SCIENTIFIC AND TECHNICAL AEROSPACE REPORTS
A Biweekly Publication of the National Aeronautics and Space Administration
VOLUME 44, ISSUE 14 - JULY 18, 2006
03 AIR TRANSPORTATION AND SAFETY
Includes passenger and cargo air transport operations; airport ground operations; flight safety and hazards; and aircraft accidents.
Systems and hardware specific to ground operations of aircraft and to airport construction are covered in 09 Research and Support Facilities (Air).
Air traffic control is covered in 04 Aircraft Communications and Navigation.
For related information see also 16 Space Transportation and Safety and 85 Technology Utilization and Surface Transportation.
20060019369 Air Force Research Lab., Wright-Patterson AFB, OH USA
Simulating Multiple Micro-Aerial Vehicles and a Small Unmanned Aerial Vehicle in Urban Terrain Using MultiUAV2
Rasmussen, S J; Orr, M W; Carlos, D; Deglopper, A F; Griffith, B R; Jan 2006; 14 pp.; In English; Original contains color illustrations Report No.(s): AD-A446221; No Copyright; ONLINE: http://hdl.handle.net/100.2/ADA446221; Avail.: Defense Technical Information Center (DTIC)
Much of modern warfare is conducted in built-up areas. This has created challenges in detecting and tracking potential targets. Because of their size micro-aerial vehicles (MAVs) can be used to get in close to identify and track targets. The ability of MAVs to perform visual surveillance of 'over-the-horizon' targets is limited by their range. The MAV's usefulness can be enhanced by releasing them from small uninhabited aerial vehicles (SUAVs) over the urban area. This paper details the components necessary to simulate MAVs being dropped into urban areas, in teams, to perform surveillance on pre-identified targets. The mission is explained. After that we describe MultiUAV2, the MAV and SUAV dynamics models, the mission sensor, and the urban terrain model, and the built-up area wind model. DTIC
Cities; Computerized Simulation; Drone Vehicles; Pilotless Aircraft; Simulation; Terrain
20060019408 Naval Air Systems Command, Lakehurst, NJ USA
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In-Flight Suppressant Deployment Temperatures
Bein, Donald; Feb 28, 2006; 47 pp.; In English; Original contains color illustrations Contract(s)/Grant(s): Proj-4B/5/0123 Report No.(s): AD-A446288; No Copyright; ONLINE: http://hdl.handle.net/100.2/ADA446288; Avail.: CASI: A03, Hardcopy
This report describes review of DoD military fixed-wing and rotary aircraft fire mishap/incident data applicable to assess temperatures at which aircraft fire suppressants have been deployed in engine nacelle and APU compartment fires. Another model is also described, which was constructed to assess predicted nacelle compartment air temperatures at altitude, also taking into consideration aircraft airspeed, average nacelle airflow velocity, average engine case surface temperature, and average nacelle physical characteristics. An assessment is made of the model output versus some aircraft measurement data, fire suppressant boiling point criterion, as well as the history of altitude/temperature at which fire suppressants have been deployed. Additional analysis is also described that assessed aircraft operation in cold conditions, where the limiting temperature for fire suppressant release during take-off may be close to the (low) ground temperature. Risk assessments are also presented to quantify rate of occurrence of nacelle/APU fires and rates in which suppressants have been deployed takinginto consideration altitude thresholds. DTIC
Deployment; Fires
20060019442 Naval Air Warfare Center, Patuxent River, MD USA
Aircraft Accident Survivability: Rotary Wing Aircraft
Motley, Elizabeth B; Oct 2005; 10 pp.; In English Report No.(s): AD-A446339; No Copyright; ONLINE: http://hdl.handle.net/100.2/ADA446339; Avail.: CASI: A02, Hardcopy
The intent of this paper is to explore the premise of aircraft accident survivability focusing primarily on military rotary wing aircraft. Human tolerance limits to impact forces and post-crash factors will be examined. Current trends and technology improvements leading to an increased potential for survivability will be discussed and crashworthy design features integrated into advanced platforms will be reviewed. Primary factors of aircraft accident survivability with respect to rotary wing applications, consisting of crashworthy design, human tolerance limit estimates, post crash environments, and general survivability factors shall be explored. While firm human tolerance data is not available due to difficulties of live research, the dynamic nature of mishap events and physical differences among aviators, tolerance estimates are utilized in crashworthy design to mitigate the damaging effects of crash loads in excess of occupant limits. Methods to reduce impact forces experienced by occupants will be reviewed, and recent improvements in helicopter airframe design from the systems perspective will be introduced. Crashworthiness and survivability are essential areas of concentration and are subject areas of rising importance within the aviation industry. While perhaps not as mathematically, scientifically or historically defined or documented as fields such as structures and dynamics, crashworthiness and survivability will likely come to the forefront of aviation in coming years. DTIC
Aircraft Accidents; Helicopters; Rotary Wing Aircraft
20060019462 University of West Florida, Pensacola, FL USA
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Risk Perceptions That Effect Behavior and Attitudes in Safety Programs
Spillane, Paul D; Jan 2004; 10 pp.; In English; Original contains color illustrations Report No.(s): AD-A446366; No Copyright; ONLINE: http://hdl.handle.net/100.2/ADA446366; Avail.: CASI: A02, Hardcopy
Purpose of this field study was to determine how perceptions of risk influence behavior and attitude in safety programs. In this study eleven undergraduate students enrolled in the aviation safety program at Embry Riddle University, were asked to assess and develop a safety program based on attitudes of risk. Students are fulltime U.S. Air Force employees, and are familiar with Air Force safety programs. Qualitative methodology was used to guide research toward discovery of factors, which contribute to perceptions of safety. Lived experiences were shared with students to derive responses and formulate a framework for data collection. Students were split into four groups and met on night a week for eight weeks. A humanistic and participatory teaching method was used to explore concepts of human behavior as it affects safety programs. Students were then tasked to make observations through informal interviews, photographs of work areas, data reviews and evaluations of their work areas. Results suggest the need for safety programs that provide constructs of behaviorism and perceptions that can be used to develop more effective safety programs. DTIC
Aircraft Safety; Flight Safety; Human Behavior; Perception; Psychology; Risk; Safety
20060019492 Naval Air Warfare Center, Patuxent River, MD USA
Survival Stressors Faced by Military Aviator/Aircrew Following Ditching Over Salt Water
Motley, Elizabeth B; Oct 2005; 16 pp.; In English Report No.(s): AD-A446408; No Copyright; ONLINE: http://hdl.handle.net/100.2/ADA446408; Avail.: CASI: A03, Hardcopy
Helicopter ditching scenarios over salt water present an intense and immediate array of stressors for aviators and aircrewmembers. These initial stressors are further exacerbated by survival stressors, which ensue following safe egress from the ditched air vehicle. The scope of this paper encompasses a study of both planned and un-planned survivable ditching scenarios with respect to military rotary- wing applications. In order to gain a more complete understanding of the stresses involved following ditching over salt water, three phases will be discussed: initial ditching, underwater egress and water survival. An accumulation of stressors from the initial ditching phase, to the underwater egress situation, to salt-water survival can quickly lead to distress, or may enhance one's will to survive, depending on the mindset relied upon. Bolstering the will to survive in a salt- water environment following a helicopter ditching requires comfort in the water and confidence of self, gained via a structured training regime. Training allows for practical experience and educates aviators/aircrew on the psychological affects one may anticipate in a given water survival scenario. DTIC
Aircraft Pilots; Flight Crews; Helicopters; Survival; Water
20060019541 Air Force Research Lab., Wright-Patterson AFB, OH USA
The Characterization of Spinal Compression in Various-Sized Human and Manikin Subjects During +Gz Impact
Caldwell, Erin; Plaga, John; Oct 2005; 8 pp.; In English Report No.(s): AD-A446499; AFRL-WS-05-2259; No Copyright; ONLINE: http://hdl.handle.net/100.2/ADA446499; Avail.: CASI: A02, Hardcopy
Background: During +Gz impacts such as those encountered during ejection, the human torso and spine compress or slump due to the inertial forces acting on the body. Spinal compression can be characterized by a second-order differential equation involving coefficients such as damping ratio, natural frequency and spring constant. Objective: To characterize spinal compression resulting from +Gz impacts and determine how well test manikins replicate responses of similar size humans. Methods: Various-sized humans were tested with identical conditions on a vertical deceleration tower. Seat and chest accelerations were used to calculate the damping ratio, natural frequency and spring constant of each subject. Data analysis was performed to determine what correlations may exist between spinal compression and sitting height, torso mass, gender or vibration parameters. Results: Results show that spinal compression had no significant correlation to sitting height, torso mass, gender, damping ratio, undamped natural frequency or spring constant. DTIC
Ejection Seats; Human Beings; Spine
20060019542 Human Systems Div., Brooks AFB, TX USA
ACES II Pre-Planned Product Improvement (P3I) Program Update
Sabo, Ben; Press, Matthew; Hampton, John; Oct 2005; 22 pp.; In English; Original contains color illustrations Report No.(s): AD-A446500; No Copyright; ONLINE: http://hdl.handle.net/100.2/ADA446500; Avail.: CASI: A03, Hardcopy
Ejection seats are inherently unstable during high and low speed ejections unless positive stabilization devices are incorporated. Today's expanded 103 to 245 pound aircrew size range further challenges seat stability. The USAF ACES II seat is by far the most stable ejection seat in the world under low speed conditions. The ACES II is stabilized at zero to low airspeed with the STAPAC rocket assembly, and is aerodynamically stabilized at high speed by the STAPAC and a 5.0 ft. hemisflo ribbon drogue parachute. The USAF developed the Enhanced Drogue System, as part of the US/Japan Cooperative Modification Project, which improves high-speed seat stability and reduces the aircrew injury risk. Goodrich, the seat OEM, and the USAF analyzed the Enhanced Drogue design under the ACES P31 Program and identified minor modifications that sled testing has shown further reduces the risk of injury without negatively impacting stability or terrain clearance. DTIC
Body Weight; Ejection Seats; Sleds; Stability
20060019708 Armstrong Lab., Brooks AFB, TX USA
ACES II Pre-Planned Product Improvement (P3I) Program Update
Stewart, Demetrius; Sabo, Ben; Cromer, Will; Sep 2004; 24 pp.; In English; Original contains color illustrations Report No.(s): AD-A446673; No Copyright; Avail.: CASI: A03, Hardcopy
Ejection seats are inherently unstable during high and low speed ejections unless positive stabilization devices are incorporated. Today's expanded 103 to 245 pound aircrew size range further challenges seat stability. The USAF ACES II seatis by far the most stable ejection seat in the world under low speed conditions. The ACES II is stabilized at zero to low airspeed with the STAPAC rocket assembly, and is aerodynamically stabilized at high speed by the STAPAC and a 5.0 ft. hemisflo ribbon drogue parachute. The USAF developed the Enhanced Drogue System, as part of the US/Japan Cooperative Modification Project, which improves high-speed seat stability and reduces the aircrew injury risk. Goodrich, the seat OEM,and the USAF analyzed the Enhanced Drogue design under the ACES P3I Program and identified minor modifications that sled testing has shown further reduces the risk of injury without negatively impacting stability or terrain clearance. DTIC
Body Weight; Ejection Seats; Sleds; Stability
20060019767 Air Force Inst. of Tech., Wright-Patterson AFB, OH USA
Formation Flight Control for Aerial Refueling
Ross, Steven M; Mar 2006; 280 pp.; In English Report No.(s): AD-A446769; AFIT/GAE/ENY/06-M35; No Copyright; Avail.: CASI: A13, Hardcopy
Acontroller is designed for an aircraft to autonomously fly formation during aerial refueling. Requirements for a refueling autopilot are stated. A six-degree-of-freedom model is developed for an F-16 lead aircraft and a Learjet LJ-25 wing aircraft. Bare airframe stability of both aircraft is investigated, and stability augmentation is performed.AMatlab Simulink (trademark) simulation is built to reproduce the sensor inputs that will be available to the wing aircraft in flight, including disturbances. Control frames are investigated to determine the optimum presentation of the error vector for control during the task of air refueling. Control laws are developed from the initial premise of proportional-plus-integral (PI) control on position error only, and made more complex until desired performance is achieved. Tanker flight profiles are designed for the lead aircraft, and simulations are accomplished to estimate controller performance. Stability and robustness are investigated through the addition of noise, turbulence, and time delays while exploring the capability limits during increasingly aggressive profiles. Modifications for flight test are described, and flight test results are reviewed from seven formation flights of a USAF C-12 and a Learjet LJ-25 under fully autonomous control in an operationally representative refueling environment. Actual controller performance is analyzed and compared to predictions, and suggestions are made for future controllers. DTIC
Air to Air Refueling; Flight Control; Flight Simulation; Flight Tests; Formation Flying; Refueling
20060020052 Federal Aviation Administration, Washington, DC USA
Federal Aviation Administration Portfolio of Goals, FY 2006
January 2006; 62 pp.; In English Report No.(s): PB2006-112141; No Copyright; Avail.: CASI: A04, Hardcopy
Table of Contents: Goals; Safety; Greater Capacity; International Leadership and Organizational Excellence. NTIS
Accident Prevention; Air Transportation; Aircraft Accidents; Aircraft Safety; Flight Safety
20060020084 Federal Aviation Administration, Washington, DC USA
Federal Aviation Administration Fiscal Year 2006 Business Plan: Air Traffic Organization
January 2006; 96 pp.; In English Report No.(s): PB2006-112119; No Copyright; Avail.: CASI: A05, Hardcopy
This Fiscal Year 2006 Air Traffic Organization's (ATO) Business Plan has been developed through a structured strategic management process, targeted both to respond to the latest FAA Flight Plan initiatives and to meet the challenges posed bythe turbulent environment in which the ATO will operate over the next five years. Using a balanced scorecard approach, we have identified and planned out four strategic multi-year pathways we must follow to be successful and operate more like a business. This Business Plan reflects the specific actions and commitments we are taking in 2006 to follow those pathways. Each year, our Business Plan will map out the specific activities and commitments for that year that lead to a transformed ATO in the future. NTIS
Air Traffic; Aircraft Safety; Commerce; Flight Safety; Leadership
20060020087 Federal Aviation Administration, Washington, DC USA
Federal Aviation Administration Fiscal Year 2006 Business Plan: Security and Hazardous Materials
January 2006; 36 pp.; In English Report No.(s): PB2006-112117; No Copyright; Avail.: CASI: A03, Hardcopy
Security and Hazardous Materials (ASH) has the primary responsibility for critical infrastructure protection, emergency operations, contingency planning, and the safe transportation of hazardous materials in air commerce. The ASH organization assists the FAA in accomplishing its mission by linking the ASH Strategic and Business Plans directly to the FAA Flight Plan. ASH has responsibility for the hazardous materials program, a major safety program within the FAA, and important roles in critical infrastructure protection and emergency operations. These areas are vital to FAA's successful accomplishment of its mission. The protection of FAA's critical infrastructure is a national and homeland security concern that continues to receive a high level of attention. In recognition of the impact that the Air Traffic Organization (ATO) has on our country's transportation infrastructure, ASH develops and implements policy to protect FAA employees, contractors, facilities, and assets. ASH conducts assessments and inspections at FAA facilities to determine compliance with facility security, communications security, and classified information orders and directives. ASH manages the ID media program for the agency and is the lead organization for the agency on Homeland Security Presidential Directive 12 (HSPD-12), Policy for a Common Identification Standard for Federal Employees and Contractors, which will standardize ID media government-wide. ASH conducts suitability investigations of employees and contractors, and investigations of employees, non-employees, contractors and airmen suspected of violating FAA orders and regulations. Additionally, ASH is responsible for developing andimplementing national policy on hazardous materials through inspections, training, and outreach to those involved in the hazardous materials industry worldwide. The Washington Operations Center Complex (WOCC) is located in ASH, as well as the Emergency Operations Division, which provides crisis management support and Continuity of Operations (COOP) planning and implementation. ASH also supports the national security responsibilities of the FAA through the National Security Coordination Division. NTIS
Commerce; Hazardous Materials; Protection; Security
20060020090 Federal Aviation Administration, Washington, DC USA
Federal Aviation Administration Fiscal Year 2006 Business Plan: Airports
January 2006; 30 pp.; In English Report No.(s): PB2006-112116; No Copyright; Avail.: CASI: A03, Hardcopy
Safety is the Federal Aviation Administration's (FAA) primary responsibility. Our dedication to keeping airports safe is central to the public's interest, as well as the economic health of aviation. As an organization, the Office of Airports (ARP) provides leadership to the airport and aviation community to ensure that the National Plan of Integrated Airport Systems (NPIAS) is planned and developed to meet FAA mission goals. The ARP organization has a continuing stake in the safety, security, capacity, financial, and environmental aspects of airports. Indeed, the organization's major business challenge is to improve the safety, capacity, and condition of U.S. airports and to maintain a level on investment for airport infrastructure projects that benefits the National Airspace System. NTIS
Airline Operations; Airports; Commerce; Commercial Aircraft; Runways; Safety
20060020092 Federal Aviation Administration, Washington, DC USA
Federal Aviation Administration Fiscal Year 2006 Business Plan: Regions and Center Operations
January 2006; 32 pp.; In English Report No.(s): PB2006-112115; No Copyright; Avail.: CASI: A03, Hardcopy
The mission of ARC is to provide critical aviation leadership, integration, and enterprise services to both our internal and external customers. Our vision is to be the leaders in integrating aviation initiatives and delivering enterprise services in support of the FAAand DOT missions. ARC provides corporate products and services that the FAAneeds to operate efficiently while enhancing the agency s safety, capacity, and international leadership goals. ARC plays a pivotal role in meeting the FAA mission by providing cross-organizational leadership at all levels of the organization to ensure that operations programs supported by multiple lines of business are delivered on time and in the most efficient and effective manner possible. With the changes in field structure resulting from the ATO reorganization, there is a critical need for a corporate integrator to look beyond a single line of business to ensure that organizations and multiple stakeholders are communicating and collaborating to meet Agency commitments. NTIS
Commerce; Leadership; Project Management; Safety
20060020093 Federal Aviation Administration, Washington, DC USA Federal Aviation Administration Fiscal Year 2006 Business Plan:International Aviation
January 2006; 30 pp.; In English Report No.(s): PB2006-112114; No Copyright; Avail.: CASI: A03, Hardcopy
The Federal Aviation Administration (FAA) International Business Plan for FY 2006 represents the collaborative efforts of the management and staff of FAA line and international organizations in support of the agency's FY 2006 Flight Plan International Leadership Goal. The FY 2006 Business Plan embraces four Flight Plan Performance Targets and 15 Strategic Initiatives as well as eight Core Business Measures in support of two key Flight Plan international objectives: improving safety and system capacity. Based on our FY 2005 Business Plan experience and results, the four Flight Plan Performance Targets and associated Strategic Initiatives for FY 2006 represent clearly defined agency activities to support the International Leadership Goal. NTIS
Commerce; Organizations; Aircraft Industry
20060020095 Federal Aviation Administration, Washington, DC USA
Federal Aviation Administration Fiscal Year 2006 Business Plan: Information Services
January 2006; 16 pp.; In English Report No.(s): PB2006-112112; No Copyright; Avail.: CASI: A03, Hardcopy
The Federal Aviation Administration (FAA) is responsible for providing a safe and efficient national aviation system. Within the FAA, the Assistant Administrator for Information Services and Chief Information Officer (AIO) has the primary responsibility to formulate agency information technology (IT) policy and strategy, to protect agency IT assets from cyber-attacks, to ensure alignment between IT investment and agency business needs, and to improve agency IT processes. Information is critical to the operation and mission of the FAA. IT drives the creation, processing, and delivery of that information in every major agency business process. Agency spending on IT accounts for approximately $2.5 billion annually, the largest cost item after salaries and benefits. The FAA Flight Plan recognizes both the cost and criticality of IT in the Increased Safety, International Leadership and Organizational Excellence Goals. NTIS
Commerce; Information Systems; National Aviation System
20060020098 Federal Aviation Administration, Washington, DC USA
Federal Aviation Administration Fiscal Year 2006 Business Plan: Human Resources and Management
January 2006; 28 pp.; In English Report No.(s): PB2006-112111; No Copyright; Avail.: CASI: A03, Hardcopy
People are the foundation for FAA's mission accomplishment. The FAA's Flight Plan stresses success will ultimately depend on the capabilities, effectiveness and efficiency of the men and women - the human capital - of the FAA. The Office of Human Resource Management (AHR) advises on and supports the management of FAA's people. AHR's human capital strategies go hand-in-glove with the FAA Flight Plan goals and vision, and are closely aligned with the Presidents Management Agenda Strategic Management of Human Capital (PMA). AHR supports Flight Plan goals and PMA by creating innovative, flexible, and efficient personnel systems and policies. AHR systems and policies are designed to make the organization more effective with stronger leadership, increased commitment of individual workers to fulfill organization-wide goals, and a better prepared, better trained workforce. NTIS
Commerce; Human Resources; Resources Management
20060020100 Federal Aviation Administration, Washington, DC USA
Federal Aviation Administration Fiscal Year 2006 Business Plan: Government and Industry Affairs
January 2006; 10 pp.; In English Report No.(s): PB2006-112110; No Copyright; Avail.: CASI: A02, Hardcopy
The first impression, and indeed, in some cases, the only contact Members of Congress and their staff have with the Federal Aviation Administration is with the Office of Government and Industry Affairs. This customer-oriented office, small by comparison to most every other organization in the FAA, works directly for the Administrator, and is the principal linkage between the agency and the legislative branch of government. AGI works with other staff organizations to coordinate and present the FAA's legislative message. It is AGI that must work with other organization within the FAA to facilitate their relations with Congress. And it is AGI that must consistently monitor and gage the interest and needs of the members and leadership on Capitol Hill. This relationship also extends to coordinator our legislative initiatives and responses with theDepartment of Transportation. This kind of vigorous outreach is not limited to Congress. AGI also serves as liaison with the aviation industry, from manufacturers to carriers, and with other aviation related organizations. Additionally, AGI also serves as the principal point of contact for state and local governments. NTIS
Commerce; Industries; Aircraft Industry; Organizations; Leadership
20060020155 Federal Aviation Administration, Washington, DC USA
Federal Aviation Administration Fiscal Year 2006 Business Plan: The Chief Counsel Office
January 2006; 22 pp.; In English Report No.(s): PB2006-112109; No Copyright; Avail.: CASI: A03, Hardcopy
The Federal Aviation Administration (FAA) is responsible for promoting safety in civil aviation and providing an efficient air traffic system that meets the needs of a wide range of stakeholders. NTIS
Commerce; Safety; Civil Aviation; Air Traffic Control; Aircraft Safety
20060020173 Federal Aviation Administration, Washington, DC USA
Federal Aviation Administration Fiscal Year 2006 Business Plan: Civil Rights
January 2006; 12 pp.; In English Report No.(s): PB2006-112107; No Copyright; Avail.: CASI: A03, Hardcopy
Federal Aviation Administration (FAA) employees maintain, operate and oversee the largest and most complex aviation system in the world, with a safety record that is second to none. To maintain this achievement, the FAA must be a world-class organization. Equal opportunity in the federal workplace is critical to accomplishing this goal. It requires leadership; integration of EEO into the agency's strategic mission; management and program accountability; proactive prevention of unlawful discrimination; efficiency and responsiveness and legal compliance to EEO mandates. FAA federally-operated and assisted transportation programs must also ensure equal opportunity for all beneficiaries and potential beneficiaries of our programs. The Office of Civil Rights' performance goals focus on the strategic goal areas of Organizational Excellence and Capacity. Within the goal of Organizational Excellence, ACR will ensure that FAA maintains a Model EEO Program as required by the EEOC Management Directive on Equal Employment Opportunity. Within the goal of Capacity, ACR will provide technical assistance, review and approve airport plans for fostering participation in the construction and cocession arena by businesses owned by disadvantaged persons. NTIS
Commerce; Complex Systems; Transportation; Prevention; Goals
20060020175 Federal Aviation Administration, Washington, DC USA
Federal Aviation Administration Fiscal Year 2006 Business Plan: Financial Services
January 2006; 18 pp.; In English Report No.(s): PB2006-112106; No Copyright; Avail.: CASI: A03, Hardcopy
The Office of the Assistant Administrator for Financial Services/Chief Financial Officer (ABA) serves as the Federal Aviation Administration's (FAA) primary resource steward. Our team has responsibility for managing the agency's $14 billionbudget, overseeing and maintaining financial systems, and spearheading government-wide management reforms such as the President's - Improve the quality, timeliness and usefulness of financial information for management decision-making. ABA's key strategic efforts are anchored in the FAA's Flight Plan under the 'Organizational Excellence' goal. We lead the agency's efforts to achieve the Cost Control Program and Clean Audit Performance Targets and directly support activities in the Employee Attitude Survey and Conflict Resolution Strategic Initiatives. By providing FAA's Lines of Business (LOB) and Staff Offices (SO) with an effective management environment and key business tools and resources, we indirectly supprt the organization's Increase Safety, Greater Capacity, and International Leadership goals. NTIS
Commerce; Financial Management; Industries
20060020780 Civil Aerospace Medical Inst., Oklahoma City, OK, USA
Reexamination of Color Vision Standards, Part 3, Analysis of the Effects of Color Vision Deficiencies in Using ATC Displays
Xing, Jing; May 2006; 23 pp.; In English Contract(s)/Grant(s): AM-HRRD522 Report No.(s): DOT/FAA/AM-06/11; No Copyright; Avail.: CASI: A03, Hardcopy
The purpose of this report is to assess the effect of color use in air traffic control (ATC) displays for users who have color vision deficiencies, denoted as color deficient (CD). At present, color is extensively used in many ATC displays, while the color vision standard used by the Federal Aviation Administration (FAA) allows certain types of CDs to enter the ATC workforce. Many guidelines for color use in visual displays state that color use should be accompanied with achromatic redundant cues to avoid misinterpretation by CD users. However, little has been documented in guidelines about the effect of redundant cues. Therefore, it is necessary to understand how CD personnel use color-coded information in displays and whether redundant cues are helpful. Previously, we collected data about color use in displays from many ATC facilities. We also developed computational algorithms that could assess the effects of color vision deficiencies on the performance of color-related ATC tasks. The algorithms compared the effectiveness of using color-coded information between observers with normal color vision and CDs. The algorithms also considered the effectiveness of redundant visual cues relative to colors. In this report, we applied the algorithms to six ATC displays to estimate their efficient use by CDs. The main findings included the following: 1) Critical color-coded information may not capture the attention of CDs in many applications; 2) There are instances where CDs may not reliably identify types of information that are encoded in colors; and 3) In many instances color use makes text reading slower and less accurate for CDs. These results indicate that CDs may not be able to use color displays as efficiently as users with normal vision. In addition, we identified the situations where no redundant cues were used for task-critical color usages. Moreover, we estimated that most redundant cues were not as effective as color or not effective at all for the given task. Author
Air Traffic Control; Color Coding; Display Devices; Visual Stimuli; Algorithms
Source: NASA
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