5.1 Human Factors

ÉCOLE DE TECHNOLOGIE
SUPÉRIEURE
MGA--855
MGA
Certification des systèmes
systèmes embarqués
d’aéronefs
Maîtrise en génie : Concentration en génie aérospatial
En collaboration avec Marinvent Corporation
Chapitre 5.1
Human Factor
présenté par :
Maxence Vandevivere
maxence@marinvent.com
Professeur responsable : René Jr. Landry

Poste : 8506 Porte : 2950
Email : rlandry@ele.etsmtl.ca Site web : www.etsmtl.ca/rlandry
5.1 Human Factor

SUPÉRIEURE Caution
This module is designed to show the application of the

certification principles contained in the others chapters. As
such, it touches upon many aspects of the certification process,
but the material is not complete, comprehensive, or necessarily
current with the latest regulations and guidance materials. For
these reasons, the analysis contained in the following slides
should not be used as the basis of a certification program for
the system under investigation.
Certification des systèmes embarqués d’aéronefs MGA-855: Chapitre 5 2
5.1 Human Factor

SUPÉRIEURE Outline
• A brief history of analog displays in aviation

• Limitations of conventional displays
• The Dynamic Non-Linear Display (DNLD)
• Demonstration
• A brief history of augmented vision systems
• Synthetic Vision Systems
• Enhanced Vision Systems
• Blended Vision Systems
1
5.1 Human Factor
SUPÉRIEURE A Brief History of Analog (fuel)
Displays
5.1 Human Factor

SUPÉRIEURE A Brief History of Analog
(airspeed) Displays…
5.1 Human Factor

SUPÉRIEURE Cockpits Gradually Became More
Complex
Piper Cub DC-3
2
5.1 Human Factor
SUPÉRIEURE But the Pace Accelerated
5.1 Human Factor

SUPÉRIEURE and Kept Accelerating…
Soon, we had too many dials, so we decided to go electronic...
5.1 Human Factor

SUPÉRIEURE The Lack of Space Led to Some
Creative Gauge Evolution…
“Tens of M.P.H.” and twice around the clock
3
5.1 Human Factor
SUPÉRIEURE Altimeters Were Also in Difficulties…
The first two were eventually outlawed for

Transport Category aircraft
5.1 Human Factor

SUPÉRIEURE Electronic Flight Instrument Systems
(EFIS) finally arrived (but looked exactly the same)!
Before: Boeing 727 After: Boeing 737
5.1 Human Factor

SUPÉRIEURE We Eventually Saw Some Light…
But the basic displays hadn’t changed…

4
5.1 Human Factor
SUPÉRIEURE State-of-the-art Displays
• Modern electronic cockpits have almost universally

adopted “tape” displays for showing airspeed and altitude
• These still mirror the mechanical tape displays of the

1960s.
5.1 Human Factor

SUPÉRIEURE Tape Displays
• Modern electronic cockpits have almost universally

adopted “tape” displays for showing airspeed and
altitude
• Tapes are analog in nature, and easier to track
than digital displays, but…
• The tape format still mirrors the linear mechanical
tape displays of the 1960s
5.1 Human Factor

SUPÉRIEURE Limitations of Tape Displays
1. Tape displays can have high resolution, or…

2. Tapes can have a broad display range, or…
3. Moving tapes can be legible, but…
Tapes can’t do all three at once

(Demonstration)
5
5.1 Human Factor
SUPÉRIEURE
5.1 Human Factor

SUPÉRIEURE The Dynamic Non-Linear Display
(DNLD) Concept
• DNLD is designed to address the limitations with
conventional tapes:
• DNLD is a graphic display which is legible with
– High precision
– An unlimited scale range
– Under very dynamic conditions
5.1 Human Factor

SUPÉRIEURE DNLD Principles
• DNLD is a tape display, with a large linear portion

centred at the current parameter value (airspeed,
altitude)
• The end-points of the tape are fixed at the extreme
expected limits of the parameter
• The scale becomes progressively non-linear as it
approaches these end-points
• The scale adjusts dynamically and continuously as the
measured parameter changes
6
5.1 Human Factor
SUPÉRIEURE DNLD Benefits
• The DNLD scale is simultaneously precise, broad-

ranged, and legible
• DNLD never saturates, which allows it to constantly
display:
– Meaningful predictor data in dynamic situations
– The ground, even when the aircraft is at altitude
– Preset values (“bugs”), even when they are far from the current value
5.1 Human Factor

SUPÉRIEURE
5.1 Human Factor

SUPÉRIEURE
7
5.1 Human Factor
SUPÉRIEURE
5.1 Human Factor

SUPÉRIEURE Conclusion
1. DNLD has been formally tested in both flight simulator

and airborne environments
2. The system does address known problems with EFIS
and Head Up Displays
3. Extensive research is still required to determine its
suitability for operational deployment
5.1 Human Factor

SUPÉRIEURE An Approximate Timeline of Radio
Navigation
• 1928 Four-course radio-range introduced

• 1944 New “VOR” system tested
• 1957 LORAN-C introduced by U.S. Navy
• 1961 FAA introduces DME
• Mid-1960s INS debuts in combat aircraft
• 1967 first public demonstration of satellite nav. capability
• 1969 first 16 Area Navigation (RNAV) routes established
8
5.1 Human Factor
SUPÉRIEURE An Approximate Timeline of Radio
Navigation (cont’d)
• 1973 last airway light beacon in the USA

decommissioned
• 1980s first aircraft GPS units fielded
• 1983 Omega achieves full eight-station configuration
• 1994 FAA requests Free Flight concept study
• 2000 GPS S/A removed
• 2003 GPS WAAS IOC
• Today:
– Enhanced Vision Systems have received operational credit
– Synthetic Vision Systems have been deployed, but none with
operational credit
5.1 Human Factor

SUPÉRIEURE S/A GPS for the Masses
• On May 1, 2000, President Clinton signed an order

ending SA as part of an on-going effort to make GPS
more attractive to civil and commercial users
worldwide…
• More than any other development, this opened the door
to Synthetic Vision Systems (SVS), Enhanced Vision
Systems (EVS), and even Electronic Flight Bags (EFBs).
5.1 Human Factor

SUPÉRIEURE Synthetic Vision Systems (SVS)
• FAA definition: “an electronic means to display a

synthetic vision image of the external scene topography
to the flight crew”
• Head-up or head-down formats supported
• SVS systems can include Terrain, Obstacle, and Airport
databases
• Class A EGPWS/TAWS displays were a precursor to
SVS
9
5.1 Human Factor
SUPÉRIEURE Synthetic Vision Systems (SVS)
SVS can help situational awareness on the ground too:

Controller: Cessna ###, what is your purpose here on the
field?
Pilot: I'm here for my check ride.
(pause)
Controller: Are you a bit nervous?
Pilot: A bit...
Controller: Because you landed on the taxiway instead
of the assigned runway.
Thanks to AVflash 10.22a
5.1 Human Factor

SUPÉRIEURE
SVS from Concept (NASA AGATE Cockpit)….

5.1 Human Factor

SUPÉRIEURE
… to Reality (Garmin SVS)
10
5.1 Human Factor
SUPÉRIEURE
… Collins SVS
5.1 Human Factor

SUPÉRIEURE
… Honeywell SVS
5.1 Human Factor

SUPÉRIEURE
… Universal SVS
11
5.1 Human Factor
SUPÉRIEURE
NASA 2003
Synthetic Vision
System Flight Trials
5.1 Human Factor

SUPÉRIEURE
NASA Reno SVS Flight Trials
5.1 Human Factor

SUPÉRIEURE
12
5.1 Human Factor
SUPÉRIEURE
5.1 Human Factor

SUPÉRIEURE Enhanced Flight Visibility Systems (EFVS)
Better known as Enhanced Vision Systems (EVS)
• FAA defines EFVS as: “an electronic means to provide a

display of the forward external scene topography (the
natural or manmade features of a place or region
especially in a way to show their relative positions and
elevation) through the use of imaging sensors, such as:
– forward-looking infrared (FLIR)
– millimeter-wave radiometry
– millimeter-wave radar
– low-light-level image intensifying”
• Military head-up displays (HUD) with FLIR were the
precursors of EVS.
5.1 Human Factor

SUPÉRIEURE Why EVS?
• October 30, 2000: a Boeing 747 attempts to take-off at

Taiwan’s Taipei airport, on a closed runway, at night, in
torrential rain. The aircraft strikes construction
equipment and disintegrates, killing 83.
• October 8, 2001: an MD-87 and a Cessna CJ2 collide on
the ground at Italy’s Milan airport, killing 118. Probable
cause: runway incursion in early morning fog.
13
5.1 Human Factor
SUPÉRIEURE Key EVS Milestones
• June 18, 2001: FAA publishes final Special Conditions:

Enhanced Vision System (EVS) for Gulfstream Model G-
V Airplanes.
• October 16, 2001: Gulfstream announces first
commercial EVS STC on its G-V business jet.
• January 5, 2004: FAA amends the definition of “flight
visibility” and FARs Part 1, 91, 121, 125, and 135, to
allow descent to 100 feet above touchdown zone
elevation relying solely on EFVS references.
5.1 Human Factor

SUPÉRIEURE Enhanced Flight Visibility
FAA definition:
“Enhanced flight visibility (EFV) means the average
forward horizontal distance, from the cockpit of an aircraft
in flight, at which prominent topographical objects may be
clearly distinguished and identified by day or night by a
pilot using an enhanced flight vision system.”
5.1 Human Factor

SUPÉRIEURE EVS and the FARs
Type of Operation Part 91 Part 135 Part 121

Dispatch aircraft
Begin instrument No restrictions or cre dit No credit No credit

approach
Begin final approach
segment
Continue past FAF
to DH/MDA with 1. OK to 100 ft if the Enhanced Flight Visibility observed by use of a certified
weather reported Enhanced Flight Vision System is not less than the visibility prescribed in the
below minimums standard instrument approach procedure being used {91.175(1)}
Descend below
Standard DH/MDA and
to 100 ft above TDZ
elevation using EFVS 2. The specified visual references are distinctly visible and identifiable to the pilot
using the enhanced flight vision systemÉ
Land No credit
Note: ŅEnhanced flight visibility (EFV) means the average forward horizontal distance, from the cockpit of an aircraft in flight, at
which prominent topographical objects may be clearly distinguished and identified by day or night by a pilot using an enhanced flight
vision system.Ó
Flight Visibility is defined as: the average forward horizontal distance, from the cockpit of an aircraft in flight, at which prominent
unlighted objects may be seen and identified by day and prominent lighted objects may be seen and identified by night (14 CFR
Chapter 1, Subchapter A, Part 1, section 1.1)
14
5.1 Human Factor
SUPÉRIEURE
CMC Electronics
SureSight® EVS
5.1 Human Factor

SUPÉRIEURE EVS Technical Tidbits
• Ref: SAE ARD50019, Human Engineering Issues for

Enhanced Vision Systems, 1995-03
– EVS training
– Thermal crossover
– Thermal imprinting
– Eye vs. camera reference position
– Compelling displays
5.1 Human Factor

SUPÉRIEURE EVS Training
• Training is required for EVS operational approval.

• Gulfstream G-V Part 91 EVS training program:
– Approximately four hours of ground school covering infra-red
theory, pilot decision-making, etc.
– One simulator and/or flight-training session
– FlightSafety International provides EVS visual capability on one
single simulator at its Savannah facility
15
5.1 Human Factor
SUPÉRIEURE EVS Tidbits: Thermal Cross-over
• The runway environment and surrounding terrain absorb

and radiate heat at significantly different rates.
• Twice-daily, for several minutes, the runway and terrain
thermal signatures match exactly. This is the EVS
equivalent of “white out” in snow.
• All EVS contrast is lost.
• Crossover is somewhat predictable and can be forecast
or reported.
5.1 Human Factor

SUPÉRIEURE EVS Tidbits: Thermal Imprinting
• Runways and ramps absorb heat from, or are shadowed

by, nearby objects such as aircraft.
• This thermal imprint can persist for some time, even after
the aircraft moves away.
• End result is that your EVS might “see” the signature of a
departed 747 still on the threshold as you come in to
land.
• !!!
5.1 Human Factor

SUPÉRIEURE EVS Tidbits: Effects of Camera Position
• The EVS sensor and the pilot’s eye may not be co-
located or co-planar.
• Displacement can be a few inches to tens of meters for
fin-mounted sensors.
• Resulting parallax can be disorientating and can cause
misjudged obstacle clearance estimation, particularly
during taxiing.
16
5.1 Human Factor
SUPÉRIEURE EVS Tidbits: Compelling Displays
• EVS head-up displays are conformal with the real-world

view, and hence can obscure it.
• EVS displays become relatively more compelling as real-
world cues diminish.
• Discipline is required to rely on faint real-world cues
below 100 ft above TDZE.
• One procedure is to deactivate EVS when committing to
the visual descent. This eliminates the potential for
hazardously misleading information.
• Crew-coordination is essential to ensure that the correct
set of cues are being followed at the correct time.
5.1 Human Factor

SUPÉRIEURE The Next Generation: Blended Vision
• Sensor-fused SVS/EVS/Millimeter Radar Imagery

• Attempts to blend the best of each sensor while
eliminating their shortcomings
• Will require extensive technical and operational
development
• Almost certainly to be part of FAA’s NextGen
5.1 Human Factor

SUPÉRIEURE Questions?
17
5.1 Human Factor
SUPÉRIEURE References
• The Evolution of Airway Lights and Electronic Navigation Aids”

by Roger Mola, The U.S. Century of Flight Commission
18

5.1 Human Factors

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

5.1 Human Factors

Uploaded by

Copyright:

Available Formats

ÉCOLE DE TECHNOLOGIE

Professeur responsable : René Jr. Landry

Email : rlandry@ele.etsmtl.ca Site web : www.etsmtl.ca/rlandry

5.1 Human Factor

This module is designed to show the application of the

Certification des systèmes embarqués d’aéronefs MGA-855: Chapitre 5 2

5.1 Human Factor

• A brief history of analog displays in aviation

Certification des systèmes embarqués d’aéronefs MGA-855: Chapitre 5 3

Certification des systèmes embarqués d’aéronefs MGA-855: Chapitre 5 4

5.1 Human Factor

Certification des systèmes embarqués d’aéronefs MGA-855: Chapitre 5 5

5.1 Human Factor

Piper Cub DC-3

Certification des systèmes embarqués d’aéronefs MGA-855: Chapitre 5 6

Certification des systèmes embarqués d’aéronefs MGA-855: Chapitre 5 7

5.1 Human Factor

Soon, we had too many dials, so we decided to go electronic...

Certification des systèmes embarqués d’aéronefs MGA-855: Chapitre 5 8

5.1 Human Factor

“Tens of M.P.H.” and twice around the clock

Certification des systèmes embarqués d’aéronefs MGA-855: Chapitre 5 9

The first two were eventually outlawed for

Certification des systèmes embarqués d’aéronefs MGA-855: Chapitre 5 10

5.1 Human Factor

Before: Boeing 727 After: Boeing 737

Certification des systèmes embarqués d’aéronefs MGA-855: Chapitre 5 11

5.1 Human Factor

But the basic displays hadn’t changed…

• Modern electronic cockpits have almost universally

• These still mirror the mechanical tape displays of the

Certification des systèmes embarqués d’aéronefs MGA-855: Chapitre 5 13

5.1 Human Factor

• Modern electronic cockpits have almost universally

Certification des systèmes embarqués d’aéronefs MGA-855: Chapitre 5 14

5.1 Human Factor

1. Tape displays can have high resolution, or…

Tapes can’t do all three at once

Certification des systèmes embarqués d’aéronefs MGA-855: Chapitre 5 15

Certification des systèmes embarqués d’aéronefs MGA-855: Chapitre 5 16

5.1 Human Factor

Certification des systèmes embarqués d’aéronefs MGA-855: Chapitre 5 17

5.1 Human Factor

• DNLD is a tape display, with a large linear portion

Certification des systèmes embarqués d’aéronefs MGA-855: Chapitre 5 18

• The DNLD scale is simultaneously precise, broad-

Certification des systèmes embarqués d’aéronefs MGA-855: Chapitre 5 19

5.1 Human Factor

Certification des systèmes embarqués d’aéronefs MGA-855: Chapitre 5 20

5.1 Human Factor

Certification des systèmes embarqués d’aéronefs MGA-855: Chapitre 5 21

Certification des systèmes embarqués d’aéronefs MGA-855: Chapitre 5 22

5.1 Human Factor

1. DNLD has been formally tested in both flight simulator

Certification des systèmes embarqués d’aéronefs MGA-855: Chapitre 5 23

5.1 Human Factor

• 1928 Four-course radio-range introduced

Certification des systèmes embarqués d’aéronefs MGA-855: Chapitre 5 24

• 1973 last airway light beacon in the USA

Certification des systèmes embarqués d’aéronefs MGA-855: Chapitre 5 25

5.1 Human Factor

• On May 1, 2000, President Clinton signed an order

Certification des systèmes embarqués d’aéronefs MGA-855: Chapitre 5 26

5.1 Human Factor