The basic crew tasks for aircraft operation:
Are the following: to fly, to navigate, to communicate and to manage the fly.
Are to monitor the short term flight path, to manage long term flight path, to communicate and to apply strategy of the flight.
Are to fly, to navigate, to communicate and to manage the airplane and accomplish the mission, in any foreseeable operating condition.
Are divided into three categories: primary, intermittent and continuous tasks.
The Minimum Flight Crew is composed by:
A fix number of members independently of the different missions of the airplane.
Only the number of members that are able to perform the missions with an acceptable level of workload.
As much as possible number of members in order to eliminate potential crew errors.
Human Factors Engineering:
Its application is not concurrent with other engineering disciplines during Flight Deck design process.
Focusses only in the Flight Deck design but not in the flight crew tasks to conduct the mission.
Intends to maximize the ability of the flight crew to operate the airplane at required levels by eliminating design‐induced difficulty and error.
Application to the Flight Deck design process will give an opportunity to make aviation both safer and more efficient.
Dark Cockpit philosophy:
If the working system returns to normal state, no light will turn off
If any abnormal situation takes place inside the flight deck, a light will automatically turn off in order to reduce crew workload
If any abnormal situation takes place inside the flight deck, a light will automatically turn on drawing the crew member's attention immediately
The Design Eye Position (DEP):
Is taken into account in the Flight Deck design process and is adjusted for different anthropometric population.
Is a point fixed in relation to the airplane structure at which the pilot’s eyes should be located when seated at the normal position.
Is taken into account in the Flight Deck internal components arrangement and is not in relation with Forward Fuselage Design.
Is a point fixed in relation to the airplane structure at which the pilot’s eyes should be located when seated at the normal position. All flight deck components are arranged in the relation to the DEP.
The principle of NVIS:
Is amplification of the thermal energy thought Image Intensifying Tubes in IR spectrum, just above near IR spectrum.
Is to filter against NIR or to inhibit in NVG mode all Flight Deck internal lights sources.
Is the ability of the aircraft to provide a crew environment that allows simultaneously safe operation of the aircraft in night low‐level tactical flights and reduction of vulnerability of military aircrafts at night.
Is amplification of photons through Image Intensifying Tubes in the near IR spectrum, just above visible spectrum.
The HUD/HMD:
Is able to present Enhanced Vision System image of the real world in order to enable pilots to fly with greater confidence and safety under the most challenging visual conditions.
Selection of De‐clutter function removes essential symbology from the HUD and the following symbols will be affected: Attitude, Speed, Altitude, and Heading.
HUD symbology is very similar to the Head-Down PFD in order to enhance the pilot transition front head down instruments to head up symbology.
HMD consists of one or more image sources, collimating optics, and a means to mount the assembly on the head. It creates and relay a virtual image of the CRT surface, projecting the imagery onto the see‐through combiner to the pilot’s eye.
The ANVIS/HUD disadvantages:
The pilot has to wear a helmet for long periods of time.
Pilot conformability can be decreased due to ANVIS/HUD mass.
Pilots have to wear a helmet for long duration.
The weight of the head equipment must be minimized
The following requirements must be considered in a Flight Crew Alerting System:
The colour of the Advisory signal shall be aviation yellow/amber
Emergency alert condition shall require immediate corrective action by the crew.
The color of the Warning signal shall be aviation red.
The color of the Advisory signal shall be aviation green.
Red Warning Messages shall remain presented until the causative condition has been corrected in order to reduce workload.
The colour of the Caution signal shall be aviation yellow/ambar
Displays can be:
Emissive and passive.
Reflective or transflective.
Direct view and projection
Emissive and non emissive/ passive.
Active Matrix LCD means:
Multiplexing is not addressed by columns and rows.
that there is a thin film transistor (TFT) in each pixel of the display.
The main advantage of electronic ink displays (e‐ink) versus conventional LCD or plasma displays is:
better color and grayscale.
are faster.
Can be printed onto flexible plastic.
Extremely large viewing angle.
Extremely low power requirements.
Power is only consumed while image is switching.
What is the standard of HDTV related to the aspect ratio?:
16x10
16:9
4:3
5:3
The resolution and standard ratio of...
SXGA is 1280x1024 and 5:4
VGA is 720x480 and 4:3
HDTV 1080 is 1080x720 and 16:9
The difference between the maximum and minimum luminance of a display system is called:
Contrast resolution.
Contrast modulation.
Contrast ratio.
None of them.
What is a multiplexed driving in TV?:
Rows and columns are sequentially driven.
Rows and columns are simultaneously excited.
Sub‐units of the display (rows or columns) are driven one at a time.
The generation of grayscale in flat panel LCDs can be done by:
Driving alternately rows.
Driving alternately columns and rows.
Temporal and spatial dither.
The three system operation keys are:
System management, system performance and aircraft safety.
Aircraft safety, modes of operation and system performance.
System performance, operator interface and environment.
A full operational capable system must be:
Representative of a prototype airframe.
Operative in an appropriate controlled environment.
Manageable under realistic workload.
Suitable.
Effective.
Specified operational task.
Representative of a production airframe.
Operative in an appropriate operating environment.
Who is the operator?
An organization that contributes to the function of the system and draws on procedures.
An individual who, or an organization that, contributes to the functionality of a system and draws on knowledge, skills and procedures to contribute the function.
The person who flies the aircraft.
Detailed analysis of past world‐wide airplanes incidents and accidents between 1989 and 2003 have showed that:
Human error is not the primary risk to flight safety in accordance with Certification Authorities considerations.
The majority are related to flight crew performance failures sometimes in combination with system failures.
The Human Factors Engineering goals are:
To entirely prevent and predict flight crew error.
To maximize the ability of the flight crew operate the airplane.
To eliminate design induced difficulty and error.
Which one of the following systems integration design principles is not applicable to control- displays relationships used by the operator:
The functional principle.
The importance principle.
The standardization principle.
The load distribution principle.
The optimal position principle.
The frequency of use principle.
The sequence of use principle.
