EXPERIMENT 2 FLIGHT SCENARIO (High Workload)
Prebrief:
[Experimenter reads.]
You are flying a night flight from New York, NY (JFK) to Reno, NV (RNO). Your ETA
is 2200 local time (0500Z). Your equipment is a NASA-owned B-757 with EVS
(Enhanced Vision System) and SVS (Synthetic Vision System) displays on-board. These
systems are used to support a HUD (head-up display) for the pilot flying. You will fly the
ILS Runway 16R approach to RNO, beginning at PYRAM ending with either a landing
or missed approach. Your first officer is an experienced pilot, but new to your company
and not yet proficient with company specific procedures and crew coordination standards.
Prior to beginning the approach, you will have an opportunity to brief him on the
approach and your expectations for crew coordination.
Provide pilot with instrument approach plate and weather conditions for study.
Approach plates:
[Read to pilot while (s)he reviews plates.]
You will start out at 8500 ft at PYRAM on a heading of 181. This will be your IAF
(Initial Approach Fix). You will fly the ILS RWY 16R approach as depicted on the
approach plate. There is a PAPI system on the left side of RWY 16R (and it can only be
used within 2nm of the runway threshold). The decision height for the field is 5515ft
MSL (1100 AGL) [Question: Will we expect pilots to use depicted approach minimums
on EVS segments, or will we give lower minimums with EVS? We have assumed
minimums on plates.]. You can assume at the start of the scenario that your vehicle is on
course for PYRAM. Your autopilot and autothrottles are inoperative, and you will be
hand-flying the approach.
Weather:
[Give printed copy of weather strip to pilot.
Both strips reflect crosswind conditions.]
[Trial High-Workload (HW)1 and HW3]
TAF KRNO XX0400Z XX0410Z 10017KT 4SM HZ OVC011 TEMPO0410 1/2SM FG
OVC001 (where XX = Date of session)
[Trial HW2]
TAF KRNO XX0400Z XX0410Z 23017KT 4SM HZ OVC011 TEMPO0410 1/2SM FG
OVC001 (where XX = Date of session)
[Request: We would like to setup two variations on crosswind conditions for the high
workload runs. The magnitude of the wind correction needed in each case will remain the
same; only the direction differs.
This variation would likely make the scenarios more engaging and reduce
learning effects, if one of the three high workload runs differs this way.]
In Simulator:
1. [Experimenter introduces FO and asks pilot to brief planned approach and crew
coordination expectations. Make certain pilot requires FO to communicate with
ATC.]
2. Segment 1 (PYRAM to I-RNO 15 DME)
2.1. Status:
[Experimenter reads.]
Your 757 is beginning the ILS RWY 16 approach at PYRAM. Altitude is 8500 ft.
with poor visibility (IMC). HDG is 181 degrees. Speed is 210 knots with Flaps 0.
2.2. Clearances:
[Experimenter role-playing ATC to provide ATIS broadcast.]
[Trial HW1 and HW3]
“Reno/Tahoe international information.
Delta. 0500 Zulu weather.
Ceiling 1100, overcast. Visibility 4 miles, haze.
Temperature 27, dew point 12.
Wind 100 at 17 knots.
Altimeter 3007.
ILS Runway 16R in use. Landing 16R, Departures 16L.
Advisory…
[Trial HW1]
Unlit tower 150 feet AGL 2 nautical miles south of airport.
[Trial HW3]
Taxiway Bravo closed between taxiways Alfa and Lima.
Advise on initial contact you have Delta.”
[Trial HW2]
“Reno/Tahoe international information.
Delta. 0500 Zulu weather.
Ceiling 1100, overcast. Visibility 4 miles, haze.
Temperature 27, dew point 12.
Wind 230 at 17 knots.
Altimeter 3007.
ILS Runway 16R in use. Landing 16R, Departures 16L.
Advisory…
Man and equipment between runways.
Advise on initial contact you have Delta.”
[ATC to provide clearance.]
“NASA-113. Reno Approach: Crossing PYRAM, maintain 8500 ft until
established, cleared ILS 16R approach. Following slower traffic, slow to approach
speed. Altimeter setting is 3003.”
[FO responds.]
“Reno Approach, NASA-113, maintain 8500 until established, cleared ILS 16
right, slowing to approach speed. Altimeter 3003, we have Delta.”
2.3. Actions:
Pilot is expected to slow aircraft, extend flaps and landing gear, and possibly
complete before landing checklist during this segment.
[Experimenter should use tool to index video when these actions occur.]
Pilot should maintain 8500 MSL and 181 degree heading until intercepting the
localizer, then turn to heading of approximately 158 [HW1 and HW3] or 170
degrees [HW2] (depending on wind condition) and maintain course centerline.
[Experimenter should use tool to index video when these actions occur.]
2.4. Pause:
[Experimenter announces.]
This is end leg at I-RNO 15 DME
[Experimenter administers questionnaires, including subjective rating of
perceived display clutter and NASA-TLX.]
3. Segment 2 (I-RNO 15 DME to DICEY [I-RNO 7.7 DME])
3.1. Status:
[Experimenter reads.]
You are now at 15 DME and 8500 ft. MSL. Your HDG is 164. Airspeed and
configuration are as they were at the pause [Question: Do we need to provide a
starting speed for each point, or is it possible to resume at the same speed the pilot
had at the end of the previous segment?] [Request: We would like to set the
starting position after each pause on the ILS course, regardless of the drift due to
the prior crosswind. Once the simulation restarts, we would like the crosswind to
start pushing them again.]
3.2. Clearance:
As soon as simulation resumes:
[ATC to provide clearance.]
“NASA 113, Reno Approach. Approaching DICEY, contact tower.”
[FO responds.]
“Reno Approach, NASA-113, switching to tower.”
[FO tunes Reno tower (118.7)]
“Reno Tower, NASA-113, DICEY inbound on ILS 16R.”
[ATC]
[Trial HW1 and HW3]
“NASA-113, cleared to land. Wind 100 at 17 kts.”
[Trial HW2]
“NASA-113, cleared to land. Wind 230 at 17 kts.”
[FO responds]
“NASA-113, cleared to land.”
3.3. Actions:
Pilot is expected to maintain localizer course and 8500 MSL until glideslope
intercept. At glideslope intercept, pilot is expected to initiate descent to maintain
glideslope.
[Experimenter should use tool to index video when these actions occur.]
If not completed on previous leg, pilot is expected to fully configure aircraft and
complete before landing checklist.
[Experimenter should use tool to index video when these actions occur.]
3.3 Pause:
[Experimenter announces.]
This is end of segment at DICEY (I-RNO 7.7 DME).
[Experimenter administers questionnaires, including subjective rating of
perceived display clutter and NASA-TLX.]
4. Segment 3 (DICEY to landing or missed approach)
4.1. Status:
Experimenter reads: You are now at DICEY, on course and on glideslope at 6400
feet. Your heading is 164 degrees, and airspeed and configuration are the same as
they were at the pause.
4.2. Clearance:
No new clearance on this segment.
4.3. Actions
Pilot is expected to maintain localizer course and glideslope at approach speed.
Aircraft must be in final landing configuration and before landing checklist must
be complete prior to decision height.
[Experimenter should use tool to index video when these actions occur.]
[FO is expected to provide callouts to pilot as requested, per initial approach
briefing.]
If runway is not in sight at decision height, pilot is expected to initiate go-around
and missed approach.
[Trial HW3 - Present weather down to field level.]
[Request: Since the crosswind condition for HW1 and HW3 will be the
same, we would like to require a go-around in HW3.]
Pilot is expected to initiate go-around just below minimum (5515 ft.).
[Continue trial until throttle-up.]
If runway is in sight, pilot is expected to continue to landing.
[Trials HW1 and HW2 – Breakout should occur at minimums.]
Pilot is expected to callout runway in sight and decision to land.
[Experimenter announces.]
This is end of final segment.
[Experimenter administers questionnaires, including subjective rating of
perceived display clutter and NASA-TLX.
Allow subject to take 5 min. break before next trial.]