James R. Comstock

The Efficacy of Head-Down and Head-Up Synthetic Vision Display Concepts for Retro- and Forward-Fit of Commercial Aircraft

The retrofit question concerns whether useful and effective synthetic vision displays are usable in aircraft that have limited-size display spaces. Two experiments were conducted to examine the efficacy of these displays and develop field-of-view and terrain texture recommendations for design. The first experiment examined issues of field of view and display size using an Asheville, North Carolina, synthetic vision database and fixed-based simulator. The second experiment was conducted on the NASA B-757 aircraft at Dallas/Fort Worth International Airport and investigated the efficacy of both head-down and head-up displays and generic and photorealistic terrain texture. Both experiments confirmed the retrofit capability and that all sizes and texturing methods were found to be viable candidates for synthetic vision displays. These results, future directions, and implications for meeting national aeronautic safety and capacity goals are discussed.

Human-in-the-loop experimental research for detect and avoid

This paper provides an overview of a Detect and Avoid (DAA) concept developed by the National Aeronautics and Space Administration (NASA) for integration of Unmanned Aircraft Systems (UAS) into the National Airspace System (NAS), and provides results from human-in-the-loop experiments performed to investigate interoperability and acceptability issues associated with use of the concept with these vehicles and operations. The series of experiments was designed to incrementally assess critical elements of the new concept and the enabling technologies that will be required.

Use of Data Comm by Flight Crew in High-Density Terminal Areas

This paper describes a collaborative FAA and NASA experiment using 22 commercial airline pilots to determine the effect of using Datalink Communication (Data Comm) to issue messages in busy, terminal area operations. Four conditions were defined that span current day to future flight deck equipage levels (voice communication only, Data Comm only, Data Comm with Moving Map Display, Data Comm with Moving Map displaying taxi route), and each condition was used to create an arrival and a departure scenario at the Boston Logan Airport. These eight scenarios were repeated twice for a total of 16 scenarios for each of the eleven crews. Quantitative data was collected on subject reaction time and eye tracking information. Questionnaires collected subjective feedback on workload and acceptability to the flight crew for using Data Comm in a busy terminal area. 95% of the Data Comm messages were responded to by the flight crew within one minute; however, post experiment debrief comments revealed almost unanimous consensus that two minutes was a reasonable expectation for crew response. Eye tracking data indicated an insignificant decrease in head-up time for the Pilot Flying when Data Comm was introduced; however, the Pilot Monitoring had significantly less head-up time. Data Comm workload was rated as operationally acceptable by both crew members in all conditions in flight at any altitude above the Final Approach Fix in terms of response time and workload. Results also indicate the use of Data Comm during surface operations was acceptable, the exception being the simultaneous use of voice, Data Comm, and audio chime required for an aircraft to cross an active runway. Many crews reported they believed Data Comm messages would be acceptable after the Final Approach Fix or to cross a runway if the message was not accompanied by a chime and there was not a requirement to immediately respond to the uplink message.

The Impact of Data Communications Messages in the Terminal Area on Flight Crew Workload and Eye Scanning

This paper, to accompany a discussion panel, describes a collaborative FAA and NASA research study to determine the effect Data Communications (Data Comm) messages have on flight crew workload and eye scanning behavior in busy terminal area operations. In the Next Generation Air Transportation System Concept of Operations, for the period 2017–2022, the FAA envisions Data Comm between controllers and the flight crew to become the primary means of communicating non-time critical information. Four research conditions were defined that span current day to future equipage levels (Voice with Paper map, Data Comm with Paper map, Data Comm with Moving Map Display with ownship position displayed, Data Comm with Moving Map, ownship and taxi route displayed), and were used to create arrival and departure scenarios at Boston Logan Airport. Preliminary results for workload, situation awareness, and pilot head-up time are presented here. Questionnaire data indicated that pilot acceptability, workload, and situation awareness ratings were favorable for all of the conditions tested. Pilots did indicate that there were times during final approach and landing when they would prefer not to hear the message chime, and would not be able to make a quick response due to high priority tasks in the cockpit.

UAS Detect and Avoid – Alert Times and Pilot Performance in Remaining Well Clear

With the rapid growth of Unmanned Aircraft Systems (UAS), NASA was called upon to examine crucial operational and safety concerns regarding the integration of UAS into the National Airspace System (NAS) in collaboration with the Federal Aviation Administration (FAA) and industry. Key research efforts paper focused on understanding and developing requirements for Detect and Avoid (DAA) systems and making sure they are interoperable with Collision Avoidance (CA) technologies. These requirements detail necessary performance of a DAA system designed to help the UAS pilot maintain DAA Well Clear (DWC) from intruder aircraft so that safe separation is retained. NASA Langley’s Human-in-the-Loop (HITL) simulation study known as Collision Avoidance, Self-Separation, and Alerting Times (CASSAT) addressed these DAA requirements in a two-phase study. The first phase examined eleven active air traffic controllers. The second phase, addressed in this paper, examined twelve pilots’ interactions with DAA systems at simulated UAS ground control stations (GCS).