Facilitating LOS Debriefings: A Training Manual

This manual is a practical guide to help airline instructors effectively facilitate debriefings of Line Oriented Simulations (LOS). It is based on a recently completed study of Line Oriented Flight Training (LOFT) debriefings at several U.S. airlines. This manual presents specific facilitation tools instructors can use to achieve debriefing objectives. The approach of the manual is to be flexible so it can be tailored to the individual needs of each airline. Part One clarifies the purpose and objectives of facilitation in the LOS setting. Part Two provides recommendations for clarifying roles and expectations and presents a model for organizing discussion. Part Tree suggests techniques for eliciting active crew participation and in-depth analysis and evaluation. Finally, in Part Four, these techniques are organized according to the facilitation model. Examples of how to effectively use the techniques are provided throughout, including strategies to try when the debriefing objectives are not being fully achieved

LOFT Debriefings: An Analysis of Instructor Techniques and Crew Participation

This study analyzes techniques instructors use to facilitate crew analysis and evaluation of their Line-Oriented Flight Training (LOFT) performance. A rating instrument called the Debriefing Assessment Battery (DAB) was developed which enables raters to reliably assess instructor facilitation techniques and characterize crew participation. Thirty-six debriefing sessions conducted at five U.S. airlines were analyzed to determine the nature of instructor facilitation and crew participation. Ratings obtained using the DAB corresponded closely with descriptive measures of instructor and crew performance. The data provide empirical evidence that facilitation can be an effective tool for increasing the depth of crew participation and self-analysis of CRM performance. Instructor facilitation skill varied dramatically, suggesting a need for more concrete hands-on training in facilitation techniques. Crews were responsive but fell short of actively leading their own debriefings. Ways to improve debriefing effectiveness are suggested

Performance Data Errors in Air Carrier Operations: Causes and Countermeasures

Several airline accidents have occurred in recent years as the result of erroneous weight or performance data used to calculate V-speeds, flap/trim settings, required runway lengths, and/or required climb gradients. In this report we consider 4 recent studies of performance data error, report our own study of ASRS-reported incidents, and provide countermeasures that can reduce vulnerability to accidents caused by performance data errors. Performance data are generated through a lengthy process involving several employee groups and computer and/or paper-based systems. Although much of the airline indUStry 's concern has focused on errors pilots make in entering FMS data, we determined that errors occur at every stage of the process and that errors by ground personnel are probably at least as frequent and certainly as consequential as errors by pilots. Most of the errors we examined could in principle have been trapped by effective use of existing procedures or technology; however, the fact that they were not trapped anywhere indicates the need for better countermeasures. Existing procedures are often inadequately designed to mesh with the ways humans process information. Because procedures often do not take into account the ways in which information flows in actual flight ops and time pressures and interruptions experienced by pilots and ground personnel, vulnerability to error is greater. Some aspects of NextGen operations may exacerbate this vulnerability. We identify measures to reduce the number of errors and to help catch the errors that occur

How Thoroughly Do Proposed Nextgen Mid-Term Operational Improvements Address Existing Threats?

The goals of the Federal Aviation Administration’s (FAA) Next Generation Air Transportation System (NextGen) include improved safety, increased capacity, increased efficiency, and reduced environmental impact. The FAA has developed 46 mid-term Operational Improvements (OIs) to facilitate initial realization of these benefits in the 2015 – 2018 timeframe. These OIs describe changes in technologies, policies and procedures from current-day air and ground operations designed to mitigate safety, capacity, efficiency, and environmental issues. The main goal of this project was to investigate how thoroughly threats to safety present in today’s operations are addressed by the OIs. These threats, without mitigation, could remain threats in the mid-term, potentially compromising the intended NextGen safety benefits. To address this concern, we extracted threats to safety from 200 Aviation Safety Reporting System incident reports filed by tower air traffic controllers over a five-year period. We then evaluated whether these threats are addressed by the mid-term OIs

Giving the Public a Perspective into Unmanned Aircraft Systems' Operations

NASA is currently engaged in research to safely enable large-scale commercial applications of small Unmanned Aerial Systems (UAS) in low altitude airspace. This research effort, referred to as UAS Traffic Management (UTM), encompasses the concepts and technologies needed to accommodate the projected demand of UAS operating in the national airspace. One aspect related to the successful implementation of UTM in the future is public acceptance. Transparency will heavily influence this acceptance, and a public portal will provide much of that transparency through ease of access to information about the operations - mainly who, why, and where such operations are taking place. Related concerns to the public are individual privacy, security, and accountability of the operators. Providing the aforementioned information about operations can mitigate these concerns, but a balance will have to be achieved between the need for transparency from the public and the privacy of the operators. The proper balance and the needs of the various UTM stakeholders with regard to information access will be explored through the development and testing of a public portal as part of NASA's Technical Capability 3 (TCL 3) demonstration. Additionally, various approaches to the display of information and user interfaces will be surveyed through the development of a public portal by multiple UTM industry partners across different test sites

Impact of Data Exchange Provided by ATD2 Tools at Charlotte-Douglas International Airport

Data Exchange and Integration is necessary for progress towards an Integrated Arrival, Departure, and Surface (IADS) traffic management capability. In collaboration with the FAA, NASA has introduced new data exchange elements to Charlotte-Douglas International Airport air traffic facilities, including the American Airlines ramp, as part of the Airspace Technology Demonstration 2 (ATD2). This paper describes the new tools that deliver these elements, and the human factors impact of the tools as measured by post-bank surveys. Workload was unaffected by ATD2 tool use, and situational awareness was improved in the Tower and with Ramp controllers in the second round of surveys. Respondents described their tools as more helpful if they included ATD2 tools 1) in the Tower for insuring compliance for aircraft under a Traffic Management Initiative, 2) in the TRACON when actively used for many TRACON tasks, and 3) in the Ramp in the second round of surveys

Identification and Characterization of Key Human Performance Issues and Research in the Next Generation Air Transportation System (NextGen)

This report identifies key human-performance-related issues associated with Next Generation Air Transportation System (NextGen) research in the NASA NextGen-Airspace Project. Four Research Focus Areas (RFAs) in the NextGen-Airspace Project - namely Separation Assurance (SA), Airspace Super Density Operations (ASDO), Traffic Flow Management (TFM), and Dynamic Airspace Configuration (DAC) - were examined closely. In the course of the research, it was determined that the identified human performance issues needed to be analyzed in the context of NextGen operations rather than through basic human factors research. The main gaps in human factors research in NextGen were found in the need for accurate identification of key human-systems related issues within the context of specific NextGen concepts and better design of the operational requirements for those concepts. By focusing on human-system related issues for individual concepts, key human performance issues for the four RFAs were identified and described in this report. In addition, mixed equipage airspace with components of two RFAs were characterized to illustrate potential human performance issues that arise from the integration of multiple concepts

TCL3 UTM (UAS Traffic Management) Flight Tests, Airspace Operations Laboratory (AOL) Report

The Technology Capability Level-3 (TCL3) flight tests were conducted at six different test sites located across the USA from March to May of 2018. The campaign resulted in over 830 data collection flights using 28 different aircraft and involving 20 flight crews. Flights not only varied in duration, but also in the environments and terrains over which they flew. The TCL3 tests highlighted four different types of tests: three tests focused on Communication, Navigation and Surveillance (CNS); six tests focused on Sense and Avoid (SAA) technologies; six tests focused on USS Data and Information Exchange (DAT); and five tests focused on exploring fundamental Concepts of the project (CON). This document presents data collected during the TCL3 tests that informed the operators experiencesthe quality of the unmanned aerial system (UAS) Service Supplier (USS) information that the operator was provided with, the usefulness of this information, and the usability of the automation, both while airborne and on the ground. It is intended to complement the reports written by the test sites and the quantitative reports and presentations of the UAS Traffic Management (UTM) project. With the goal of instructing what the minimum information requirements and/or best practices might be in TCL3 operations, the driving enquiry was: How do you get the information you need, when you need it, to successfully fly a UAS in UTM airspace? This enquiry touches on two requirements for displays, which are to provide adequate situation awareness (SA) and to share information through a USS. The six test sites participating in the TCL3 tests flew a subset of the 20 tests (outlined above), with most sites working on a subset of each of the four types: Communications, Navigation and Surveillance (CNS); DAT; CON; and Sense and Avoid (SAA). The, mainly qualitative, data addressed in this report was collected by the AOL (Airspace Operations Laboratory) both on-site and remotely for each test. The data consists of the contents of end-of-day debriefs, end-of-day surveys, observer notes, and flight test information, all submitted as part of the Data Management Plan (DMP)

Evaluation of Approval Request/Call for Release Coordination Procedures for Charlotte Douglas International Airport

NASA is collaborating with the Federal Aviation Administration (FAA) and aviation industry partners to develop and demonstrate new concepts and technologies for Integrated Arrival, Departure, and Surface (IADS) traffic management capabilities under the Airspace Technology Demonstration 2 (ATD-2) project. One of the goals of the IADS capabilities in the ATD-2 project is to increase predictability and throughput of airspace operations by improving Traffic Management Initiative (TMI) compliance. This paper focuses on the Approval Request (APREQ) procedures developed for the ATD-2 project between the Air Traffic Control (ATC) Tower at Charlotte Douglas International Airport and Washington Center. In March 2017, NASA conducted a Human-in-the-Loop (HITL) simulation to evaluate the operational procedures and information requirements for the APREQ procedures in the ATD-2 IADS system between ATC Tower and Center. The findings from the HITL are used to compare ATD-2 APREQ procedures with information about current day APREQ procedures