The majority of general aviation (GA) accidents involving adverse weather result in fatalities. Considering the high weather-related fatality rate among GA flight operations, it is imperative to ensure that GA pilots of all experience levels can incorporate available weather information into their flight planning. In the past decade, weather product development has incorporated increasing levels of automation, which has led to the generation of high-resolution, model-based aviation displays such as graphical turbulence guidance and current icing potential, which rival the resolution of radar and satellite imagery. This is in stark contrast to the traditional polygonal-based displays of aviation weather hazards (G-AIRMETs and SIGMETs). It is important to investigate the effects of these changes on the end user. Therefore, the purpose of this study was to compare the interpretability of weather products for two areas of interest: display type (traditional polygons vs. model-based imagery) and type of weather phenomena (ceiling/visibility, turbulence, and icing), across a range of pilot experience levels. Two hundred and four participants completed a series of weather product interpretation questions. The results indicated significant effects of product display type, as well as significant effects of weather phenomena and pilot experience on product interpretation. Further investigation is needed to assess possible extraneous variables.
Previous research suggests that a lack of weather knowledge and poor usability of weather displays may be contributing to aviation weather-related accidents. The purpose of this study was to analyze the perceived usability and performance of pilots while using different parts of the Aviation Weather Center (AWC) website. On average, pilots rated Radar the highest, followed by Terminal Aerodrome Forecasts (TAFs), and then Satellite on the System Usability Scale. Performance measures and the post-study interview revealed further insight into what aspects of the AWC are giving pilots difficulties.
For general aviation (GA) pilots, weather was the primary contributing factor for 25% of accidents between 1982 and 2013 (Fultz & Ashley, 2016). All GA pilots must complete the same certification exam and requirements, however not all GA pilots are receiving the same depth of training. Depending on their flight school, pilots-in-training may be lacking important opportunities to practice applying weather theory to aviation. Attending to this gap in training by providing more opportunities to practice applying their weather knowledge may help reduce the number of weather-related accidents in GA. This paper outlines certification requirements and guidelines to become a private pilot, clarifies weather-knowledge requirements, outlines how pilots currently learn their weather, and makes training recommendations to potentially reduce the number of weather-related accidents in GA.
Prior to departing on a flight, General Aviation pilots complete a preflight planning process to ensure the safety of their flight. One aspect of the preflight planning process is obtaining a briefing on the weather conditions that the pilot might encounter along their flight route. Traditionally pilots have utilized a phone-in service, run by Flight Services, to aid in their assessment of weather conditions; however, research indicates that pilots are increasingly reliant on conducting self- briefing using online resources. The purpose of this study is to determine pilot perceptions of obtaining a phone-in brief in comparison to self-briefing.
General Aviation flight operations have been negatively affected by the slow decreasing weather related accident rate for the last 20 years. Upon further investigation, research suggests, that poor preflight planning and a lack of aviation weather experience and knowledge may be contributing factors to the stagnant weather related accident rate. Our team developed a Preflight Weather Decision Support Tool (PWDST) to help novice pilots access, interpret, and apply weather information. We used a user-centered design process which involved an initial task analysis, low-fidelity prototyping, low-fidelity usability testing, user interviews and expert review. This study assessed and compared the perceived usability, difficulty, and the system assistance satisfaction of the PWDST. Participants (n=9) completed a usability study and a series of surveys during, as well as, after the completion of the preflight planning scenario. A series of Mann-Whitney U Tests were conducted to compare the difference between Private Pilot and Certified Flight Instructors (CFI) perceived usability, difficulty, and system assistance satisfaction ratings. Results indicated, there were no significant differences between group ratings. Overall, both groups reported above average usability, system assistance and low difficulty rating for the PWDST. Future research and possible implications are discussed.
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