Human Factors Col William W. Pond, MD, SFS, INANG Indiana State
Air Surgeon AANGFS Readiness Skills Verification (RSV) Program 25
July 2015 at Andrews AFB, MD
Slide 2
RSV Requirement for 48G & 48R HUMAN FACTORS BRIEFINGS: IRC,
Quarterly Wing Flying Safety Must be accomplished every 24 months
May be satisfied by AMP, RSV course, briefing, NVG course, or HUD
tape, or suitable substitute. May also be satisfied by reading
relevant portion of Flight Surgeons Guide, or SGP Tactics Guide.
More specific requirements are under development Must perform at
least 2.
Slide 3
RSV Requirement This lecture will fulfill the 2 in 24 month
requirement Human Factors review by Col William Pond Night Vision
Goggle Review Heads Up Display Review Human Factors/Tobacco
Interaction by Col John Sotos Human Factors/Decompression Sickness
by Col Lisa Snyder
Slide 4
Objectives Lecture 1. Define Human Factors 2. Give brief
history of Human Factors Integration 3. Night Vision Technology
Review Night Vision Goggle Technology Flight Surgeon items to
review 4 Heads Up Display Review Head Up Display Technology Flight
Surgeon items to review
Slide 5
Disclosure of Relevant Financial Relationships Col Sotos, Col
Snyder Col Pond (or spouse or significant partner) do not have any
conflict of interest or relevant financial relationship with any
commercial interest. (Additional information or questions may be
addressed to the, Col William Pond, (260)602-5167 or
[email protected]) [email protected] 25 July 2015 CME providers are
required by ISMA/ACCME accreditation standards to identify and
resolve conflicts of interest prior to the educational activity.
(Information projected at beginning of lecture and placed adjacent
to sign-in roster.)
Slide 6
Human Factors Definition Fit the system to the operator to
improve performance. History WWII origins with the flying community
1960s highly incorporated in the NASA Apollo 1982 USAF Systems
Integration Present USAF Flight Surgeon RSV Training Present in
many varied disciplines
Slide 7
Human Factors Human Systems Integration includes: Human
Elements Personnel Training Environment Safety Occupational Health
Survivability Habitability
Slide 8
Human Factors Training Generate an understanding of how humans
interact with the environment, each other and their equipment. 1.
Must first share a common vision and understanding 2. This improves
effectiveness of the individuals and their system. 3. Decreases
cost 4. Decreases mishap rate
Slide 9
Night Vision Technology: How to nogs work?
Slide 10
Night Vision Googles
Slide 11
Slide 12
Principles of operation
Slide 13
The Human Factors Trade Off Higher sensitivity and resolution:
Higher weight, more strain on neck Trade off between resolution
& sensitivity Bright light Halo Effect Increased power
requirements, decreased battery life
Slide 14
Common Human Factors Weight/balance of device on head/neck
Hyperstereopsis Visual acuity Blurred/tired vision Hypoxic effects
at altitude on vision
Slide 15
Head and Neck Clear association between NVD use and both
in-flight and post-flight neck discomforts Headaches are common in
both NVD and non-NVD sorties Headache duration normally < 1 hour
Incidence and duration linked to the length of the sortie and the
amount of concentration required; thus, may be an issue with visual
strain
Slide 16
Hyperstereopsis Over-demand for convergence Stresses oculomotor
system; increased visual fatigue Creates slightly magnified images,
creating illusion of being lower than actual altitude
Slide 17
Visual Acuity Best attainable acuity ~20/40 with NVDs USAF
trials show that maximal acuity is attained by making adjustments
in controlled, preflight lighting conditions 20/35-20/40 for
controlled preflight conditions 20/50-20/55 for in-flight
adjustments
Slide 18
Visual Acuity Adjustment Principles
Slide 19
Visual Acuity Adjustment Procedure 1. Align vertical 2. Adjust
tilt (tilt adjustment level) 3. Check interpupillary distance (eye
span knob; controls stereopsis) 4. Adjust eye relief (fore/aft
adjustment nob) 5. Objective lens focus 6. Diopter lens focus 7.
Focus check at 3 meters, using Snellen card 8. Note settings 9.
Refocus to infinity, using standard aircraft lettering at least 30
meters away in the dark area of the airfield
Slide 20
Blurred Vision Tip Two factors appear to be at play here:
Increased incidence after using NVD for > 1 hour Increased
incidence after cumulative NVD experience (> 100 hours) Often
necessitates in-flight visual acuity adjustments Leads to reduced
visual acuity (20/50) from baseline preflight acuity (20/40)
Slide 21
Hypoxic Visual Acuity Effects Mild hypoxia is capable of
affecting visual acuity At 12,500 altitude, visual acuity drops an
additional 25% With NVDs, this is even more significant as visual
acuity is already reduced from baseline
Heads Up Display Also known as HUD Transparent display that
presents data without having to look away from viewpoint Advantage:
refocus not required between instruments and outside view
Slide 24
HUD Principles Projection unit is usually optical collimator
Convex lens or concave mirror with Cathode Ray Tube/LED at focus
Focal point perceived to be infinity Combiner is flat angled glass
beam splitter Located directly in front of viewer Special coating
reflects monochromatic light Other wavelengths pass
Slide 25
What is displayed? Boresightwhere nose is pointing Acceleration
Indicatorto left of the FPV (above is acceleration) Angle of
Attackwing angle relative to airflow Navigational Data Airspeed
Altitude Flight Path Vector (FPV)where the aircraft is going
Landing, keep the FPV on the glide desired descent angle Aim the
FPV, not the Boresight at the touchdown point
Slide 26
Helmet Mounted Display Helmet Mounted Displays (HMD) is a type
of HUD Moves with the pilot Is the only type on the F35 Information
projected on helmets visor Distributed Aperture System streams
real-time imagery from 6 infrared cameras. Allows pilot to look
through the airframe.
Slide 27
Design Factors Field of View Better to have wide FOV for cross
wind landings Collimation: makes light rays parallel and focus at
infinity Eyebox: where the image can be viewed, e.g. 5 lateral 3
vertical 6 horizontal Luminance/contrast: adjust for ambient
lighting
Slide 28
Militarily significant HUD Boresight: Aircraft HUD components
aligned with 3 axes Accuracy to 7.0 milliradians Projected and
actual object must line up Military aircraft display targeting
information in addition to the navigation information displayed on
commercial HUDS. Target Designation (TD) Vcclosing velocity to
target Rangeto target or waypoint Weapon seekerwhere seeker is
pointing Weapons status
Slide 29
Spatial Disorientation Start at 1:07
Slide 30
Back Seat G intolerance
Slide 31
11-2F16V3 governs G Awareness 3.14.5.1. (PACAF) The G-awareness
maneuver will consist of at least two 90 degree turns. (The second
turn of the g-awareness exercise for air-to-air sorties will be a
minimum of 180 degrees of turn). The first turn will be a smooth
onset rate to approximately 4 Gs. Pilots will use this turn to
ensure proper g-suit operation and to practice their anti-g
straining maneuver. Regain airspeed and perform another 90 degree
turn at up to 6-7 Gs. If aircraft limits preclude either of the
above, turns should be performed so as not to exceed aircraft
limits. Do not perform systems checks or other items that detract
from the intended purpose of the G-awareness maneuver. 3.14.5.3.
G-awareness exercises will be filmed in HUD and in Hot Mic. In
addition, the tactical portion of all basic missions (BFM, SA, ACM,
etc) will be flown in Hot Mic to enable assessment of the AGSM. For
high task sorties (DACT, Composite Force, Opposed SAT, etc), it is
highly desired for pilots to fly in Hot Mic.
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G-awareness maneuver 3.14.5.2. A G-awareness maneuver will be
accomplished prior to any tactical maneuvering, including range
missions. Accomplish this maneuver in day or night VMC only.
3.14.5.3. G-awareness exercises will be filmed in HUD and in Hot
Mic. In addition, the tactical portion of all basic missions (BFM,
SA, ACM, etc) will be flown in Hot Mic to enable assessment of the
AGSM. For high task sorties (DACT, Composite Force, Opposed SAT,
etc), it is highly desired for pilots to fly in Hot Mic.
Slide 33
Flying After Diving by Col Lisa Snyder Current recommendations
by DAN & PADI: 12 hours if single dive with no compression
limits 18 hours if repetitive dives in a day. 18++ hours if
decompression dives Source Flying after Diving: Should
recommendations be reviewed? In flight echocardiographic study in
bubble- prone and bubble resistant divers. Diving Hyperb Med. 2015;
45(1):10-15
Slide 34
The Study Studied postdive gas bubbles in venous blood ( venous
gas emboli, VGE) in 56 recreational diver volunteers, healthy with
no history of DCS over 6 day period. Each diver did roughly 13
dives. Method Monitored VGE after each dive at 30,60&90 minutes
after surfacing. Average maximum depth was around 99 feet of sea
water, average dive duration was about 49 minutes, and ascent rates
ranged from 30 to 60 feet per minute.
Slide 35
Results Immediately before takeoff, 24 hours after the last
dive, VGE were not detected. After take off however bubbles were
detected in eight subjects from the RB group and none from the
other two groups, at 90 minutes all subjects were bubble free 23
almost never develop detectable bubbles (NB), 17 divers bubble
occasionally (OB), and 16 divers produce bubbles every day after
almost every dive (RB)
Slide 36
Conclusion Some divers have a predilection to have bubbles.
Flying commercially, even after a 24 hour surface interval can
produce bubbles.
Slide 37
Thanks and credits to the following: Air Force Human Systems
Integration Handbook: Planning and Execution of Human Systems
Integration Hugh Griffits:
The_Review_Issue_18_White_Maple_Consulting_oct_11.pdf