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Human Factors Considerations and Common Problems for IFR GPS

Avionics Workshop, Ottawa Presented by: Waldemar Krolak and Michel Brulotte. Human Factors Considerations and Common Problems for IFR GPS. Fundamentals and Background Regulatory and Advisory Material for Cockpit Design Advanced Technology in the Cockpit Primary Field of View

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Human Factors Considerations and Common Problems for IFR GPS

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  1. Avionics Workshop, Ottawa Presented by: Waldemar Krolak and Michel Brulotte Human Factors Considerations andCommon Problems for IFR GPS

  2. Fundamentals and Background Regulatory and Advisory Material for Cockpit Design Advanced Technology in the Cockpit Primary Field of View IFR GPS Installations; Advisory Material and External Annunciators Issue Conclusions and Discussions Outline

  3. and Background Discussion Fundamentals

  4. Limitation – Pilot is human, and is therefore prone to error. Sources of Pilot Error Poor Situation Awareness Poor System Understanding Finger Problems Underlying Physio/Psychological Conditions Human Error in the Cockpit

  5. Pilot/Aircraft interface must be tolerant of pilot error: Reduce frequency of errors Make the pilot aware of errors Minimize the effects of errors Allow the pilot to recover from errors Error Tolerance

  6. Must be considered as early as possible in design stage. No Formula that applies to all situations. Good design requires specialized knowledge, operational experience, training, and judgment. Human Factors - Challenges

  7. The pilot must be aware of: Critical system operating parameters Whether the system is operating normally or in a partially or fully failed state What the system will do next Human interface design must allow pilot to control the aircraft and its systems with acceptable workload under all foreseeable operating conditions. What Does a Pilot Need to Know?

  8. Regulatory Material for CockpitsCockpit Human Factors Reference Material

  9. XX.1301 Function and Installation XX.1303 Flight and Navigation Instruments XX.1307 Miscellaneous Equipment XX.1309 Equipment,Systems, and Installations XX.1311 Electronic Display Instrument Systems XX.1321 Arrangement and Visibility XX.1322 Cautions and Warnings Cockpit Design; The Rules

  10. Requirement is traditionally based on XX.1301 and XX.1309 Systems, controls and associated monitoring means must be designed to minimize crew errors which could create additional hazards. Where is Error Tolerance Addressed??

  11. ACs are written to support specific equipment compliance to xx.1301. eg: AC 20-138 for GPS AC20-130A for multi sensor Nav Systems AC 25-23 for TAWS AC 23.1311-1A, Installation of Electronic Displays in Part 23 Airplanes, 1999 AC 25-11, Transport Category Airplane Electronic Display Systems, 1987 Etc… Advisory Material for Avionics

  12. Human Factors for Flight Deck Certification Personnel, DOT/FAA/93-5,(1993) The Interfaces between Flightcrews and Modern Flight Deck Systems, FAA, 1996 GAMA Publication 10, Recommended Practices and Guidelines for Part 23 Cockpit/Flight Deck Design, 2000 SAE ARP 4102, Flight Deck Panels, Controls and Displays, 1988SAE ARP 4102/4, Flight Deck Alerting Systems, 1988 and 1999 Aircraft Alerting Systems Design Guidelines, D6-49976TN Vol 2, Phase III, 1981 Additional References

  13. Advanced Technology in the Cockpit

  14. New advanced avionics will help to reduce the accident rate by enhancing Situational Awareness. Expectations

  15. TAA study found that the accident rate was not reduced in TAAs when compared to traditional GA aircraft. There is potential benefit to safety by introducing advanced avionics, BUT Why was the benefit not realized? Technically Advanced Aircraft Study

  16. Simplify the human interface for GPS instrument approach selection and execution. Provide unambiguous indications of autopilot and GPS mode status. Include hazard displays. Weather, Density Altitude, TAWS, Fuel Pilot Specific Avionics Configuration Setting. TAA Study Recommendations for Hardware issues

  17. Pilots are more likely to use the new technology to push into more limiting conditions (weather, terrain), thus negating any potential safety benefits from the new technology. Alaska Capstone Experience

  18. Primary Field of View

  19. Eye Physiology The best visual acuity occurs when we look straight at an object because the image falls in the fovea, an area that contains the highest concentration of cones in the eye. The optic nerve exits the eye in an area devoid of any optical receptors, called the blind spot. This blind spot is located about 15 deg on the side of the nose from the fovea.

  20. Definition of Primary Field of View:

  21. Within 15 deg of pilot’s normal line of sight. This is the area of the visual field with the best visual acuity and typically the center of attention. High priority information in this area will be detected more quickly than if placed outside this area. Definition of Primary FOV

  22. Some Real World Examples…

  23. A Look at Advisory Material External Annunciation Issues IFR GPS Installations

  24. Section 8 b (3) Each display element…for maneuver anticipation, or for failure/status/integrity annunciation, shall be located where it is visible to the pilot (in the pilot’s primary field of view) with the least practical deviation from the pilot’s normal position and line of vision when looking forward along the flight path. AC 20-138 Guidance

  25. Section 9 b (3) Each display element…for maneuver anticipation, or for failure/status/integrity annunciation, shall be located where it is visible to the pilot(in the pilot’s primary field of view) with the least practical deviation from the pilot’s normal position and line of vision when looking forward along the flight path. AC 20-130A Guidance

  26. Section 3.3.1.1.1 – “The horizontal deviations display, displays used for failure annunciation, maneuver anticipation, and automatic mode switching shall be located within the pilot’s primary field of view (e.g. within 15 degrees of pilot’s primary line of sight), as shall any indication requiring aircrew action.” TSO C-146/RTCA Do 229WAAS Requirements

  27. Section 8.4.1 – “For the purpose of this paragraph the acceptable field of view is approximately 30 degrees horizontally from the centerline of the pilot’s seat forward, with the seat adjusted for the pilot’s nominal eye position.” Para 8.4 refers to flight displays: Attitude, airspeed, altitude and direction! AC 23.1311-1A

  28. Para 8.6 – Navigation Information Para 8.6.1 “Other data including identification of displayed information, alert flags and mode status indications must also be in the primary field of view.” “For additional guidance refer to specific TSOs and ACs.” It specifically points to the Nav system AC’s AC 23.1311-1A (Continued)

  29. Non Regulatory Material GAMA 10

  30. With Line of sight established as 15 deg below the horizontal Vertical +/- 15 deg optimum with +40 up and –20 deg down maximum Horizontal +/- 15 deg optimum with +/- 35 deg maximum GAMA 10 Definition

  31. Field of View source data was taken from DOT/FAA CT-96/1. Here is an inconsistency GAMA 10

  32. Human Factors Design Guide

  33. “This version of the HFDG remains primarily focused upon FAA ground systems and equipment … The Foreword of Human Factors Design Guide This guide is not directed at … aircraft or airborne equipment certification …”

  34. On To External Annunciations…

  35. From the survey of ACs, the requirements are consistent and fall into 4 areas: Maneuver anticipation Failure Status, Automatic Mode Switching Integrity What Annunciations are Required for IFR GPS??

  36. Status – Parallel Track, Approach mode, Terminal mode, MSG, OBS/LEG, AUTO/MAN, Navigation Source Note that MSG can be used for some of these Examples of Each • Maneuver anticipation – WPT, Distance • Failure – NAV Flag • Integrity – RAIM or MSG

  37. The primary FOV is a 15 degree cone centered on the Attitude Indicator. What does the pilot need to know so that situational awareness is maintained while focusing on the flying task? Is the pilot advised in a timely manner that pilot action is needed to interface with the avionics. The Common Sense Interpretation Yardstick

  38. If GPS unit is not within the pilot’s primary FOV then remote annunciators are required in order to display the required information within the primary FOV. Recommendation for Remote Annunciators

  39. We need to make sure that we consider all the ways the aircraft will be operated under normal and abnormal conditions in order to ensure that the modification does not compromise aircraft safety. The details of an installation can set a pilot up for success, or failure. Conclusions

  40. Regulatory Guidance material is consistent, but is a little general. Primary Field of View definition in the Gama 10 document is highly questionable for cockpit applicability. If required information is displayed outside the primary FOV, contact AARDC to evaluate the design on a case by case basis. Flight Test will support industry and the Regional Offices by performing flight test evaluations when required. Conclusions

  41. Discussion Thank You

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