• Title/Summary/Keyword: Cockpit Program

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A study of the cockpit optimization (한국형 조종실 설계)

  • C.M. Lee;S.K. Park
    • Proceedings of the ESK Conference
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    • 1992.10a
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    • pp.22-25
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    • 1992
  • 항공산업은 그 특성상 고도의 신뢰성, 안정성이 요구되며, 이를 충족시키기 위하여는 복잡하고 정밀한 구조를 가져야 하므로 다른 산업제품과는 비교가 안될 정도로 그부가가치를 가지고, 타 산업에의 기술 파급 효과가 역시 지대하다. 따라서, 우리나라와 같이 부존자원이 빈약하나 인적 자원이 우수하고 풍부한 나라에서는 자원절약형 산업인 항공산업의 타당성을 검토, 장기적인 육성방안을 수립하여 추진하는 것은 시대적인 요구라 할 수 있다. 이러한 요구에 따라 국방과학연구소에서 공군의 초, 중등훈련기 개발을 추진 중에 있음은 KFP(Korea Fighter Program)사업과 함께 매우 중요한 의미을 갖는다. 이와 같은 시점에서 한국인의 인체특성에 보다 적합한 항공기의 개발은 가장 시급한 과제이며, 이 문제점을 극복하기 위한 기본연구로 조종실 내부설계에 필요한 기준점 및 치수, MIL-SPEC에서 규정하고 있는 기준치를 분석하였으며 실제 항공기(F-5, F-4, F-16)칫수를 측정하여 이를 정면도, 측면도, 평면도로 제시하고, 항공기 제어계통인 조종간, 동력제어기, 러더페달 및 조종석의 실제 측정치와 공군 조종사의 인체측정치를 비교, 평가하였다. 또한 전투기들의 정면 계기판과 좌, 우측의 제어판의 표시장치 및 조작기들을 기능별로 구분하여 각 요소별 제한조건 및 설계지침들을 비교, 분석하였다.

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Application of Human Machine Interface and Augmented Reality Technology to Flight Operation (인간-기계 인터페이스 및 증강현실 기술의 항공운항 분야 적용)

  • Park, Hyeong Uk;Chung, Joon;Chang, Jo Won;Joo, Seonghyeon;Hwang, Young Ha
    • Journal of the Korean Society for Aviation and Aeronautics
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    • v.27 no.2
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    • pp.54-69
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    • 2019
  • The primary objective of this paper is to introduce the application of Human-Machine Interface (HMI) and Augmented Reality (AR) technologies in flight operations. These include: self-check-in, baggage handling, airport security and surveillance, airport operations monitoring, In-Flight Entertainment and Connectivity (IFEC), cockpit design, and cabin crew support. This paper investigates the application status and development trends of HMI and AR technologies for airports and aircraft. These technologies can provide more efficient in-flight passenger service and experience by using AR devices. This paper also discusses the developments such as; the Integrated Control Application (ICA) for the IFEC interface, AR flight simulation training program using the fixed-based simulator, and the AR aircraft cabin interior concept test program. These applications present how HMI and AR techniques can be utilized in actual flight operations. The developed programs in this paper can be applied to their purpose within aircraft interiors and services to enhance efficiency, comfort, and experience.

A Human Factors Approach for Aviation Safety (항공안전을 위한 인간공학적 대응)

  • Kim, Dae Ho
    • Journal of the Ergonomics Society of Korea
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    • v.36 no.5
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    • pp.467-484
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    • 2017
  • Objective: The purpose of this paper is to review, with the main focus on aviation safety technology and management program, how human factors are currently taken into consideration within transportation sectors, especially aviation, and to further share related information. Background: Human factors account for the majority of aviation accidents/incidents. Thus, the aviation sector has been comparatively quick in developing and applying technologies and management programs that deal with human factors. This paper reviews the latest safety technologies and management programs regarding human factors and aims to identify the trend. Method: This paper, based on literature research and practical experience, examines the latest international standards on technologies and management programs, those that deal with human factors and are adopted by international and domestic aviation organization. The main focus of discussion is how human factors are reflected during the system design and operation process. Results: The current most important issue in designing is the consideration of human factors in Cockpit, Automation, and Safety system technology design. From an operational point of view, the issues at hand are screening and training aviation workers to promote aviation safety, providing education on human factors and CRM/TEM, and running a safety management program to implement SMS. They were discussed based on the operational experience within the aviation sector. Conclusion: Major examples of a human factors approach to promote aviation safety are safety programs and various safety and monitoring technologies applied to aviation personnel for error management. These programs must be managed in an integrated manner that takes both the system designing and operational point of view into account. Application: It is thought that the human factors approach for promoting aviation safety reviewed in this paper can be extended and applied to safety management programs in other transportation sectors such as the railroad, maritime, road traffic etc.

Development of a Crew Resource Management Training Program for Reduction of Human Errors in APR-1400 Nuclear Power Plant (국내 원자력발전소 인적오류 저감을 위한 Crew Resource Management 교육훈련체계 개발)

  • Kim, Sa-Kil;Byun, Seong-Nam;Lee, Dhong-Hoon;Jeong, Choong-Heui
    • Journal of the Ergonomics Society of Korea
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    • v.28 no.1
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    • pp.37-51
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    • 2009
  • The nuclear power industry in the world has recognized the importance of integrating non-technical and team skills training with the technical training given to its control room operators to reduce human errors since the Three Mile Island and Chernobyl accidents. The Nuclear power plant (NPP) industry in Korea has been also making efforts to reduce the human errors which largely have contributed to 120 nuclear reactor trips from the year 2001 to 2006. The Crew Resource Management (CRM) training was one of the efforts to reduce the human errors in the nuclear power industry. The CRM was developed as a response to new insights into the causes of aircraft accidents which followed from the introduction of flight recorders and cockpit voice recorders into modern jet aircraft. The CRM first became widely used in the commercial airline industry, but military aviation, shipboard crews, medical and surgical teams, offshore oil crews, and other high-consequence, high-risk, time-critical industry teams soon followed. This study aims to develop a CRM training program that helps to improve plant performance by reducing the number of reactor trips caused by the operators' errors in Korean NPP. The program is; firstly, based on the work we conducted to develop a human factors training from the applications to the Nuclear Power Plant; secondly, based on a number of guidelines from the current practicable literature; thirdly, focused on team skills, such as leadership, situational awareness, teamwork, and communication, which have been widely known to be critical for improving the operational performance and reducing human errors in Korean NPPs; lastly, similar to the event-based training approach that many researchers have applied in other domains: aircraft, medical operations, railroads, and offshore oilrigs. We conducted an experiment to test effectiveness of the CRM training program in a condition of simulated control room also. We found that the program made the operators' attitudes and behaviors be improved positively from the experimental results. The more implications of the finding were discussed further in detail.

Privilege and Immunity of Information and Data from Aviation Safety Program in Unites States (미국 항공안전데이터 프로그램의 비공개 특권과 제재 면제에 관한 연구)

  • Moon, Joon-Jo
    • The Korean Journal of Air & Space Law and Policy
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    • v.23 no.2
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    • pp.137-172
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    • 2008
  • The earliest safety data programs, the FDR and CVR, were electronic reporting systems that generate data "automatically." The FDR program, originally instituted in 1958, had no publicly available restrictions for protections against sanctions by the FAA or an airline, although there are agreements and union contracts forbidding the use of FDR data for FAA enforcement actions. This FDR program still has the least formalized protections. With the advent of the CVR program in 1966, the precursor to the current FAR 91.25 was already in place, having been promulgated in 1964. It stated that the FAA would not use CVR data for enforcement actions. In 1982, Congress began restricting the disclosure of the CVR tape and transcripts. Congress added further clarification of the availability of discovery in civil litigation in 1994. Thus, the CVR data have more definitive protections in place than do FDR data. The ASRS was the first non-automatic reporting system; and built into its original design in 1975 was a promise of limited protection from enforcement sanctions. That promise was further codified in an FAR in 1979. As with the CVR, from its inception, the ASRS had some protections built in for the person who might have had a safety problem. However, the program did not (and to this day does not) explicitly deal with issues of use by airlines, litigants, or the public media, although it appears that airlines will either take a non-punitive stance if an ASRS report is filed, or the airline may ignore the fact that it has been filed at all. The FAA worked with several U.S. airlines in the early 1990s on developing ASAP programs, and the FAA issued an Advisory Circular about the program in 1997. From its inception, the ASAP program contained some FAA enforcement protections and company discipline protections, although some protection against litigation disclosure and public disclosure was not added until 2003, when FAA Order 8000.82 was promulgated, placing the program under the protections of FAR 193, which had been added in 2001. The FOQA program, when it was first instituted through a demonstration program in 1995, did not contain protections against sanctions. Now, however, the FAA cannot take enforcement action based on FOQA safety data, and an airline is limited to "corrective action" under the program. Union contracts can exclude FOQA from the realm of disciplinary action, although airline practice may be for airlines to require retraining if there is no contract in place forbidding it. The data is protected against disclosure for litigation and public media purposes by FAA Order 8000.81, issued in 2003, which placed FOQA under the protections of FAR 193. The figure on the next page shows when each program began, and when each statute, regulation, or order became effective for that program.

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