Published Report (DOT/FAA/CT-94-36)

More documents

Recommendations

Info

provided by ARTS displays, FMA's provide controllers with features to aid them in the early detection of blunders and the control of airspace. These include independent axes expansion capabilities, color coding, aircraft predictor lines, and audio and visual warnings. With FMA's, vertical and horizontal (Y-X) axes can be expanded independently, in accordance with site variable requirements, to improve the controller's ability to detect aircraft movement away from the extended runway centerline. For this simulation, the ratio for the horizontal axis was 6 times, while the vertical axis was 1.5 times on the controllers' displays. For each of the three runways, ILS approach centerlines were displayed as dashed white lines, where each dash and each space between dashes were scaled to represent 1 nmi. Additional solid light blue lines were on each side of the ILS centerline to delineate 200 foot-deviations from the localizer. The 2000-ft wide NTZ, between extended runway centerlines, was outlined in red. A predictor line was used in the generation of the audio and visual alerts. The predictor line, which was affixed to each aircraft target, indicated where the aircraft would be in 10 s if it continued on the same path. The predictor line provided the controller with advance notice of the path of the aircraft. The predictor line can be varied, but for this simulation it was set to 10 s. Aircraft targets and alphanumeric data blocks were presented in green, as long as they maintained an approach within the normal operating zone (NOZ). When the predictor line indicated that an aircraft was within 10 s of entering the NTZ, the green aircraft target and data block changed to yellow. An auditory warning also sounded (e.g., llAmerican 211") to notify the controller of the impending NTZ entry. If the aircraft entered the NTZ, the yellow aircraft target and data block immediately changed to red- 2.2.3 Fliaht Simulators and Simulator Parameters. Six Part 121 aircraft simulators and one general aviation trainer (GAT) were integrated into the simulation. This group included simulators from: NASA-Ames, Moffett Field, CA; AVIA Inc., Costa Mesa, CA; Boeing Inc., Seattle, WA; Trans World Airlines, St. Louis, MO; Delta Airlines Inc., Atlanta, GA, and the <strong>FAA</strong> Technical Center, Atlantic City International Airport, NJ. Having the flight simulators as an integral part of the simulation increased the validity of the findings by providing a representative sample of NAS users (i.e., currently licensed airline pilots who staffed the simulators). It also generated more accurate data with respect to aircraft and pilot performance.
Flight simulators assumed the configuration of aircraft flying the localizer course and replaced TGF aircraft that were scheduled to enter the traffic. Crosswinds were introduced to flight simulator approaches to provide pilots with a realistic flight environment. Three wind conditions were assigned: no wind, wind from the east, or wind from the west. Winds were started at 25 kn and decreased to 10 kn at the outer marker. Flight simulator approaches were flown using autopilot, flight director, or raw data, in accordance with an individual captain’s discretion and his respective company policy. 2.3 SIMULATION PERSONNEL. The following section describes the various personnel involved in this simulation and their responsibilities. 2.3.1 Controllers. Ten air traffic controllers with experience in multiple parallel approaches participated as test subjects in the DIA simulation. Six of the controllers were selected from various Terminal Radar Approach Control (TRACON) facilities across the country, and four positions were filled by controllers from the existing Denver TRACON facility. Two of the Denver controllers participated the first week, and the other two participated the remainder of the simulation. Controllers staffed the three final approach monitor positions. They monitored the flight path of the aircraft on their assigned runway and ensured aircraft maintained the required separation. In the event of a blunder or an NTZ penetration, controllers issued the appropriate control instructions to resolve the conflict situation. When controllers were not working the monitor position, they were often reassigned to perform the local tower control function in an attempt to generate realistic communications on the approach frequencies. Individual controllers were scheduled to work as a monitor controller for half of each 2-hour run. A controller rotation period was scheduled at the midpoint of each two-hour run to simulate actual work rotations and to give monitor controllers a rest. Blunders were scripted to occur at any time during a run, including during the controller rotation periods. Controllers were not scheduled to work the monitor position for more than 2 consecutive hours at a time. Monitor controllers completed a questionnaire after each run and at the conclusion of the simulation. After each run in which a potential TCV occurred, the controllers who monitored the blundering and evading aircraft completed a TCV Statement. These questionnaires can be found in appendix F. 15
Page 1 and 2: 1 DOT/FAA/CT-94/3 6 FAA Technical C
Page 3: 1. Title and Subtitle Technical Rep
Page 7 and 8: TABLE OF CONTENTS Page EXECUTIVE SU
Page 9: Figure 1 2 3 4 5 6 LIST OF ILLUSTRA
Page 12 and 13: An evaluation of NBO's and NTZ entr
Page 14 and 15: One specific effect of high density
Page 16 and 17: Technical Center. Indicated air spe
Page 18 and 19: -: zg cui r - I -----1 s: i I - OM
Page 20 and 21: sometimes instructed to disregard c
Page 22 and 23: ILS Localizer Cen tex line A Note:
Page 24 and 25: The Simulation Pilot Subsystem cons
Page 28 and 29: Controllers also submitted a report
Page 30 and 31: a. NTZ transgression frequency: b.
Page 32 and 33: 3.3.1.1 No-Controller Intervention
Page 34 and 35: analyses and the TWG operational as
Page 36 and 37: I [OOOO l'OS66) [OOS6'0SP6) [0006'0
Page 38 and 39: [OOSS' OSPS) [OOOS'OS6P) [OOSP' OSP
Page 41 and 42: TABLE 8. TCV DATA, TWA621/AAL204 Bl
Page 43 and 44: directed not to respond), the 17R c
Page 45 and 46: 4.2.6 Blunder Resolution Performanc
Page 47 and 48: [LSI [ssl [ESI L 35
Page 49 and 50: 4.4.2 Post-Simulation Controller Ou
Page 51 and 52: 4.5.2 Phraseoloav. The second state
Page 53 and 54: number of causes of accidents durin
Page 55 and 56: 1 ACC X 8 WCB's x 102 Itat risk" WC
Page 57 and 58: 5.3.2 Technical Observer Assessment
Page 59 and 60: BIBLIOGRAPHY Bilicki, H. W., TGF an
Page 61 and 62: GLOSSARY Aimort Surveillance Radar
Page 63 and 64: Outer Marker (OM) - A marker beacon
Page 65: APPENDIX A MULTIPLE PARALLEL APPROA
Page 69: APPENDIX B SIMULATION USING THE FDA
Page 72 and 73: Thus, the controller,s ability to d
Page 75: TECHNICAL OBSERVERS REPORT DIA SIMU
Page 79 and 80:
FDADS SIMULATION AT DENVER A demons
Page 81:
isk blunders, but only 2 TCV's. The
Page 85 and 86:
ILS 10L DENVER INTERNATlONAL AIRPOR
Page 87:
ILS 17L 1 DENVER TOWER 1205 1 DENVE
Page 91 and 92:
POST-RUN CONTROLLER QUESTIONNAIRE D
Page 93 and 94:
POST-SIMULATION CONTROLLER QUESTION
Page 95 and 96:
CONTROLLER TEST CRITERION VIOLATION
Page 97:
111. STATEMENT: 1. From your knowle
Page 101 and 102:
PILOT BREAK-OUT QUESTIONNAIRE DIA S
Page 103 and 104:
2.0 GENERAL COMMENTS I 2.1 Please p
Page 105:
APPENDIX H CONTROLLER REPORT
Page 109:
APPENDIX I TECHNICAL OBSERVER REPOR
Page 112 and 113:
The Technical Observers believe tha
Page 115 and 116:
.. v) CI t E" E 8 - a c .- 0 CI 5 2
Page 117:
c X > 0 4 L 5-3
Page 121 and 122:
MULTIPLE PARALLEL APPROACH PROGRAM
Page 123:
APPENDIX L RISK ANALYSIS OF BLUNDER
Page 126 and 127:
2.0 BASIC RISK COMPUTATION 2.1 DEFI
Page 128 and 129:
a fatal accident during an approach
Page 130 and 131:
3.4 ESTIMATING COLLISION RISK The f
Page 132 and 133:
4.0 DETERMINATION OF ALIGNMENT WIND
Page 134 and 135:
The roots of the quadratic equation
Page 136 and 137:
e estimated as the ratio of the num
Page 138:
This is a very high rate, which wou
show all

Published Report (DOT/FAA/CT-94-36)

Create successful ePaper yourself

Delete template?

Save as template?