scholarly journals A Comparative Study Installation Arrangement of Primary Flight Display (PFD) in the Flight Deck’s Regional Passenger Transport Aircraft

AVITEC ◽  
2019 ◽  
Vol 1 (1) ◽  
Author(s):  
Anantia Prakasa ◽  
Indra Permana Sopian
Keyword(s):  
Head Rotation ◽  
Passenger Transport ◽  
Critical Periods ◽  
Flight Crew ◽  
Transport Aircraft ◽  
Flight Deck Design ◽  
Control Automation ◽  
Commercial Purpose ◽  
Aircraft System ◽  
Flight Deck

The Flight Deck or cockpit is designed to support the prosecution of aircraft mission.  For aircraft with commercial purpose such as passenger transport aircraft, there must be good “fit” between the human, the machine which composed of various aircraft system and the aircraft mission; and these are what the Flight Deck design process needs to ensure but not limited to display design, aircraft control, automation, HCI on the Flight Deck and pilot’s view to outside through cockpit windows namely external vision. The external vision of cockpit windows must satisfy regulatory requirements which intended to ensure that the view is adequate for pilots to operate the aircraft safely and gives them a reasonable opportunity to see and avoid other aircraft that pose a collision threat.Concurrently during critical periods of flight, it is important that the flight crew access information in front of his view with minimal head rotation.  Cockpit-Displays with critical flight information should then be located to these locations.  Compromising both external vision and internal vision as Pilot’s visibility should be attained.         

What we do with Human Factors Data and Theory: A Flight Deck Design Philosophy for the High Speed Civil Transport Aircraft

1994 ◽  
Vol 38 (16) ◽  
pp. 1003-1007
Author(s):  
K. Michael Dresel ◽  
David D. T. Pepitone
Keyword(s):  
High Speed ◽  
System Development ◽  
Current System ◽  
Lessons Learned ◽  
Flight Crew ◽  
Transport Aircraft ◽  
Design Philosophy ◽  
Flight Deck Design ◽  
Human Operators ◽  
Flight Deck

This paper reports on the results and lessons learned from constructing a design philosophy for a new aircraft. The High Speed Civil Transport aircraft is the next-generation supersonic transport, planned for initial operating capability in 2005. Current objectives for the aircraft include cruise speeds of Mach 2.4, ability to take off and land in low visibility, and restricted forward vision. These objectives necessitate consideration of major changes in some of the functions currently allocated to the human flight crew. An explicit design philosophy was defined as the first step in ensuring that system development proceeded with clear emphasis on supporting the human operators in accomplishing the goals of transporting their passengers and cargo safely, comfortably, efficiently and on schedule. This paper discusses the development and details of the integrated flight deck design philosophy that will be used to guide the development of a High Speed Civil Transport flight deck. The paper describes • the goals, scope and benefits of the flight deck design philosophy; • the effect on the current system development process; • the method used to produce the design philosophy; • examples of the philosophy and guideline statements, with rationale; • and finally, suggestions for improving the transfer of basic and applied research into the system design process.

Asiana Airlines Flight 214

2014 ◽  
Vol 4 (2) ◽  
pp. 113-121 ◽  
Author(s):  
Stephanie Chow ◽  
Stephen Yortsos ◽  
Najmedin Meshkati
Keyword(s):  
Human Factors ◽  
Aviation Safety ◽  
Cultural Factors ◽  
Vital Role ◽  
Cultural Issues ◽  
Flight Crew ◽  
Pilot Performance ◽  
Engineering Designs ◽  
Flight Deck

This article focuses on a major human factors–related issue that includes the undeniable role of cultural factors and cockpit automation and their serious impact on flight crew performance, communication, and aviation safety. The report concentrates on the flight crew performance of the Boeing 777–Asiana Airlines Flight 214 accident, by exploring issues concerning mode confusion and autothrottle systems. It also further reviews the vital role of cultural factors in aviation safety and provides a brief overview of past, related accidents. Automation progressions have been created in an attempt to design an error-free flight deck. However, to do that, the pilot must still thoroughly understand every component of the flight deck – most importantly, the automation. Otherwise, if pilots are not completely competent in terms of their automation, the slightest errors can lead to fatal accidents. As seen in the case of Asiana Flight 214, even though engineering designs and pilot training have greatly evolved over the years, there are many cultural, design, and communication factors that affect pilot performance. It is concluded that aviation systems designers, in cooperation with pilots and regulatory bodies, should lead the strategic effort of systematically addressing the serious issues of cockpit automation, human factors, and cultural issues, including their interactions, which will certainly lead to better solutions for safer flights.

Innovative exploration of safe in-flightcrew escape options

2018 ◽  
Vol 90 (8) ◽  
pp. 1221-1226
Author(s):  
Sreedhar Karunakaran
Keyword(s):  
Wind Tunnels ◽  
Test Case ◽  
Test Cases ◽  
Flight Crew ◽  
External Interference ◽  
Content Type ◽  
Transport Aircraft ◽  
3D Cad ◽  
Computational Fluid Dynamics Cfd ◽  
Actual Trial

Purpose The purpose of this paper is to explore various in-flight crew escape options of a prototype transport aircraft and finalize the option offering safest crew egress for different combinations of contingencies and flight conditions. Design/methodology/approach Various egress options were explored through simulation in a computational fluid dynamics (CFD) software using aircraft 3D CAD model and scalable digital mannequins. For this, certain important contingencies which best describe the extreme aircraft behaviour were identified. Crew escape options, which have least external interference in expected egress trajectory, were selected. Several test simulations representing each feasible combination of contingency, escape option and flight condition were simulated. The option which offers safe crew escape in each test case is deemed to be the safest egress option for the test aircraft. Findings Among five options explored, crew escape through forward ventral hatch provided the safest crew escape for all test cases. The selected option was validated for robustness with additional test cases modelling different anthropometric characteristics of 5th and 50th percentile pilot populations with different postures. Originality/value In-flight validation of safe crew escape option is infeasible by actual trial. Exploration of safe crew options for required number of test cases by any analytical method or by wind tunnels tests is tedious, time consuming and extremely expensive. On the other hand, exploration of safest crew option by CFD, besides being first of its kind, provides convenient option to configure, test and validate different test cases with unmatched benefits in time, cost and simplicity.

Flight Deck Design of the Next Generation Aircraft Carrier

2000 ◽  
Vol 112 (3) ◽  
pp. 69-75 ◽  
Author(s):  
W. Baker ◽  
S. D. Brennan ◽  
M. Husni
Keyword(s):  
Next Generation ◽  
Aircraft Carrier ◽  
Flight Deck Design ◽  
Flight Deck

A general trajectory optimization method for aircraft taxiing on flight deck of carrier

2018 ◽  
Vol 233 (4) ◽  
pp. 1340-1353 ◽  
Author(s):  
Yu Wu ◽  
Ning Hu ◽  
Xiangju Qu
Keyword(s):  
Optimization Algorithm ◽  
Trajectory Optimization ◽  
Fitness Function ◽  
Control Variable ◽  
Optimization Method ◽  
Operation Efficiency ◽  
Ground Motion Model ◽  
Aircraft System ◽  
Chicken Swarm Optimization ◽  
Flight Deck

Enhancing operation efficiency of flight deck has become a hotspot because it has an important impact on the fighting capacity of the carrier–aircraft system. To improve the operation efficiency, aircraft need taxi to the destination on deck with the optimal trajectory. In this paper, a general method is proposed to solve the trajectory optimization problem for aircraft taxiing on flight deck considering that the existing methods can only deal with the problem in some specific cases. Firstly, the ground motion model of aircraft, the collision detection strategy and the constraints are included in the mathematical model. Then the principles of the chicken swarm optimization algorithm and the generality of the proposed method are explained. In the trajectory optimization algorithm, several strategies, i.e. generation of collocation points, transformation of control variable, and setting of segmented fitness function, are developed to meet the terminal constraints easier and make the search efficient. Three groups of experiments with different environments are conducted. Aircraft with different initial states can reach the targets with the minimum taxiing time, and the taxiing trajectories meet all the constraints. The reason why the general trajectory optimization method is validated in all kinds of situations is also explained.

Investigation on Hospitalization of Cervical Spondylosis among Military Pilots, 2010 - 2019

2021 ◽  
Author(s):  
Hong-xing Zhang ◽  
Yu-Fei Chen ◽  
Ye Peng ◽  
Jing-yuan Li ◽  
Xiao-gang Huang ◽  
...  
Keyword(s):  
Cervical Spondylosis ◽  
Hospitalization Rate ◽  
Flight Crew ◽  
Exclusion Criteria ◽  
Transport Aircraft ◽  
Disease Spectrum ◽  
Significant Difference ◽  
Increasing Trend ◽  
Medical Identification ◽  
Military Pilots

Abstract ObjectiveTo investigate and analyze the situation of hospitalization and medical appraisal of cervical spondylosis in military pilots. MethodsA single-center retrospective study was conducted on the active military pilots hospitalized for cervical spondylosis in our center from January 2010 to December 2019.After inclusion and exclusion criteria, descriptive statistics and analysis were made on age, sex, flight type, flight time, disease type, diagnosis and treatment and medical identification results of the included subjects.ResultsDuring January 2010 to December 2019, 166 military pilots with cervical spondylosis were admitted to our center, accounting for 17.61% of the total orthopaedic diseases, ranking the second place.The hospitalization rate of military pilots with cervical spondylosis in orthopedics department decreased from 2015 to 2019, but the hospitalization rate (193 person-times) was in an increasing trend compared with that in 2010-2014 (148 person-times) (P < 0.05).The average age of the pilots with cervical spondylosis was 37.37±7.37 years old, and there was no significant difference in the age of the pilots of different aircraft types. Compared with the age of other active servicemen in the same period (39.72±8.98 years), the incidence of the pilots tended to be younger (P < 0.05).The average incidence of cervical spondylosis in flight crew was 2597.09±1954.50h, and fighter pilots were more likely to have cervical spondylosis in early flight than those who flew helicopter, transport aircraft and trainer aircraft (P < 0.05).4 cases (2.41%) received surgical treatment, which was significantly lower than that of non-aircrew members (12.09%) (P < 0.05).Among the 166 cases, 87 cases (52.41%) were qualified and returned to work,53 cases of military pilots temporary unqualified flight, 26 cases of military pilots unqualified flight, unable to continue to fly.ConclusionCervical spondylosis of pilots account for the forefront of orthopedic disease spectrum, and the onset age is younger, the treatment is relatively simple, and the qualified rate of flight after treatment is low.

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