds. For pilot operations, The group provided the highest impact ratings for thunderstorms, wind shear, microbursts, snow and ice, and mountain wave. The present analysis reveals several information needs for the TRACON controller. Specifically, there is a lack of a graphical display of weather areas with short-time forecast capabilities at the controller workstation. For non-convective turbulence and adverse winds, there is a shortfall in the accuracy of available tools

Human Factors Requirements for En-Route Controller Weather Displays

Adverse weather conditions affect flight operations, overall, but are especially hazardous to general aviation (GA) aircraft. The primary weather hazards are icing, convective activity (i.e., thunderstorms), and reductions in ceiling/visibility. Because of information shortcomings in current en route operations, this research proposes weather display concepts for convective activity, ceiling/visibility, and icing information that meet controller needs. Our weather displays do this by providing operationally useful information that effectively enables the controller to transfer hazard information to the pilot. In addition to the weather displays, our concept involves an automated support system that tracks GA aircraft and hazardous weather areas. When the automated system detects a future conflict with an aircraft and a hazardous weather region (i.e., no-go area), the system alerts the controller about the aircraft and the hazard. Once alerted, the controller can either inform the pilot about the location and extent of the hazard (thereby enhancing cockpit decision making) or the controller can execute necessary weather avoidance actions. Taken together, the weather displays and automation support tool could work towards a reduction in weather-related GA accidents and provide information that enhances cockpit decision making

Flammability Assessment of Bulk-Packed, Nonrechargeable Lithium Primary Batteries in Transport Category Aircraft Final Report

This report documents the findings of a series of tests conducted to determine the flammability characteristics of primary lithium batteries and the dangers associated with shipping them in bulk form on commercial transport category aircraft

TRACON Controller Weather Information Needs: III. Human-in-the-Loop Simulation

Hazardous weather conditions affect the National Airspace System (NAS) in many ways, including flight safety and system effectiveness. From a safety perspective, hazardous weather conditions contribute to aircraft accidents and fatalities (National Transportation Safety Board [NTSB], 1999a; NTSB, 1999b). From an operational perspective, hazardous weather conditions are very costly. In 1995, weather related delays cost airlines $4.1 billion and costs are only increasing (\u201cWeather reports should be higher priority,\u201d 1995). In an effort to mitigate these effects, the Federal Aviation Administration (FAA) is improving the availability of advanced weather information at select Terminal Radar Approach Control (TRACON) facilities. However, the bulk of this weather information is only available to traffic management and supervisors for strategic use. TRACON controllers do not have direct access to advanced weather products. They maintain their Weather Situation Awareness (WSA) by receiving weather briefings from the supervisor and by viewing precipitation levels on their workstation. In the present study, we systematically investigated advanced weather tools and their impact on tactical operations in the TRACON domain. Our results showed an impact of advanced weather information on controller efficiency, with increases in sector throughput (completed flights) of 6% to 10%. By providing enhanced weather information at the workstation, we were able to enhance controllers\u2019 ability to detect approaching weather, monitor its movement, and understand its effect on future operations. In the field, this will increase controllers\u2019 efficiency for the timing of arrivals, for vectoring, for the adjustment of flow and sequencing, and for runway selection

Controller Scan-Path Behavior During Severe Weather Avoidance

In the present study, we examined controllers\u2019 fixation behavior on Storm Motion tools during severe weather avoidance. The data consisted of eye movement recordings from time intervals when controllers activated a static or a dynamic Storm Motion tool. Both of these tools provided information about the direction of storm cell motion and future extrapolated positions of the storm cell leading edge. By analyzing the location and extent of fixations, we performed an assessment to identify the static weather tool features that captured controllers\u2019 visual attention (i.e., areas of visual interest). Second, we analyzed controller scan path behavior (a series of fixations and saccades) while they were using the static and the dynamic tools. Third, we assessed controller fixation prioritization strategies during static tool usage. Our analysis revealed that controllers focused their visual attention significantly more on the area between the storm cell leading edge and the 10 minute extrapolated position compared to other areas of the static Storm Motion tool. With regards to controller scan paths, we found that dynamic Storm Motion tools significantly reduced controller scan path areas, scan path distances, and scan path durations compared to the static tool. Furthermore, the mean pupil diameter was significantly larger for controllers while using the static tool compared to the dynamic tool, indicating a higher visual and cognitive workload during this display condition. We found little evidence for systematic controller fixation behavior while they were using the static tool. The few systematic patterns that we revealed were two-step fixation patterns (e.g., aircraft ? 10 minute extrapolated position), and the vast majority of fixation orders (patterns) were unique to each individual controller. Evidently, the static Storm Motion tool provided weak affordances to controllers during tactical operations. We discuss these results in relation to the attentional capture phenomenon and suggest possible ways to improve static Storm Motion tools for tactical operations

Evaluation of VERDAGENT\uae Against the FAA Minimum Performance Standard for Aircraft Cargo Compartment Halon Replacement Fire Suppression Systems

Suitable alternatives to Halon 1301 are being sought throughout the aviation industry as a result of a worldwide agreement to ban the production and use of Halon 1301 due to the detrimental effects to the atmosphere. Fire extinguishing agents proposed for use in transport category airplane cargo compartments must demonstrate effective firefighting performance against the types of fires likely to occur in airplane cargo compartments. The Federal Aviation Administration (FAA) developed a minimum performance standard (MPS) evaluation method to compare the efficacy of any proposed agent against the known performance of Halon 1301. In this study the FAA Technical Center (FAATC) Fire Safety Branch evaluated VERDAGENT\uae, a potential fire suppression agent, in the FAATC Full Scale Fire Test Facility. Tests were performed according to procedures outlined in the MPS. VERDAGENT\uae is a blend of two components \u2013 carbon dioxide and 2-bromo-3,3,3-trifluoroprop-1-ene (i.e., 2-BTP, commonly called Halotron BrX). The MPS was originally designed considering single component agents similar to Halon 1301. Evaluation of a multicomponent agent required supplementary tests to investigate component separation and uniformity of dispersion throughout the cargo compartment. An additional challenge fire test, not within the scope of the MPS, was also performed. This fire load consisted of lithium-ion batteries and a combination of ordinary combustible materials and flammable liquids. VERDAGENT\uae demonstrated successful performance in the MPS. Component separation was not observed, and the agent was found to disperse uniformly in the cargo compartment. The agent also performed effectively against the additional challenge fire test. The results summarize that VERDAGENT\uae met the requirements of the MPS for aircraft cargo compartment Halon replacement fire suppression systems