Pub Date : 2016-12-12DOI: 10.1109/DASC.2016.7778054
R. Sabatini, T. Moore, C. Hill, A. Gardi, S. Ramasamy, Michael Gilgien
In this paper, trajectory optimisation algorithms developed specifically for the Global Navigation satellite System (GNSS) Avionics-Based Integrity Augmentation (ABIA) system are presented. The ABIA system is designed to increase the levels of integrity and accuracy (as well as continuity in multi-sensor data fusion architectures) of GNSS in a variety of mission- and safety-critical aviation applications. The trajectory optimisation algorithms can be employed both for flight planning as well as real-time optimisation of manned and unmanned aircraft for all flight phases. Three and six Degrees-of-Freedom (3-DoF/6-DoF) aircraft dynamics models are adopted to generate a number of feasible flight trajectories that also satisfy the GNSS constraints. A detailed simulation case study is presented to evaluate the performance of trajectory optimisation algorithms for GNSS integrity augmentation using an AIRBUS A320 3-DoF aircraft dynamics model. Results confirm that the employed trajectory optimisation algorithms are capable of supporting high-integrity tasks when GNSS is used as the primary source of navigation data.
{"title":"Trajectory optimisation for avionics-based GNSS integrity augmentation system","authors":"R. Sabatini, T. Moore, C. Hill, A. Gardi, S. Ramasamy, Michael Gilgien","doi":"10.1109/DASC.2016.7778054","DOIUrl":"https://doi.org/10.1109/DASC.2016.7778054","url":null,"abstract":"In this paper, trajectory optimisation algorithms developed specifically for the Global Navigation satellite System (GNSS) Avionics-Based Integrity Augmentation (ABIA) system are presented. The ABIA system is designed to increase the levels of integrity and accuracy (as well as continuity in multi-sensor data fusion architectures) of GNSS in a variety of mission- and safety-critical aviation applications. The trajectory optimisation algorithms can be employed both for flight planning as well as real-time optimisation of manned and unmanned aircraft for all flight phases. Three and six Degrees-of-Freedom (3-DoF/6-DoF) aircraft dynamics models are adopted to generate a number of feasible flight trajectories that also satisfy the GNSS constraints. A detailed simulation case study is presented to evaluate the performance of trajectory optimisation algorithms for GNSS integrity augmentation using an AIRBUS A320 3-DoF aircraft dynamics model. Results confirm that the employed trajectory optimisation algorithms are capable of supporting high-integrity tasks when GNSS is used as the primary source of navigation data.","PeriodicalId":340472,"journal":{"name":"2016 IEEE/AIAA 35th Digital Avionics Systems Conference (DASC)","volume":"18 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-12-12","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115083734","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2016-09-26DOI: 10.1109/DASC.2016.7777980
C. Insaurralde
The aerospace industry as well as other industrial sectors share Distributed Time-Critical Systems (DTCSs) with similar characteristics. Control applications for such industries usually have similar safety requirements even so the natures of the systems are radically different. This paper discusses the use of a modelling standard from industrial automation for aerospace. DTCSs demand innovative engineering methods and tools to analyze/notate requirements as well as to design the above systems (modeling languages play a key role). The IEC 61499 standard is an attractive modeling methodology for DTCSs, and can be used in avionics systems. The IEC 61499 is a modeling language that facilities the representation of distributed control systems. This paper also presents an application example based on the IEC 61499 standard. The case study is a DTCS such as a distributed fluid control system (fuel measurement and management) of aircraft. Simulation results from the above DTCS modelled by means of the IEC 61499 are shown. A discussion on issues related the IEC 61499 standard as a potential tool for aerospace systems are also presented. Remarking conclusions and future research directions are eventually discussed.
{"title":"Modeling standard for distributed control systems: IEC 61499 from industrial automation to aerospace","authors":"C. Insaurralde","doi":"10.1109/DASC.2016.7777980","DOIUrl":"https://doi.org/10.1109/DASC.2016.7777980","url":null,"abstract":"The aerospace industry as well as other industrial sectors share Distributed Time-Critical Systems (DTCSs) with similar characteristics. Control applications for such industries usually have similar safety requirements even so the natures of the systems are radically different. This paper discusses the use of a modelling standard from industrial automation for aerospace. DTCSs demand innovative engineering methods and tools to analyze/notate requirements as well as to design the above systems (modeling languages play a key role). The IEC 61499 standard is an attractive modeling methodology for DTCSs, and can be used in avionics systems. The IEC 61499 is a modeling language that facilities the representation of distributed control systems. This paper also presents an application example based on the IEC 61499 standard. The case study is a DTCS such as a distributed fluid control system (fuel measurement and management) of aircraft. Simulation results from the above DTCS modelled by means of the IEC 61499 are shown. A discussion on issues related the IEC 61499 standard as a potential tool for aerospace systems are also presented. Remarking conclusions and future research directions are eventually discussed.","PeriodicalId":340472,"journal":{"name":"2016 IEEE/AIAA 35th Digital Avionics Systems Conference (DASC)","volume":"30 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-09-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"125359285","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2016-09-26DOI: 10.1109/DASC.2016.7778070
C. Insaurralde, Erik Blasch
Air Traffic Management (ATM) incorporates demanding decision-making processes that combine information of diverse characteristics. ATM challenges aviators and airspace controllers with unprecedented workloads to maintain safety and cross-checking of multi-source information, including data from Unmanned Aerial Vehicles (UAVs). The challenge for future ATM Decision-Support Systems (DSS) is not only autonomous and reliable complex decision-making with minimal human intervention but also dealing with UAV ATM (UTM). This paper proposes the implementation of Ontologies for NextGen Avionics Systems (ONAS) for UTM. ONAS presents an operation framework and an ontology-based tool to support decision making in advanced ATM/UTM systems. The proposed ONAS approach includes a cognitive ATM/UTM architecture for avionics analytics. An ontological database captures information related to weather, flights, and airspace. Inference over the ontology is provided by a reasoner. The decision-making process is underpinned by the concept of Situation AWareness (SAW) as well as Situation Assessment (SA). The SAW approach proposed is intended to be initially used in civil aviation. A case study is presented based on different scenarios for an ATM/UTM system. The scenarios represent flight situations where the decisions made are supported by the proposed ONAS approach.
空中交通管理(ATM)包含了要求苛刻的决策过程，它结合了不同特征的信息。ATM给飞行员和空域管制员带来了前所未有的工作量挑战，他们需要维护多源信息的安全和交叉检查，包括来自无人机(uav)的数据。未来的ATM决策支持系统(DSS)面临的挑战不仅是在人为干预最少的情况下做出自主可靠的复杂决策，而且是如何处理无人机ATM (UTM)。本文提出了面向UTM的下一代航空电子系统本体(Ontologies for NextGen Avionics Systems, ONAS)的实现方法。在先进的ATM/UTM系统中，ONAS提供了一个操作框架和基于本体的工具来支持决策。提出的单因素控制方法包括用于航空电子分析的认知ATM/UTM体系结构。本体数据库捕获与天气、航班和空域相关的信息。对本体的推理是由推理器提供的。决策过程以态势感知(SAW)和态势评估(SA)概念为基础。所提出的SAW方法最初打算用于民用航空。给出了一个基于ATM/UTM系统不同场景的案例研究。这些场景表示飞行情况，其中所做的决策由提议的ONAS方法支持。
{"title":"Ontological knowledge representation for avionics decision-making support","authors":"C. Insaurralde, Erik Blasch","doi":"10.1109/DASC.2016.7778070","DOIUrl":"https://doi.org/10.1109/DASC.2016.7778070","url":null,"abstract":"Air Traffic Management (ATM) incorporates demanding decision-making processes that combine information of diverse characteristics. ATM challenges aviators and airspace controllers with unprecedented workloads to maintain safety and cross-checking of multi-source information, including data from Unmanned Aerial Vehicles (UAVs). The challenge for future ATM Decision-Support Systems (DSS) is not only autonomous and reliable complex decision-making with minimal human intervention but also dealing with UAV ATM (UTM). This paper proposes the implementation of Ontologies for NextGen Avionics Systems (ONAS) for UTM. ONAS presents an operation framework and an ontology-based tool to support decision making in advanced ATM/UTM systems. The proposed ONAS approach includes a cognitive ATM/UTM architecture for avionics analytics. An ontological database captures information related to weather, flights, and airspace. Inference over the ontology is provided by a reasoner. The decision-making process is underpinned by the concept of Situation AWareness (SAW) as well as Situation Assessment (SA). The SAW approach proposed is intended to be initially used in civil aviation. A case study is presented based on different scenarios for an ATM/UTM system. The scenarios represent flight situations where the decisions made are supported by the proposed ONAS approach.","PeriodicalId":340472,"journal":{"name":"2016 IEEE/AIAA 35th Digital Avionics Systems Conference (DASC)","volume":"4 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-09-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"128186246","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2016-09-25DOI: 10.1109/DASC.2016.7778016
E. Baskaya, Guido Manfredi, M. Bronz, D. Delahaye
Air safety authorities are forced to develop regulations for UAS due to incidents disturbing public safety and demands from UAS operators. Despite numerous studies from the FAA and EASA, none of them decided on a regulation for UASs. The reliability of the flight is considered to be one of the main obstacles for UAVs integration. This is not an easy topic considering the unknowns of the systems, environment and possible failures. We believe the flexibility required for such solutions calls for open architectures. More specifically, this paper shows how the use of the Paparazzi open source auto-pilot system can ease the integration of low altitude UAS. To ensure safety, this integration needs to be achieved through airspace management and UAS reliability. Preliminary airspace designs, e.g. Amazon's, identify different zones depending on the UAS capabilities, population density and altitude. Plus, national rules evolution push to cope with a variety of requirements. Open source and modular architectures are key to adapt to these requirements. From a UTM point of view, Paparazzi provide features to ease congestion management, such as dynamic geofencing, trajectory communication and collision avoidance. Concerning reliability, current regulations focus on flight constraints but might be expected to involve regulations on software and hardware components as well. In such case, the increased cost will be inevitable for the demands of certification. In the Paparazzi software case, parts of the code have been formally proved and stable versions have thousands of flight hours. Such heritage might ease the certification process for smaller companies. On top of its flexibility and reliability, Paparazzi offers a unique set of features, as an open source software, to achieve safe integration of low altitude UAS in the G airspace. To conclude this work, desirable new features and future work are discussed.
{"title":"Flexible open architecture for UASs integration into the airspace: Paparazzi autopilot system","authors":"E. Baskaya, Guido Manfredi, M. Bronz, D. Delahaye","doi":"10.1109/DASC.2016.7778016","DOIUrl":"https://doi.org/10.1109/DASC.2016.7778016","url":null,"abstract":"Air safety authorities are forced to develop regulations for UAS due to incidents disturbing public safety and demands from UAS operators. Despite numerous studies from the FAA and EASA, none of them decided on a regulation for UASs. The reliability of the flight is considered to be one of the main obstacles for UAVs integration. This is not an easy topic considering the unknowns of the systems, environment and possible failures. We believe the flexibility required for such solutions calls for open architectures. More specifically, this paper shows how the use of the Paparazzi open source auto-pilot system can ease the integration of low altitude UAS. To ensure safety, this integration needs to be achieved through airspace management and UAS reliability. Preliminary airspace designs, e.g. Amazon's, identify different zones depending on the UAS capabilities, population density and altitude. Plus, national rules evolution push to cope with a variety of requirements. Open source and modular architectures are key to adapt to these requirements. From a UTM point of view, Paparazzi provide features to ease congestion management, such as dynamic geofencing, trajectory communication and collision avoidance. Concerning reliability, current regulations focus on flight constraints but might be expected to involve regulations on software and hardware components as well. In such case, the increased cost will be inevitable for the demands of certification. In the Paparazzi software case, parts of the code have been formally proved and stable versions have thousands of flight hours. Such heritage might ease the certification process for smaller companies. On top of its flexibility and reliability, Paparazzi offers a unique set of features, as an open source software, to achieve safe integration of low altitude UAS in the G airspace. To conclude this work, desirable new features and future work are discussed.","PeriodicalId":340472,"journal":{"name":"2016 IEEE/AIAA 35th Digital Avionics Systems Conference (DASC)","volume":"45 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-09-25","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"125648700","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2016-09-25DOI: 10.1109/DASC.2016.7778066
Huseyin Avsar, J. Fischer, T. Rodden
Touch screen technology's first public appearance was in the early 2000s. Touch screens became a part of the daily life with the invention of smartphones and tablets. Now, this technology has the potential to be the next big change in flight deck design. To date, mobile devices are deployed by several air carriers to perform a host of non-safety critical pre-flight and in-flight tasks. Due to high safety requirements requested by authorities, new technologies cannot be adopted as fast as in other settings. Flight deck evolution, which is briefly presented in this paper, is reflecting this natural time delay. Avionics manufacturers are exploring and working on future concepts with touch screen displays. This paper investigates the potential benefits and challenges of touch screen technology on flight decks by means of a variety of qualitative and quantitative research methods (mixed method approach). On the basis of this, a framework was constructed showing the relation between various aspects that could impact the usability of touch screens on the flight deck. This paper concludes with a preliminary questionnaire that can help avionic designers to evaluate whether a touch screen is an appropriate user interface for their system.
{"title":"Mixed method approach in designing flight decks with touch screens: A framework","authors":"Huseyin Avsar, J. Fischer, T. Rodden","doi":"10.1109/DASC.2016.7778066","DOIUrl":"https://doi.org/10.1109/DASC.2016.7778066","url":null,"abstract":"Touch screen technology's first public appearance was in the early 2000s. Touch screens became a part of the daily life with the invention of smartphones and tablets. Now, this technology has the potential to be the next big change in flight deck design. To date, mobile devices are deployed by several air carriers to perform a host of non-safety critical pre-flight and in-flight tasks. Due to high safety requirements requested by authorities, new technologies cannot be adopted as fast as in other settings. Flight deck evolution, which is briefly presented in this paper, is reflecting this natural time delay. Avionics manufacturers are exploring and working on future concepts with touch screen displays. This paper investigates the potential benefits and challenges of touch screen technology on flight decks by means of a variety of qualitative and quantitative research methods (mixed method approach). On the basis of this, a framework was constructed showing the relation between various aspects that could impact the usability of touch screens on the flight deck. This paper concludes with a preliminary questionnaire that can help avionic designers to evaluate whether a touch screen is an appropriate user interface for their system.","PeriodicalId":340472,"journal":{"name":"2016 IEEE/AIAA 35th Digital Avionics Systems Conference (DASC)","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-09-25","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131218759","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2016-09-25DOI: 10.1109/DASC.2016.7777998
Garrett G. Sadler, Henri Battiste, N. Ho, Lauren C. Hoffmann, W. Johnson, R. Shively, J. Lyons, David E. Smith
We performed a human-in-the-loop study to explore the role of transparency in engendering trust and reliance within highly automated systems. Specifically, we examined how transparency impacts trust in and reliance upon the Autonomous Constrained Flight Planner (ACFP), a critical automated system being developed as part of NASA's Reduced Crew Operations (RCO) Concept. The ACFP is designed to provide an enhanced ground operator, termed a super dispatcher, with recommended diversions for aircraft when their primary destinations are unavailable. In the current study, 12 commercial transport rated pilots who played the role of super dispatchers were given six time-pressured “all land” scenarios where they needed to use the ACFP to determine diversions for multiple aircraft. Two factors were manipulated. The primary factor was level of transparency. In low transparency scenarios the pilots were given a recommended airport and runway, plus basic information about the weather conditions, the aircraft types, and the airport and runway characteristics at that and other airports. In moderate transparency scenarios the pilots were also given a risk evaluation for the recommended airport, and for the other airports if they requested it. In the high transparency scenario additional information including the reasoning for the risk evaluations was made available to the pilots. The secondary factor was level of risk, either high or low. For high-risk aircraft, all potential diversions were rated as highly risky, with the ACFP giving the best option for a bad situation. For low-risk aircraft the ACFP found only low-risk options for the pilot. Both subjective and objective measures were collected, including rated trust, whether the pilots checked the validity of the automation recommendation, and whether the pilots eventually flew to the recommended diversion airport. Key results show that: 1) Pilots' trust increased with higher levels of transparency, 2) Pilots were more likely to verify ACFP's recommendations with low levels of transparency and when risk was high, 3) Pilots were more likely to explore other options from the ACFP in low transparency conditions and when risk was high, and 4) Pilots' decision to accept or reject ACFP's recommendations increased as a function of the transparency in the explanation. The finding that higher levels of transparency was coupled with higher levels of trust, a lower need to verify other options, and higher levels of agreement with ACFP recommendations, confirms the importance of transparency in aiding reliance on automated recommendations. Additional analyses of qualitative data gathered from subjects through surveys and during debriefing interviews also provided the basis for new design recommendations for the ACFP.
{"title":"Effects of transparency on pilot trust and agreement in the autonomous constrained flight planner","authors":"Garrett G. Sadler, Henri Battiste, N. Ho, Lauren C. Hoffmann, W. Johnson, R. Shively, J. Lyons, David E. Smith","doi":"10.1109/DASC.2016.7777998","DOIUrl":"https://doi.org/10.1109/DASC.2016.7777998","url":null,"abstract":"We performed a human-in-the-loop study to explore the role of transparency in engendering trust and reliance within highly automated systems. Specifically, we examined how transparency impacts trust in and reliance upon the Autonomous Constrained Flight Planner (ACFP), a critical automated system being developed as part of NASA's Reduced Crew Operations (RCO) Concept. The ACFP is designed to provide an enhanced ground operator, termed a super dispatcher, with recommended diversions for aircraft when their primary destinations are unavailable. In the current study, 12 commercial transport rated pilots who played the role of super dispatchers were given six time-pressured “all land” scenarios where they needed to use the ACFP to determine diversions for multiple aircraft. Two factors were manipulated. The primary factor was level of transparency. In low transparency scenarios the pilots were given a recommended airport and runway, plus basic information about the weather conditions, the aircraft types, and the airport and runway characteristics at that and other airports. In moderate transparency scenarios the pilots were also given a risk evaluation for the recommended airport, and for the other airports if they requested it. In the high transparency scenario additional information including the reasoning for the risk evaluations was made available to the pilots. The secondary factor was level of risk, either high or low. For high-risk aircraft, all potential diversions were rated as highly risky, with the ACFP giving the best option for a bad situation. For low-risk aircraft the ACFP found only low-risk options for the pilot. Both subjective and objective measures were collected, including rated trust, whether the pilots checked the validity of the automation recommendation, and whether the pilots eventually flew to the recommended diversion airport. Key results show that: 1) Pilots' trust increased with higher levels of transparency, 2) Pilots were more likely to verify ACFP's recommendations with low levels of transparency and when risk was high, 3) Pilots were more likely to explore other options from the ACFP in low transparency conditions and when risk was high, and 4) Pilots' decision to accept or reject ACFP's recommendations increased as a function of the transparency in the explanation. The finding that higher levels of transparency was coupled with higher levels of trust, a lower need to verify other options, and higher levels of agreement with ACFP recommendations, confirms the importance of transparency in aiding reliance on automated recommendations. Additional analyses of qualitative data gathered from subjects through surveys and during debriefing interviews also provided the basis for new design recommendations for the ACFP.","PeriodicalId":340472,"journal":{"name":"2016 IEEE/AIAA 35th Digital Avionics Systems Conference (DASC)","volume":"26 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-09-25","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126207019","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2016-09-25DOI: 10.1109/DASC.2016.7777995
Emory T. Evans, S. Young, T. Daniels, Yamira Santiago-Espada, T. Etherington
A flight simulation study was conducted at NASA Langley Research Center to evaluate flight deck systems that (1) predict aircraft energy state and/or autoflight configuration, (2) present the current state and expected future state of automated systems, and/or (3) show the state of flight-critical data systems in use by automated systems and primary flight instruments. Four new technology concepts were evaluated vis-à-vis current state-of-the-art flight deck systems and indicators. This human-in-the-loop study was conducted using commercial airline crews. Scenarios spanned a range of complex conditions and several emulated causal factors and complexity in recent accidents involving loss of state awareness by pilots (e.g. energy state, automation state, and/or system state). Data were collected via questionnaires administered after each flight, audio/video recordings, physiological data, head and eye tracking data, pilot control inputs, and researcher observations. This paper focuses specifically on findings derived from the questionnaire responses. It includes analysis of pilot subjective measures of complexity, decision making, workload, situation awareness, usability, and acceptability.
{"title":"Analysis of pilot feedback regarding the use of state awareness technologies during complex situations","authors":"Emory T. Evans, S. Young, T. Daniels, Yamira Santiago-Espada, T. Etherington","doi":"10.1109/DASC.2016.7777995","DOIUrl":"https://doi.org/10.1109/DASC.2016.7777995","url":null,"abstract":"A flight simulation study was conducted at NASA Langley Research Center to evaluate flight deck systems that (1) predict aircraft energy state and/or autoflight configuration, (2) present the current state and expected future state of automated systems, and/or (3) show the state of flight-critical data systems in use by automated systems and primary flight instruments. Four new technology concepts were evaluated vis-à-vis current state-of-the-art flight deck systems and indicators. This human-in-the-loop study was conducted using commercial airline crews. Scenarios spanned a range of complex conditions and several emulated causal factors and complexity in recent accidents involving loss of state awareness by pilots (e.g. energy state, automation state, and/or system state). Data were collected via questionnaires administered after each flight, audio/video recordings, physiological data, head and eye tracking data, pilot control inputs, and researcher observations. This paper focuses specifically on findings derived from the questionnaire responses. It includes analysis of pilot subjective measures of complexity, decision making, workload, situation awareness, usability, and acceptability.","PeriodicalId":340472,"journal":{"name":"2016 IEEE/AIAA 35th Digital Avionics Systems Conference (DASC)","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-09-25","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"129674211","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2016-09-25DOI: 10.1109/DASC.2016.7777976
Huseyin Avsar, J. Fischer, T. Rodden
Many interactional issues with Flight Management Systems (FMS) in modern flight decks have been reported. Avionics designers are seeking for ways to reduce cognitive load of pilots with the aim to reduce the potential for human error. Academic research showed that touch screen interfaces reduce cognitive effort and provide an intuitive way of interaction. A new way of interaction to manipulate radio frequencies of avionics systems is presented in this paper. A usability experiment simulating departures and approaches to airports was used to evaluate the interface and compare it with the current system (FMS). In addition, interviews with pilots were conducted to find out their personal impressions and to reveal problem areas of the interface. Analyses of task completion time and error rates showed that the touch interface is significantly faster and less prone to user input errors than the conventional input method (via physical or virtual keypad). Potential problem areas were identified and an improved interface is suggested.
{"title":"Designing touch screen user interfaces for future flight deck operations","authors":"Huseyin Avsar, J. Fischer, T. Rodden","doi":"10.1109/DASC.2016.7777976","DOIUrl":"https://doi.org/10.1109/DASC.2016.7777976","url":null,"abstract":"Many interactional issues with Flight Management Systems (FMS) in modern flight decks have been reported. Avionics designers are seeking for ways to reduce cognitive load of pilots with the aim to reduce the potential for human error. Academic research showed that touch screen interfaces reduce cognitive effort and provide an intuitive way of interaction. A new way of interaction to manipulate radio frequencies of avionics systems is presented in this paper. A usability experiment simulating departures and approaches to airports was used to evaluate the interface and compare it with the current system (FMS). In addition, interviews with pilots were conducted to find out their personal impressions and to reveal problem areas of the interface. Analyses of task completion time and error rates showed that the touch interface is significantly faster and less prone to user input errors than the conventional input method (via physical or virtual keypad). Potential problem areas were identified and an improved interface is suggested.","PeriodicalId":340472,"journal":{"name":"2016 IEEE/AIAA 35th Digital Avionics Systems Conference (DASC)","volume":"404 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-09-25","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"134016250","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2016-09-25DOI: 10.1109/DASC.2016.7777961
S. Laughter, D. Cox
The National Aeronautics and Space Administration (NASA) Airborne Subscale Transport Aircraft Research (AirSTAR) Unmanned Aerial System (UAS) is a facility developed to study the flight dynamics of vehicles in emergency conditions, in support of aviation safety research. The system was upgraded to have its operational range significantly expanded, going beyond the line of sight of a ground-based pilot. A redesign of the airborne flight hardware was undertaken, as well as significant changes to the software base, in order to provide appropriate autonomous behavior in response to a number of potential failures and hazards. Ground hardware and system monitors were also upgraded to include redundant communication links, including ADS-B based position displays and an independent flight termination system. The design included both custom and commercially available avionics, combined to allow flexibility in flight experiment design while still benefiting from tested configurations in reversionary flight modes. A similar hierarchy was employed in the software architecture, to allow research codes to be tested, with a fallback to more thoroughly validated flight controls. As a remotely piloted facility, ground systems were also developed to ensure the flight modes and system state were communicated to ground operations personnel in real-time. Presented in this paper is a general overview of the concept of operations for beyond visual range flight, and a detailed review of the airborne hardware and software design. This discussion is held in the context of the safety and procedural requirements that drove many of the design decisions for the AirSTAR UAS Beyond Visual Range capability.
{"title":"AirSTAR hardware and software design for beyond visual range flight research","authors":"S. Laughter, D. Cox","doi":"10.1109/DASC.2016.7777961","DOIUrl":"https://doi.org/10.1109/DASC.2016.7777961","url":null,"abstract":"The National Aeronautics and Space Administration (NASA) Airborne Subscale Transport Aircraft Research (AirSTAR) Unmanned Aerial System (UAS) is a facility developed to study the flight dynamics of vehicles in emergency conditions, in support of aviation safety research. The system was upgraded to have its operational range significantly expanded, going beyond the line of sight of a ground-based pilot. A redesign of the airborne flight hardware was undertaken, as well as significant changes to the software base, in order to provide appropriate autonomous behavior in response to a number of potential failures and hazards. Ground hardware and system monitors were also upgraded to include redundant communication links, including ADS-B based position displays and an independent flight termination system. The design included both custom and commercially available avionics, combined to allow flexibility in flight experiment design while still benefiting from tested configurations in reversionary flight modes. A similar hierarchy was employed in the software architecture, to allow research codes to be tested, with a fallback to more thoroughly validated flight controls. As a remotely piloted facility, ground systems were also developed to ensure the flight modes and system state were communicated to ground operations personnel in real-time. Presented in this paper is a general overview of the concept of operations for beyond visual range flight, and a detailed review of the airborne hardware and software design. This discussion is held in the context of the safety and procedural requirements that drove many of the design decisions for the AirSTAR UAS Beyond Visual Range capability.","PeriodicalId":340472,"journal":{"name":"2016 IEEE/AIAA 35th Digital Avionics Systems Conference (DASC)","volume":"49 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-09-25","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"133830774","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2016-09-25DOI: 10.1109/DASC.2016.7778010
Olga K. Rodionova, B. Sridhar, H. Ng
Air traffic in the North Atlantic oceanic airspace (NAT) experiences very strong winds caused by jet streams. Flying wind-optimal trajectories increases individual flight efficiency, which is advantageous when operating in the NAT. However, as the NAT is highly congested during peak hours, a large number of potential conflicts between flights are detected for the sets of wind-optimal trajectories. Conflict resolution performed at the strategic level of flight planning can significantly reduce the airspace congestion. However, being completed far in advance, strategic planning can only use predicted environmental conditions that may significantly differ from the real conditions experienced further by aircraft. The forecast uncertainties result in uncertainties in conflict prediction, and thus, conflict resolution becomes less efficient. This work considers wind uncertainties in order to improve the robustness of conflict resolution in the NAT. First, the influence of wind uncertainties on conflict prediction is investigated. Then, conflict resolution methods accounting for wind uncertainties are proposed.
{"title":"Conflict resolution for wind-optimal aircraft trajectories in North Atlantic oceanic airspace with wind uncertainties","authors":"Olga K. Rodionova, B. Sridhar, H. Ng","doi":"10.1109/DASC.2016.7778010","DOIUrl":"https://doi.org/10.1109/DASC.2016.7778010","url":null,"abstract":"Air traffic in the North Atlantic oceanic airspace (NAT) experiences very strong winds caused by jet streams. Flying wind-optimal trajectories increases individual flight efficiency, which is advantageous when operating in the NAT. However, as the NAT is highly congested during peak hours, a large number of potential conflicts between flights are detected for the sets of wind-optimal trajectories. Conflict resolution performed at the strategic level of flight planning can significantly reduce the airspace congestion. However, being completed far in advance, strategic planning can only use predicted environmental conditions that may significantly differ from the real conditions experienced further by aircraft. The forecast uncertainties result in uncertainties in conflict prediction, and thus, conflict resolution becomes less efficient. This work considers wind uncertainties in order to improve the robustness of conflict resolution in the NAT. First, the influence of wind uncertainties on conflict prediction is investigated. Then, conflict resolution methods accounting for wind uncertainties are proposed.","PeriodicalId":340472,"journal":{"name":"2016 IEEE/AIAA 35th Digital Avionics Systems Conference (DASC)","volume":"149 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-09-25","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115549871","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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