A two module computational model of situation awareness is presented. One module, characterizing stage 1 (noticing) SA is based on the SEEV model of selective attention in complex environments, and consists of components of Salience (capturing attention), Effort (inhibiting attention movement), Expectancy (for events along a channel) and Value (of attending those events). These are combined additively, and accurately predict visual scanning on the flight deck and in driving. The second module characterizing stage 2 (understanding) SA, results from the integration of noticed information, and its decay if unattended. We describe briefly the application and validation of the attention module to pilot scanning of the synthetic vision system display suite in aviation, and in more detail, the application to predicting differences in situation awareness supported by three formats of a wake vortex display, designed to alert aircraft pilots to dangers in the flight path ahead.
The dynamic airspace configuration concept strives to remove today's rigid structure of navigation aids, airways, pre-defined sectors of airspace, and special-use airspace to provide traffic managers with more flexibility to reconfigure airspace to address convective weather and meet fluctuations in user demand. The impact of increasing levels of air traffic management automation on controller workload and airspace capacity is analyzed. The automation levels represent a current operations baseline; seamless, integrated datalink operations; and automated airspace operations in which separation, merging and spacing guidance is provided for 33,000 ft and above without human controller involvement. Denver Center traffic and airspace for a good weather day are modeled to predict the effect of increased controller productivity on airspace configuration strategies. Results indicate that integrated datalink operations enable the high and low altitude feeder sectors for Denver arrivals to be combined into a single sector for the selected traffic demand, facilitating more uninterrupted descents than possible under current operations. Furthermore, results indicate automated airspace operations enable a single en route sector team to manage airspace below 33,000 ft that is a combination of 5 of today's sectors.
The demand for unmanned aircraft systems (UAS) access to the National Airspace System (NAS) is increasing as agencies find more ways to use them to complete their missions. The Department of Defense (DoD) flies UASs in the NAS primarily for training and some operational missions, the National Aeronautics and Space Administration (NASA) flies UASs in the NAS for scientific missions, and the Department of Homeland Security (DHS) flies UASs in the NAS to patrol our borders. These are some of the uses of UASs that are currently being operated by public entities.Many of the UASs that operate in the NAS are flying in airspace controlled by Federal Aviation Administration (FAA) air traffic controllers and, because of their unique operating characteristics and procedures, have an impact on those controllers' abilities to safely manage the airspace for which they are responsible. This human-in-the-loop (HITL) 1 simulation looked specifically at the lost command and control (C2) link procedures of UASs and how those procedures affected the controllers' abilities to manage the traffic within busy airspace when lost C2 link events were occurring.The study focused on two key aspects of the lost C2 link. First, it analyzed the time it took controllers to identify that a lost C2 link had occurred. Second, it analyzed the time period between the initial indications of a lost C2 link and the initiation of a contingency procedure.The study found that most controllers recognized a lost C2 link situation within a minute of the indication. The study also found that controllers experienced a reduced workload when the time between the notification of the lost C2 link and the aircraft maneuvering was approximately one minute. 1 A HITL simulation is an experiment, often run in a laboratory environment, which requires human interaction with a system in order to evaluate the technology or procedures to go along with that system. Additional research is needed to further validate these initial findings. In general, such analytic results need to be taken into account when standardized lost C2 link and other contingency procedures are developed so as to not overload the controllers who are working the airspace in which the UASs are flying.
Thirteen two-person crews flew 39 approaches each to runway 34R at Seattle-Tacoma airport in a 737-800 level D flight simulator using both head-up and head-down synthetic-vision displays. The within-subject design manipulated display type, runway-lighting configuration, ambient illumination, and two combinations of decision height and runway visual range associated with Special Authorization Category I and II approaches. Data collected/analyzed included training trials, instrument landing system tracking, touchdown point and vertical velocity at touchdown, and pilot opinions on the adequacy of the display formats for the specific task. Results indicated that there was a small but reliable difference in touchdown point between day and night approaches (longer in day) and that distance from centerline was also slightly affected by display type. Mean vertical velocity at touchdown was also affected slightly. Data indicated that there appeared to be no operationally significant differences as a function of display type or other variables examined.
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