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S Abbott Terence - One of the best experts on this subject based on the ideXlab platform.
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Summary of a Crew-Centered Flight Deck Design Philosophy for High-Speed Civil Transport (HSCT) Aircraft
1995Co-Authors: T Palmer Michael, H Rogers William, N Press Hayes, A Latorella Kara, S Abbott TerenceAbstract:Past Flight deck design practices used within the U.S. commercial transport aircraft industry have been highly successful in producing safe and efficient aircraft. However, recent advances in automation have changed the way pilots operate aircraft, and these changes make it necessary to reconsider overall Flight deck design. Automated systems have become more complex and numerous, and often their inner functioning is partially or fully opaque to the Flight Crew. This raises pilot concerns about the trustworthiness of automation, and makes Crew awareness of all the intricacies of operation that may impact safe Flight difficult to achieve. While pilots remain ultimately responsible for mission success, performance of Flight deck tasks has been more widely distributed across human and automated resources. Advances in sensor and data integration technologies now make far more information available than may be prudent to present to the Flight Crew. The High Speed Civil Transport (HSCT) mission will likely add new information requirements, such as those for sonic boom management and supersonic/subsonic speed management. Consequently, whether one is concerned with the design of the HSCT, or a next generation subsonic aircraft that will include technological leaps in automated systems, basic issues in human usability of complex systems will be magnified. These concerns must be addressed, in part, with an explicit, written design philosophy focusing on human performance and systems operability in the context of the overall Flight Crew/Flight deck system (i.e., a Crew-centered philosophy). This document provides such a philosophy, expressed as a set of guiding design principles, and accompanied by information that will help focus attention on Flight Crew issues earlier and iteratively within the design process. This conference paper is a summary of NASA Technical Memorandum TM-109171.
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A Crew-Centered Flight Deck Design Philosophy for High-Speed Civil Transport (HSCT) Aircraft
1995Co-Authors: T Palmer Michael, H Rogers William, N Press Hayes, A Latorella Kara, S Abbott TerenceAbstract:Past Flight deck design practices used within the U.S. commercial transport aircraft industry have been highly successful in producing safe and efficient aircraft. However, recent advances in automation have changed the way pilots operate aircraft, and these changes make it necessary to reconsider overall Flight deck design. The High Speed Civil Transport (HSCT) mission will likely add new information requirements, such as those for sonic boom management and supersonic/subsonic speed management. Consequently, whether one is concerned with the design of the HSCT, or a next generation subsonic aircraft that will include technological leaps in automated systems, basic issues in human usability of complex systems will be magnified. These concerns must be addressed, in part, with an explicit, written design philosophy focusing on human performance and systems operability in the context of the overall Flight Crew/Flight deck system (i.e., a Crew-centered philosophy). This document provides such a philosophy, expressed as a set of guiding design principles, and accompanied by information that will help focus attention on Flight Crew issues earlier and iteratively within the design process. This document is Part 1 of a two-part set. Part 2 will provide more detailed descriptions of design guidelines, test and evaluation issues, recommendations for how to apply the philosophy, and methods for identifying and resolving conflicts among design principles and among design guidelines.
T Palmer Michael - One of the best experts on this subject based on the ideXlab platform.
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Summary of a Crew-Centered Flight Deck Design Philosophy for High-Speed Civil Transport (HSCT) Aircraft
1995Co-Authors: T Palmer Michael, H Rogers William, N Press Hayes, A Latorella Kara, S Abbott TerenceAbstract:Past Flight deck design practices used within the U.S. commercial transport aircraft industry have been highly successful in producing safe and efficient aircraft. However, recent advances in automation have changed the way pilots operate aircraft, and these changes make it necessary to reconsider overall Flight deck design. Automated systems have become more complex and numerous, and often their inner functioning is partially or fully opaque to the Flight Crew. This raises pilot concerns about the trustworthiness of automation, and makes Crew awareness of all the intricacies of operation that may impact safe Flight difficult to achieve. While pilots remain ultimately responsible for mission success, performance of Flight deck tasks has been more widely distributed across human and automated resources. Advances in sensor and data integration technologies now make far more information available than may be prudent to present to the Flight Crew. The High Speed Civil Transport (HSCT) mission will likely add new information requirements, such as those for sonic boom management and supersonic/subsonic speed management. Consequently, whether one is concerned with the design of the HSCT, or a next generation subsonic aircraft that will include technological leaps in automated systems, basic issues in human usability of complex systems will be magnified. These concerns must be addressed, in part, with an explicit, written design philosophy focusing on human performance and systems operability in the context of the overall Flight Crew/Flight deck system (i.e., a Crew-centered philosophy). This document provides such a philosophy, expressed as a set of guiding design principles, and accompanied by information that will help focus attention on Flight Crew issues earlier and iteratively within the design process. This conference paper is a summary of NASA Technical Memorandum TM-109171.
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A Crew-Centered Flight Deck Design Philosophy for High-Speed Civil Transport (HSCT) Aircraft
1995Co-Authors: T Palmer Michael, H Rogers William, N Press Hayes, A Latorella Kara, S Abbott TerenceAbstract:Past Flight deck design practices used within the U.S. commercial transport aircraft industry have been highly successful in producing safe and efficient aircraft. However, recent advances in automation have changed the way pilots operate aircraft, and these changes make it necessary to reconsider overall Flight deck design. The High Speed Civil Transport (HSCT) mission will likely add new information requirements, such as those for sonic boom management and supersonic/subsonic speed management. Consequently, whether one is concerned with the design of the HSCT, or a next generation subsonic aircraft that will include technological leaps in automated systems, basic issues in human usability of complex systems will be magnified. These concerns must be addressed, in part, with an explicit, written design philosophy focusing on human performance and systems operability in the context of the overall Flight Crew/Flight deck system (i.e., a Crew-centered philosophy). This document provides such a philosophy, expressed as a set of guiding design principles, and accompanied by information that will help focus attention on Flight Crew issues earlier and iteratively within the design process. This document is Part 1 of a two-part set. Part 2 will provide more detailed descriptions of design guidelines, test and evaluation issues, recommendations for how to apply the philosophy, and methods for identifying and resolving conflicts among design principles and among design guidelines.
Philippa H Gander - One of the best experts on this subject based on the ideXlab platform.
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Flight Crew fatigue management in a more flexible regulatory environment an overview of the new zealand aviation industry
Chronobiology International, 2008Co-Authors: Leigh T Signal, Denise Ratieta, Philippa H GanderAbstract:Since 1995, air transport operators in New Zealand have been able to meet the Flight and duty time (FDT) regulations by operating according to prescriptive FDT limits or by seeking approval to operate under a potentially more flexible company‐specific FDT scheme. There has been no formal assessment of the impact of this increased flexibility on fatigue management processes. The aim of the present study was to determine the strategies and processes that commercial aircraft operators in New Zealand have in place for managing fatigue and whether these differed according to the type of FDT system under which organizations were operating. All air transport operators in New Zealand were sent questionnaires that were to be completed by an individual in a management role, a line pilot, and an individual in a rostering role. Questions were asked about the FDT system under which the organization operated, the strategies and processes in place for managing fatigue, and the consequences of the organization's approach...
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sleep measurement in Flight Crew comparing actigraphic and subjective estimates to polysomnography
Aviation Space and Environmental Medicine, 2005Co-Authors: Leigh T Signal, Jesse Gale, Philippa H GanderAbstract:Introduction Flight Crew sleep is recognized as critical to alertness and safety, but few studies have compared the reliability of the different types of sleep monitoring that are commonly used. The present study compared actigraphic and subjective estimates of sleep to the gold standard, polysomnography (PSG). Methods In-Flight (25 episodes) and layover sleep (21 episodes) of 21 Flight Crew were measured with PSG and actigraphy. Subjective reports were made 30 min after in-Flight sleep episodes. Actigraphy data were analyzed at low, medium, and high activity thresholds. Results Actigraphic and subjective estimates of sleep duration correlated highly with PSG (range 0.84-0.95), regardless of sleep location or activity threshold. Mean differences were relatively small (-36-20 min), but the 95% confidence intervals of the differences were wide (+/- 71- +/- 103 min), particularly for subjective estimates (+/- 112 min). Actigraphic estimates of sleep efficiency and latency showed moderate to poor correlation with PSG values. Epoch-by-epoch comparisons showed the actigraph was sensitive to sleep (83-95%), but not very specific (34-62%). Kappa values indicated only weak agreement ( Discussion For estimating mean sleep duration, both actigraphic and subjective estimates are sufficiently close to PSG values, but the amount of random error must be considered. Any single estimate may vary by more than 1 h from the mean difference. Neither actigraphy nor subjective estimates are suitable for estimating sleep efficiency and latency. Findings indicate that the performance of the actigraph is not altered in Flight, other than the predictable effects associated with shorter, more disturbed sleep.
H Rogers William - One of the best experts on this subject based on the ideXlab platform.
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Summary of a Crew-Centered Flight Deck Design Philosophy for High-Speed Civil Transport (HSCT) Aircraft
1995Co-Authors: T Palmer Michael, H Rogers William, N Press Hayes, A Latorella Kara, S Abbott TerenceAbstract:Past Flight deck design practices used within the U.S. commercial transport aircraft industry have been highly successful in producing safe and efficient aircraft. However, recent advances in automation have changed the way pilots operate aircraft, and these changes make it necessary to reconsider overall Flight deck design. Automated systems have become more complex and numerous, and often their inner functioning is partially or fully opaque to the Flight Crew. This raises pilot concerns about the trustworthiness of automation, and makes Crew awareness of all the intricacies of operation that may impact safe Flight difficult to achieve. While pilots remain ultimately responsible for mission success, performance of Flight deck tasks has been more widely distributed across human and automated resources. Advances in sensor and data integration technologies now make far more information available than may be prudent to present to the Flight Crew. The High Speed Civil Transport (HSCT) mission will likely add new information requirements, such as those for sonic boom management and supersonic/subsonic speed management. Consequently, whether one is concerned with the design of the HSCT, or a next generation subsonic aircraft that will include technological leaps in automated systems, basic issues in human usability of complex systems will be magnified. These concerns must be addressed, in part, with an explicit, written design philosophy focusing on human performance and systems operability in the context of the overall Flight Crew/Flight deck system (i.e., a Crew-centered philosophy). This document provides such a philosophy, expressed as a set of guiding design principles, and accompanied by information that will help focus attention on Flight Crew issues earlier and iteratively within the design process. This conference paper is a summary of NASA Technical Memorandum TM-109171.
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A Crew-Centered Flight Deck Design Philosophy for High-Speed Civil Transport (HSCT) Aircraft
1995Co-Authors: T Palmer Michael, H Rogers William, N Press Hayes, A Latorella Kara, S Abbott TerenceAbstract:Past Flight deck design practices used within the U.S. commercial transport aircraft industry have been highly successful in producing safe and efficient aircraft. However, recent advances in automation have changed the way pilots operate aircraft, and these changes make it necessary to reconsider overall Flight deck design. The High Speed Civil Transport (HSCT) mission will likely add new information requirements, such as those for sonic boom management and supersonic/subsonic speed management. Consequently, whether one is concerned with the design of the HSCT, or a next generation subsonic aircraft that will include technological leaps in automated systems, basic issues in human usability of complex systems will be magnified. These concerns must be addressed, in part, with an explicit, written design philosophy focusing on human performance and systems operability in the context of the overall Flight Crew/Flight deck system (i.e., a Crew-centered philosophy). This document provides such a philosophy, expressed as a set of guiding design principles, and accompanied by information that will help focus attention on Flight Crew issues earlier and iteratively within the design process. This document is Part 1 of a two-part set. Part 2 will provide more detailed descriptions of design guidelines, test and evaluation issues, recommendations for how to apply the philosophy, and methods for identifying and resolving conflicts among design principles and among design guidelines.
N Press Hayes - One of the best experts on this subject based on the ideXlab platform.
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Summary of a Crew-Centered Flight Deck Design Philosophy for High-Speed Civil Transport (HSCT) Aircraft
1995Co-Authors: T Palmer Michael, H Rogers William, N Press Hayes, A Latorella Kara, S Abbott TerenceAbstract:Past Flight deck design practices used within the U.S. commercial transport aircraft industry have been highly successful in producing safe and efficient aircraft. However, recent advances in automation have changed the way pilots operate aircraft, and these changes make it necessary to reconsider overall Flight deck design. Automated systems have become more complex and numerous, and often their inner functioning is partially or fully opaque to the Flight Crew. This raises pilot concerns about the trustworthiness of automation, and makes Crew awareness of all the intricacies of operation that may impact safe Flight difficult to achieve. While pilots remain ultimately responsible for mission success, performance of Flight deck tasks has been more widely distributed across human and automated resources. Advances in sensor and data integration technologies now make far more information available than may be prudent to present to the Flight Crew. The High Speed Civil Transport (HSCT) mission will likely add new information requirements, such as those for sonic boom management and supersonic/subsonic speed management. Consequently, whether one is concerned with the design of the HSCT, or a next generation subsonic aircraft that will include technological leaps in automated systems, basic issues in human usability of complex systems will be magnified. These concerns must be addressed, in part, with an explicit, written design philosophy focusing on human performance and systems operability in the context of the overall Flight Crew/Flight deck system (i.e., a Crew-centered philosophy). This document provides such a philosophy, expressed as a set of guiding design principles, and accompanied by information that will help focus attention on Flight Crew issues earlier and iteratively within the design process. This conference paper is a summary of NASA Technical Memorandum TM-109171.
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A Crew-Centered Flight Deck Design Philosophy for High-Speed Civil Transport (HSCT) Aircraft
1995Co-Authors: T Palmer Michael, H Rogers William, N Press Hayes, A Latorella Kara, S Abbott TerenceAbstract:Past Flight deck design practices used within the U.S. commercial transport aircraft industry have been highly successful in producing safe and efficient aircraft. However, recent advances in automation have changed the way pilots operate aircraft, and these changes make it necessary to reconsider overall Flight deck design. The High Speed Civil Transport (HSCT) mission will likely add new information requirements, such as those for sonic boom management and supersonic/subsonic speed management. Consequently, whether one is concerned with the design of the HSCT, or a next generation subsonic aircraft that will include technological leaps in automated systems, basic issues in human usability of complex systems will be magnified. These concerns must be addressed, in part, with an explicit, written design philosophy focusing on human performance and systems operability in the context of the overall Flight Crew/Flight deck system (i.e., a Crew-centered philosophy). This document provides such a philosophy, expressed as a set of guiding design principles, and accompanied by information that will help focus attention on Flight Crew issues earlier and iteratively within the design process. This document is Part 1 of a two-part set. Part 2 will provide more detailed descriptions of design guidelines, test and evaluation issues, recommendations for how to apply the philosophy, and methods for identifying and resolving conflicts among design principles and among design guidelines.