&lt;title&gt;Human factors flight trial analysis for 3D SVS: part II&lt;/title&gt;

Schiefele, Jens; Howland, Duncan; Maris, John; Pschierer, C.; Wipplinger, Patrick; Meuter, Michael

doi:10.1117/12.604461

Cited by 13 publications

(12 citation statements)

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“…NASA and others have developed and shown SV technologies to provide significant improvements in terrain awareness and reductions for the potential of Controlled-Flight-Into-Terrain incidents/accidents, [3][4][5] improvements in flight technical error to meet Required Navigation Performance criteria, [6][7] and improvements in situation awareness (SA) without concomitant increases in workload compared to current generation cockpit technologies [8][9][10][11][12] As such, SV 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 SV equipage.…”

Section: Introductionmentioning

confidence: 99%

Enhanced vision for all-weather operations under NextGen

2010

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Recent research in Synthetic/Enhanced Vision technology is analyzed with respect to existing Category II/III performance and certification guidance. The goal is to start the development of performance-based vision systems technology requirements to support future all-weather operations and the NextGen goal of Equivalent Visual Operations. This work shows that existing criteria to operate in Category III weather and visibility are not directly applicable since, unlike today, the primary reference for maneuvering the airplane is based on what the pilot sees visually through the "vision system." New criteria are consequently needed. Several possible criteria are discussed, but more importantly, the factors associated with landing system performance using automatic and manual landings are delineated.

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Section: Introductionmentioning

confidence: 99%

Enhanced vision for all-weather operations under NextGen

2010

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“…A synthetic vision system (SVS) enhances this basic functionality with real-time integrity to ensure the validity of the databases, perform obstacle detection and independent navigation accuracy verification, and provide traffic surveillance. Under NASA's Aviation Safety Program/Synthetic Vision Project (1999)(2000)(2001)(2002)(2003)(2004)(2005)(2006), NASA and its industry partners developed and deployed SVS technologies for commercial and business aircraft which were shown to provide significant improvements in terrain awareness and reductions for the potential of Controlled-Flight-Into-Terrain incidents/accidents (Arthur, Prinzel, Kramer, Bailey, and Parrish, 2003;Schiefele, Howland, Maris, Pschierer, Wipplinger, and Meuter, 2005;Schnell, Theunissen, and Rademaker, 2005); improvements in flight technical error to meet Required Navigation Performance criteria ; and improvements in situation awareness without concomitant increases in workload compared to current generation cockpit technologies (Kramer, Arthur, Bailey, and Prinzel, 2005). It has been hypothesized that the use of SV technologies on head-up and head-down displays can provide precision approach, landing, and taxi guidance for "all weather" capability to all runways without, perhaps, requiring extensive approach lighting systems, ground-based precision guidance systems such as the ILS, or other airport infrastructure.…”

Section: Introductionmentioning

confidence: 99%

Testing the Efficacy of Synthetic Vision during Non-Normal Operations as an Enabling Technology for Equivalent Visual Operations

Kramer¹,

Williams²

2008

PsycEXTRA Dataset

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Synthetic Vision (SV) may serve as a revolutionary crew/vehicle interface enabling technology to meet the challenges of the Next Generation Air Transportation System Equivalent Visual Operations (EVO) concept -that is, the ability to achieve or even improve on the safety of Visual Flight Rules (VFR) operations, maintain the operational tempos of VFR, and potentially retain VFR procedures independent of actual weather and visibility conditions. One significant challenge lies in the definition of required equipage on the aircraft and on the airport to enable the EVO concept objective. An experiment was conducted to evaluate the effects of the presence or absence of SV, the location (head-up or head-down) of this information during an instrument approach, and the type of airport lighting information on landing minima. Another key element of the testing entailed investigating the pilot's awareness and reaction to non-normal events (i.e., failure conditions) that were unexpectedly introduced into the experiment. These non-normals are critical determinants in the underlying safety of all-weather operations. This paper presents the experimental results specific to pilot response to non-normal events using head-up and head-down synthetic vision displays.

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“…Under NASA's Aviation Safety Program/Synthetic Vision Project (1999)(2000)(2001)(2002)(2003)(2004)(2005)(2006), NASA and its industry partners developed and deployed SVS technologies for commercial and business aircraft which were shown to provide significant improvements in terrain awareness and reductions for the potential of Controlled-Flight-Into-Terrain incidents/accidents compared to current generation cockpit technologies. [6][7][8][9][10][11] It has been hypothesized that the use of SV technologies on head-up and head-down displays can provide precision approach, landing, and taxi guidance for "all weather" capability to all runways without requiring extensive approach lighting systems, ground-based precision guidance systems such as the ILS, or other airport infrastructure. These technologies may provide "equivalent vision" capabilities which would obviate the need for airport lighting and other infrastructure to support the flight crews' need to visually acquire runways and taxiways using normal vision.…”

Section: Introductionmentioning

confidence: 99%

Simulation evaluation of synthetic vision as an enabling technology for equivalent visual operations

Kramer

Williams

Bailey

2008

Enhanced and Synthetic Vision 2008

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Enhanced Vision (EV) and synthetic vision (SV) systems may serve as enabling technologies to meet the challenges of the Next Generation Air Transportation System (NextGen) Equivalent Visual Operations (EVO) concept -that is, the ability to achieve or even improve on the safety of Visual Flight Rules (VFR) operations, maintain the operational tempos of VFR, and even, perhaps, retain VFR procedures independent of actual weather and visibility conditions. One significant challenge lies in the definition of required equipage on the aircraft and on the airport to enable the EVO concept objective. A piloted simulation experiment was conducted to evaluate the effects of the presence or absence of Synthetic Vision, the location of this information during an instrument approach (i.e., on a Head-Up or Head-Down Primary Flight Display), and the type of airport lighting information on landing minima. The quantitative data from this experiment were analyzed to begin the definition of performance-based criteria for all-weather approach and landing operations. Objective results from the present study showed that better approach performance was attainable with the head-up display (HUD) compared to the head-down display (HDD). A slight performance improvement in HDD performance was shown when SV was added, as the pilots descended below 200 ft to a 100 ft decision altitude, but this performance was not tested for statistical significance (nor was it expected to be statistically significant). The touchdown data showed that regardless of the display concept flown (SV HUD, Baseline HUD, SV HDD, Baseline HDD) a majority of the runs were within the performance-based defined approach and landing criteria in all the visibility levels, approach lighting systems, and decision altitudes tested. For this visual flight maneuver, RVR appeared to be the most significant influence in touchdown performance. The approach lighting system clearly impacted the pilot's ability to descend to 100 ft height above touchdown based on existing Federal Aviation Regulation (FAR) 91.175 using a 200 ft decision height, but did not appear to influence touchdown performance or approach path maintenance.

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<title>Human factors flight trial analysis for 3D SVS: part II</title>

Cited by 13 publications

References 0 publications

Enhanced vision for all-weather operations under NextGen

Enhanced vision for all-weather operations under NextGen

Testing the Efficacy of Synthetic Vision during Non-Normal Operations as an Enabling Technology for Equivalent Visual Operations

Simulation evaluation of synthetic vision as an enabling technology for equivalent visual operations

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