a cockpit display designed to enable limited flight deck separation responsibility walter w. johnson...
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A Cockpit Display Designed to A Cockpit Display Designed to Enable Limited Flight Deck Enable Limited Flight Deck Separation ResponsibilitySeparation Responsibility
Walter W. Johnson & Vernol BattisteNASA Ames Research Center
Sheila Holland Bochow
San Jose State University
Presented By: Vernol Battiste
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OutlineOutline
• Goal of the display design
• Display and Functions
• Full mission simulation: display evaluation
• Crew perspective and comments
• Conclusions
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GoalGoal
• A goal of the cockpit situation display (CSD) design is to present a combined cockpit display of traffic, conflict alerting, and flight path re-planning system which facilitates cockpit flight path re-planning and coordinating with ATC.
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Display Features:• Position and intent of
ownship and traffic• Predictive Information• Clutter management
•Color•Selected route and ID
CSD/NAV Display B-747-400CSD/NAV Display B-747-400
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CSD Depicting Three Alert Levels (SA)CSD Depicting Three Alert Levels (SA)
Situational awareness levels:
•SA1 - Open yellow chevron
•SA2 - Filled yellow chevron
•SA3 - Filled yellow chevron with lines and circles indicating the point where separation will be lost. Flight ID is displayed for all SA levels.
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Static and Pulse PredictorsStatic and Pulse Predictors
PulsePulse StaticStatic
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Advanced Route Assessment ToolsAdvanced Route Assessment Tools
• Modification of current route profile at any waypoint– Heading
– Speed
– Altitude
• Display synchronization to support intra-cockpit comm. • Route modifications sent to ATC for approval via FMS/FANS
protocol
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Predictor ToolPredictor Tool
• Present future aircraft’s position in minutes ahead– Static
– Pulse
• Relative and absolute altitude tags• Aircraft Identification (full data blocks)• Smart Tags• Routes off
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Example of altitude change resolutionExample of altitude change resolution
Waypoint Names•Flight Plan•ARAT
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Example of Lateral resolution maneuverExample of Lateral resolution maneuver
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Simulation Study ObjectivesSimulation Study Objectives• To assess the value of 4/D intent information (flight plans)
for flight crews performing strategic self separation during en route free flight operations.
• To obtain display usage measures for the various display tools.
• To obtain flight crew feedback on utility (effectiveness and workload) of specific display features and overall display design.
• *** To obtain measures of flight crew / ATC coordination
• *** To obtain measures of effectiveness of procedures emphasizing low and high ATC responsibility
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ApproachApproach
• 10 Boeing 747 flight crew flew 8 en route scenarios incorporating climbing, descending, and level encounter geometries. The encounters reflected both “true” and “apparent” conflicts.
• The flights were conducted in an ATC super sector (FL350 and above covering two regular Oakland sectors) manned by an FPL
controller from the areas of interest.
• The flight crew’s task was to maintain vertical (1000ft) and lateral separation, by re-planning their flight trajectory and submitting
changes to ATC for approval.
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ProceduresProcedures
• All flight plan changes/maneuvers required coordination and concurrence with ATC via datalink and voice
• Flight crews attempted to optimize flight profiles based on their understanding of AOC and flight deck priorities
• ATC operated the sector based on current rules and practices
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Experimental DesignExperimental Design
ATC Role
Flight Deck Intent Information
Flight Plans
No Flight Plans
Strategic &Tactical Tactical
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Dependent MeasuresDependent Measures
• Separation violations • CPA• Number of changes
initiated by crew, and number accepted by controller
• Number of changes initiated by controller
• Crew intervention time • Controller intervention
time
• Controller and crew assessment questionnaires
• Subjective workload (crews and controllers)
• ATC’s assessment of crew separation strategies (modify request)
• Crew and controller acceptance
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ResultsResults
• Post simulation, crews responded to a Likert scale format (1-7 scale) - generally 1 negative, and 7 positive, or preferences with either choice anchoring the scale (e.g.,1- static and 7 - pulse predictors)
• A neutral position of 4 was used as an anchor to evaluate ratings that were significantly (p<0.05) above or below the anchor, on a two tailed t-test.
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Results: Display Clutter with and Results: Display Clutter with and Without ARATWithout ARAT
• Neutral response with ARAT -M=4.13, without ARAT -M=4.5 – Flight crews reported that # of aircraft were the
main cause of display clutter– They suggested that the ability to remove
aircraft that were flying away at a different altitude (assumed no longer a threat) could help solve this problem
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Results: Text Size and ReadabilityResults: Text Size and Readability
• Positive response– Tail tags, M=5.69– Aircraft ID blocks, M=6.0– Flight plan waypoint names, M=5.78
• Neutral response – ARAT waypoint names, M=4.44
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Results: Aircraft SymbolsResults: Aircraft Symbols
• Ownship and traffic (size, shape, altitude format, 1 minute predictor, & brightness), positive M=5.97
• Color coding of relative altitudes (blue -above, green - below, and white -same altitude), Positive M=6.37
• Comment: – The color coding allowed an instant recognition of the
traffic situation.
– Brightness levels were not as effective.
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Results: Flight PlansResults: Flight Plans
• Positive response to flight plans (symbol size, shape, waypoints, & altitude segment), M=5.75
• Positive response to the use of color in the flight plan, M=5.84
Comment: Broken (dotted ) line was very effective
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Results: Input ControlsResults: Input Controls
• Predictor panel mounted controls– Ease of use, positive, M=5.61
– Desirability, positive, M=5.47
• ARAT panel mounted controls– Ease of use, neutral, M=4.94
– Desirability, neutral, M=5.33
• Touch Pad predictor and ARAT– Ease of use, neutral, M=4.69, & M=4.5
– Desirability, neutral, M=4.47, & M=4.18
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Results: Aircraft ID BlocksResults: Aircraft ID Blocks
• 15 of 16 flight crew members reported that information in the flight ID block was necessary
• Comment: One addition to the current information set was suggested - final altitude for climbing and descending aircraft
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Results: PredictorsResults: Predictors
• Static, neutral M=4.44• Pulse, very positive M=6.66• Preference (1-static or 7-pulse), Positive M=6.03• Input devices - controlling predictors
– Control panel, positive M=5.56
– Touch Pad, neutral M=4.22
– Preference (1 - control panel to 7 - touch pad), M=3.28
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Result: AlertsResult: Alerts• Alert Symbology
– Overall (shape, sound and function), positive M=5.63– Effectiveness when ARAT engaged, positive M=5.82– ARAT symbology (size, shape, waypoints, altitude segment, and
waypoint table), positive M=5.50
• Alert Resolution– Preference for vertical or lateral maneuver, Neutral M=4.47– Location of initial maneuver (1 - near or 7 - away from ownship),
neutral M=4.38– Value of flight plan, positive M=5.47
• Alert timing– Minimum time for alert level 3, M=5.63– Placement of “Null” point, M=2.43 minutes ahead of ownship (current
design is 1.50)
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ConclusionsConclusions• A goal of the CSD design and evaluation was to assess crew
responses to 3-D and 4-D traffic information, display clutter, and
flight re-planning tools. – Positive response to 3-D flight plans– Positive response to pulse predictor– Positive response to altitude color coding (both flight plan & traffic)– Neutral response to clutter management tools
• Ratings showed that crews had difficulty with the ARAT controls.– Neutral ratings for panel and touch pad suggest that these input
devices need work. • Initial analysis of the performance data suggest that crews were
successful at their primary task, of maintaining en route separation