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A Dynamic Channel Depiction of Navigation Data in Synthetic Vision Displays
Abstract
During the last years Jeppesen has developed digital terrain, obstacle and airport databases as well as different electronic displays as part of the NASA aviation safety program. This paper describes the continuation of this work, which is now focused on a completely dynamic channel depiction of navigation procedures inside a SVS display. A human factors workshop has been conducted to identify the pilot's expectations and requirements for channel guidance. Pilots from the GA, BA and CA segment and charting experts participated in the workshop. The workshop covered three main topics of the program. A general information and task analysis revealed what information the pilots need while flying a procedure. The two other sessions dealt with the generation of the channel trajectory and the depiction of the channel trajectory
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Two applications have been evaluated in this paper. The tested 2D moving map application displays the current flight plan together with relevant flight route information. It has Jeppesen chart compliant symbologies for high-enroute and low-enroute flights. All text and symbols are deconflicted. Additional information for chart objects can be obtained on request. Depiction of an own ship symbol is possible in either a track up or north up orientation. Terrain and obstacle data can also be displayed for enhanced situation awareness. The 3D SVS primary flight display provides an egocentric view out of the cockpit window with a depiction of primary flight data as well as a 3D depiction of airports, terrain and obstacles. Navigation procedures can be displayed by a dynamic tunnel-in-the-sky visualizing the selected approach procedure. Traditional chart color coding and Jeppesen symbology is adopted for this 3D display. The 3D depiction is used solely for flight guidance. This paper describes the human factors analysis of flight trials performed with these displays between Centennial, CO and Colorado Springs using a Piper Cheyenne from Marinvent Corp. Six pilots flew the Cheyenne in eighteen flights with completely randomized setups. Two different display concepts were evaluated. One concept under test was the electronic 2D enroute moving map which was compared to classic paper charts on the enroute segment between the two airports.
This article describes the human factor analysis from flight trials performed in Reno, NV. Flight trials were conducted with a Cheyenne 1 from Marinvent. Thirteen pilots flew the Cheyenne in seventy-two approaches to the Reno airfield. All pilots flew completely randomized settings. Three different display configurations: 1) Elec. Flight Information System (EFIS), 2) EFIS and 2D moving map, and 3) 3D SVS Primary Flight Display (PFD) and 2D moving map were evaluated. They included normal/abnormal procedure evaluation for: 1) Steep turns and reversals, 2) Unusual attitude recovery, 3) Radar vector guidance towards terrain, 4) Non-precision approaches, 5) En-route alternate for non-IFR rated pilots encountering IMC, and 6) Taxiing on complex taxi-routes. The flight trial goal was to evaluate the objective performance of pilots for the different display configurations. As dependent variables, positional and time data were measured. Analysis was performed by an ANOVA test. In parallel, all pilots answered subjective NASA Task Load Index, Cooper-Harper, Situation Awareness Rating Technique (SART), and questionnaires. The result shows that pilots flying 2D/3D SVS perform no worse than pilots with conventional systems. In addition, 3D SVS flying pilots have significantly better terrain awareness, more stable 180°deg turns, and enhanced positional awareness while taxiing on the ground. Finally, even non-IFR rated pilots are able to fly non-precision approaches under IMC with a 3D SVS.