Improved Flight Technical Performance in Flight Decks Equipped With Synthetic Vision Information System Displays

Schnell, Thomas; Kwon, Yongjin; Merchant, S.; Etherington, Timothy J.

doi:10.1207/s15327108ijap1401_5

Cited by 57 publications

(34 citation statements)

References 5 publications

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“…Some eye-movement data obtained from pilots flying an Airbus A330 simulator showed that much (35%) of the pilot's attention was focused on the PFD compared with the navigation display (18%) and other areas (Anders, 2001). Most research on the 'glass cockpit' however has been concerned with the human factors of the associated automated systems (e.g., Sarter and Woods, 1995;Baxter et al, 2007) and advanced display technologies such as head-up displays (HUDs), helmet mounted displays (HMDs) and synthetic vision systems (Liggett, 2010;Schnell et al, 2004).…”

Section: Introductionmentioning

confidence: 99%

Can a glass cockpit display help (or hinder) performance of novices in simulated flight training?

Wright

O’Hare

2015

Applied Ergonomics

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Section: Introductionmentioning

confidence: 99%

Can a glass cockpit display help (or hinder) performance of novices in simulated flight training?

Wright

O’Hare

2015

Applied Ergonomics

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“…Moreover, the tunnels were presented alone supplemented only by minimal flight instrumentation. Therefore, few studies (e.g., Schnell, Kwon, Merchant, & Etherington, 2004, Theunissen, 1997 are available to guide tunnel and guidance symbology design for complex graphical displays, such as synthetic vision.…”

Section: Advanced Pathway Displaysmentioning

confidence: 99%

Pathway concepts experiment for head-down synthetic vision displays

Prinzel

Arthur

Kramer

et al. 2004

Enhanced and Synthetic Vision 2004

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Eight 757 commercial airline captains flew 22 approaches using the Reno Sparks 16R Visual Arrival under simulated Category I conditions. Approaches were flown using a head-down synthetic vision display to evaluate four tunnel ("minimal", "box", "dynamic pathway", "dynamic crow's feet") and three guidance ("ball", "tadpole", "follow-me aircraft") concepts and compare their efficacy to a baseline condition (i.e., no tunnel, ball guidance). The results showed that the tunnel concepts significantly improved pilot performance and situation awareness and lowered workload compared to the baseline condition. The dynamic crow's feet tunnel and follow-me aircraft guidance concepts were found to be the best candidates for future synthetic vision head-down displays. These results are discussed with implications for synthetic vision display design and future research.

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“…[8][9][10][11][12] As such, SVS, often displayed on a Head-Down Display (HDD), is emerging as "standard equipage" for Part 23 and Part 25 business and general aviation aircraft flight decks even though, to date, no "operational credit" is obtained by SVS equipage.…”

Section: Introductionmentioning

confidence: 99%

Enhanced and synthetic vision for terminal maneuvering area NextGen operations

et al. 2011

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Synthetic Vision Systems and Enhanced Flight Vision System (SVS/EFVS) technologies have the potential to provide additional margins of safety for aircrew performance and enable operational improvements for low visibility operations in the terminal area environment with equivalent efficiency as visual operations. To meet this potential, research is needed for effective technology development and implementation of regulatory and design guidance to support introduction and use of SVS/EFVS advanced cockpit vision technologies in Next Generation Air Transportation System (NextGen) operations.A fixed-base pilot-in-the-loop simulation test was conducted at NASA Langley Research Center that evaluated the use of SVS/EFVS in NextGen low visibility ground (taxi) operations and approach/landing operations. Twelve crews flew approach and landing operations in a simulated NextGen Chicago O'Hare environment. Various scenarios tested the potential for EFVS for operations in visibility as low as 1000 ft runway visibility range (RVR) and SVS to enable lower decision heights (DH) than can currently be flown today. Expanding the EFVS visual segment from DH to the runway in visibilities as low as 1000 RVR appears to be viable as touchdown performance was excellent without any workload penalties noted for the EFVS concept tested. A lower DH to 150 ft and/or possibly reduced visibility minima by virtue of SVS equipage appears to be viable when implemented on a Head-Up Display, but the landing data suggests further study for head-down implementations.

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Improved Flight Technical Performance in Flight Decks Equipped With Synthetic Vision Information System Displays

Cited by 57 publications

References 5 publications

Can a glass cockpit display help (or hinder) performance of novices in simulated flight training?

Can a glass cockpit display help (or hinder) performance of novices in simulated flight training?

Pathway concepts experiment for head-down synthetic vision displays

Enhanced and synthetic vision for terminal maneuvering area NextGen operations

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