Xiaochao Guo

The Body Mass Index of Taikonaut Candidates

All of taikonaut candidates came from China Air Force pilots aged 25–35 in years. The GJB4856-2003 gave the anthropometric data of weight (body mass) and height (stature) for 587 male fighter pilots in this age range investigated in 2001. The weight and height were measured for 1,225 male fighter pilots aged 25–47 in 2013, of which there were 787 pilots in age of 25–35. The BMI was 23.00 ± 2.23 for the taikonaut candidates in 2001 with 31.18 % overweight, and 24.27 ± 2.16 for the candidates in 2013 with 47.14 % overweight. The analysis found that the new candidates possess a comparatively higher value for average BMI, and their overweight trends show an obvious rise with time and age.

Q–Q Test for Pilot Evaluation of Ergonomics in Aircraft Cockpit

The Q–Q test (Qualitative and Quantitative test) was set up in the context of pilot evaluation of ergonomics in an iterative process of aircraft cockpit design to facilitate and optimize human-centred design with quantitative data of pilot use in simulated flight. First, a subjective rating scale was built on degrees of acceptability and satisfaction referring to Cooper–Harper Scale. Second, the quantitative measurements of user performances were simultaneously introduced, and the difference between the optimal design and the tested design on the basis of user performances and parameters of designs would support iterative design or redesign. Third, the consensus of pilot sample or subgroups was integrated by the Delphi technique to determine which problems should be solved on time after communication with stakeholders. One example was also discussed.

The Effect of One-Color and Multi-color Displays with HUD Information in Aircraft Cockpits

Objective To study the display effect of one-color and multi-color with head-up display (HUD) in aircraft cockpit and recommend the best color scheme. Methods Fifty-four fighter pilots participated in the experiment. In virtue of level maneuver task of dynamic simulated flight test procedure, the pilots’ performance and their appraisal to the color configurations in daytime and nighttime background were explored. Results According to the results of simulated flight, the results of green plus magenta format were the best. By view of the subjective appraisal, the rating score of green plus magenta was superior to the other color configurations. Conclusions The display effect of HUD information with primary green and magenta as important parameters is the best of all color configurations. This color configuration is recommended in HUD information color coding.

Human Dimensions of Chinese Male Pilots in Sitting Posture and Some Changes

The GJB4856-2003 in effect is based on the latest anthropometric investigations in large scale for Chinese male pilots. There were 22 basic human body measurements of anthropometry in sitting posture. The data of human dimensions were from 1,739 male pilots, including the mean, std. deviation, and 5th, 50th, and 95th percentiles. The analyses suggested that the data of GJB4856 are steady and reliable with good precision. Some human dimensions in GJB4856 seemed to augment generally in comparison with that of GJB20-1984.

Selection of Basic Measurements on Head Segment of Male Pilots for 3-D Anthropometry

The 3D digital design and flexible manufacturing technology on head protective products call for 3D anthropometric data from user population. ISO 20685:2010(E) recommended extracting the six measurements by head scanner while all standards relative to male pilot products were based on one-dimensional (1D) anthropometric databank with traditional measurement in China. The 35 basic measurements were selected by designer survey and data analysis of 904 cases with 53 measurement items in GJB4856 databank to confirm the technological design requirements for anthropometric data on head segment. And 40 landmarks on head segment were identified for 3D anthropometry. The basic measurements covered the main technological design usage for pilot products.

Position of Heading Information Presented in HUD for Aircraft Cockpit

An experiment was conducted to research the optimal position of heading information in display formats of fighter HUD. Two display formats were programmed according to the guidelines in ARP5288 or the “Basic T” arrangement in AC25-11B, i.e. display format (a) in which heading information were located on the attitude, and display format (b) in which heading information were positioned below the attitude. In the present study, 151 pilots participated in user performance test in context of simulated A/A and A/G flight tasks for heading information reading and state judgment of aircraft based on the display formats. The results were that the main effect of display formats was marginally significant for CR (P = 0.05) and very significant for CRT (P < 0.001). The display format (b) was maybe slightly better than that of display format (a), or both of the display formats were compatible. The pilots preferred the display format (a) to (b) in a vote (about 98% vs. 30%) after experimental uses, although the display format (b) might be cognized slightly faster than the display format (a). Other findings were also discussed.

Experimental Study on Simulated Flight Performance with Monochrome and Colorful Display for See-Through Displays

Objective To study the simulated flight performance with monochrome and colorful display for see-through displays, and propose the best color scheme of information. Methods Ninety-one fighter pilots participated in the experiment. In virtue of monochrome and colorful display effects experimental procedure for see-through displays information in fighters, pilots finished simulated flight and combat tasks, respectively, in six color schemes and evaluated every color scheme after the simulated tasks. Results (1) In the simulated tasks, the performance indexes were not significant in six color schemes. (2) In monochrome scheme (scheme No. 1), it was not propitious for pilots to rapidly identify and response to the alerting information when they displayed in green, and there was more advantages when displayed in red and yellow (scheme No. 3 and No. 5). (3) In subjective evaluations, scheme No. 2 was evaluated better, and scheme No. 3 was in the next place. Conclusions The scheme No. 2 and No. 3 were recommended as the best color schemes, but this conclusion was only primary, and verifying researches should be conducted later.

Ergonomics Evaluation of Large Screen Display in Cockpit Based on Eye-Tracking Technology

Eye-tracking technology was used to study the visual sensitive area and the ergonomics of commonly used information encoding methods in large screen primary flight display (PFD) in order to optimize the interface design. Methods A total of 44 pilots (36 ± 6 years) attended the experiment. Seven typical flight human–machine interface images were adapted according to varied factors such as 12 quadrants, 6 colors, and 10 presentation encodings which would affect the ergonomics design. The pilots were asked to search a target picture with full information intercepted from the typical images, and the eye tracker was used to record the eye movement data during the task. The performance differences were analyzed among factors. Results The results of multivariate test showed that: (1) There are significant differences between 12 quadrants and 7 typical pictures (P < 0.01), and the interaction effect between pictures and quadrants is significant (P < 0.01). (2) There were significant differences among the 6 colors, 7 typical pictures, and 12 quadrants groups (P < 0.01); and the interaction among three factors were significant (P < 0.01). (3) There were significant differences among the 10 presentation encodings, 7 typical pictures, and 12 quadrants (P < 0.01). The interaction among three factors was significant (P < 0.01). Conclusion (1) The visual sensitive area of the large screen primary flight display is quadrant 1, 5, 7; the area of visual insensitivity is 10, 12. (2) According to colors, red was the optic color, yellow and green were the worst color. (3) According to presentation encodings, white character with white borders and white character with red shading borders are optic encoding, and black character with yellow borders and green shading was the worst.

Two-Step Subjective Rating Technique of Pilot Evaluation in Q–Q Test for Aircraft Cockpit

A two-step subjective rating technique was constructed to refine and validate the responses of pilots in Q–Q test for aircraft cockpit as a means of subjective data collection and problem diagnosis of designs on the bases of pilot judgment from points of user’s view in the context of simulated flight tasks. Twelve male pilots participated in the Q–Q test for pilot evaluation of a new cockpit prototype as 5th, 50th or 95th percentile representatives in stature. Each user made a judgment firstly about the tested design on the index with acceptability scale and then indicated the deficiencies in the design or the problems in use they found if they complained as “not acceptable” or “not satisfactory” in satisfaction scale, while pilot comments were verified. It is not allowed that only a level or rating score was made without a problem arising because the list of questions is very important as well as suggestions for improvement in Q–Q test. The final list of questions and suggestions was based on the consensus of users, but how to improve is the responsibility of the designer. The results and the influences were also discussed.

Application of Crisis Intervention After Aircraft Mishap

Objective To study the critical incident stress reactions of aircraft mishap and the application of an intervention program in order to reduce the negative psychological impact and promote recovery. Methods The design is case–control study based on general practitioners’ medical records. A crisis intervention program was developed to cope with stress of aircraft mishap and applied after an accident. The crisis impact was measured by interview; data review and intervention effectiveness were analyzed. Results The most popular symptoms within 72 h include worried, anxious, sleep problems, disturbed appetite. Heart rate, white blood cells count, and urine protein concentration of a survival pilot through ejection increased immediately following the accident though he claimed very mild discomfort. CISM intervention included 2 defusings for 50 people, 2 CISDs for 12 people, and 2 individual counselings for 2 people. Conclusion Stress reaction occurs after aircraft mishap, and intervention program should be activated as early as possible.