NASA-CR-3576-1983 Study to determine the IFR operational profile and problems of the general aviation single pilot《测定通用航空单先导仪表飞行规则运行剖面和问题研究》.pdf

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1、NASA Contractor Report 576 NASA-CR-357619830010428 Study To Determine the IFR Operational Profile and Problems of the General Aviation Single Pilot G. s. Weislogel CONTRACT NAS1-15969 FEBRUARY 1983 NISI 111111111111111111111111111111111111111111111 NF02144 Provided by IHSNot for ResaleNo reproductio

2、n or networking permitted without license from IHS-,-,-1IIIimfIlriIII1 3 117601431 6682 NASA Contractor Report 3576 Study To Determine the IFR Operational Profile and Problems of the General Aviation Single Pilot G. s. Weislogel The Ohio State University Columbus, Ohio Prepared for Langley Research

3、Center under Contract NASl-15969 NI5I National Aeronautics and Space Administration Scientific and Technical Information Branch 1983 Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-TABLE OF CONTENTS PAGE INTRODUCTION 1 GENERAL AVIATION IFR SINGLE PIL

4、OT OPERATIONAL PROFILE. 6 PROBLEM IDENTIFICATION 10 RECOMMENDED RESEARCH . . . . . . . . 15 CONCLUDING REMARKS . . . . . . . 19 REFERENCES 20 APPENDIX A. IFR SINGLE PILOT SURVEY QUESTIONNAIRE 21 APPENDIX B. SUMMARY OF IFR SINGLE PILOT SURVEY QUESTIONNAIRE DATA. 25 APPENDIX C. SELECTED DATA ANALYSIS

5、EXAMPLES 48 APPENDIX D. STUDY ADVISORY GROUP. 62 iii Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-STUDY TO DETERMINE THE IFR OPERATIONAL PROFILE AND PROBLEMS OF THE GENERAL AVIATION SINGLE PILOT G.S. Weislogel* INTRODUCTION General aviation, all c

6、ivil flying activity except that performed by the air carriers, is an important component of the nations air transportation system. During 1980, general aviation accounted for 98% of the nations 214,850 civil aircraft and 80% of the 49 million hours flown. General aviation serves all of the nations

7、15,161 airports, the airlines only 714 (5%). (1:) General aviations participation in instrument flight rules (IFR) operations is impressive. Instrument operations at airports with FAA Traffic Control Service included 10.6 million air carrier and 19.6 million general aviation operations in 1980. By 1

8、992 the FAA forecasts 12.8 million air carrier (21% increase) and 30.5 million general aviation (56% increase) instrument operations. The number of instrument rated pilots is expected to increase 48% during the same period. () General aviation (GA) single pilot IFR (SPIFR) operations account for a s

9、ignificant proportion of the total IFR operations. Many SPIFR operations are conducted by highly trained and experienced pilots flying modern, well equipped airplanes. However, it is thought that a larger number of SPIFR operations involve relatively inexperienced single pilots, often having limited

10、 equipment, who are expected to perform at the same level of competency as the professional air carrier crews. Concern has been expressed by aviation agencies and user organizations that the level of competency expected of the future SPIFR pilot will not be attained unless significant improvements i

11、n the design of the aviation system to better accommodate the SPIFR pilot are achieved. Indeed, user organizations have recommended that programs be undertaken to research and find viable solutions to the problems and difficulties encountered by the SPIFR pilot. An analysis of the safety record of t

12、he SPIFR operation provided evidence that he is having some difficulty. As a whole, general aviation is safer now than in the past. The total number of general *Professor of Aviation, The Ohio State University, Columbus, Ohio. 1 Provided by IHSNot for ResaleNo reproduction or networking permitted wi

13、thout license from IHS-,-,-aviation accidents has decreased while the activity has increased. However, the number of accidents involving the SPIFR pilot has consistently increased, which is of concern to the aviation community. The cause of SPIFR accidents is most often assigned to pilot error. A de

14、tailed examination of NTSB accident reports for the period 1964 through 1975 revealed that there were 877 single pilot pilot error accidents, 446 of which occurred during the landing phase, of which 335 were on an IFR flight plan. It was also found that the SPIFR pilot error landing accidents increa

15、sed three times faster than dual pilot error accidents. () As a result, NASA has initiated a SPIFR research program to provide the background research and develop the technology required to improve the safety and utility of the single pilot general aviation aircraft operating under instrument flight

16、 rules. The SPIFR program includes, as one of its elements, a continuing effort at problem identification. This study is part of the problem identification effort. The objectives of the study were to (1) develop a SPIFR operational profile, (2) identify problems experienced by the SPIFR pilot, and (

17、3) identify research tasks which have the potential for eliminating or reducing the severity of the problems. To obtain the information necessary to accomplish these objectives, a mail questionnaire survey of instrument rated pilots was conducted. A copy of the questionnaire, developed by five Ohio

18、State University faculty members in association with NASA Langley Researchers, appears in Appendix A. All five faculty members are experienced in general aviation research and are active instrument rated general aviation pilots. The value of the information provided by the survey respondents lies in

19、 the ability of researchers to use it to gain quantitative insights into the nature of the GA SPIFR pilot and the problems he is experiencing, which point the way to future research, the objective of which is to improve the safety and utility of the GA SPIFR operation. Information supplied by a resp

20、ondent of course reflects his personal perceptions of problems and solutions, resulting from his own background in terms of acquired knowledge, skill, and experience. The “real world“ of GA SPIFR flight is what the respondent perceives it to be. To him, perceived problems are real problems. The solu

21、tions which he has suggested to the problems which he has identified mayor may not be appropr i a te given the state of technology. Having been provided with pilots own perceptions about what problems exist in the GA SPIFR operation, researchers knowledgeable about the state of technology in a speci

22、fic area and the probability of being able to successfully apply it, should be able to recommend reasoned and practical solutions. Detailed survey results are contained in the NASA Contractor Report 165805.(2) A summary of the IFR Single Pilot Survey Questionnaire 2 Provided by IHSNot for ResaleNo r

23、eproduction or networking permitted without license from IHS-,-,-data is presented in Appendix B. The mail questionnaire survey was conducted over the period October 24, 1980, through February 26, 1981, and included an original and two follow-up mailings. The FAA Airmen Directory File dated June 30,

24、 1980, and updated through August 9, 1980, was used to systematically sample instrument rated private and commercial pilots and airline transport pilots (ATP pilots) yielding a proportional representation by geographic location in the sample drawn. The File contains records of each certificated airm

25、an who has been issued a valid airman medical certificate within the twenty-five months preceding the date of the file. A total sample of 4,943 instrument rated pilots was produced, consisting of 750 private pilots, 2,889 commercial pilots, and 1,304 ATP pilots. A ratio of approximately one out of f

26、orty-seven instrument rated pilots were in the sample. The overall response rate of 2211 (47%) is considered very good for a survey of this nature. Anonymity of the respondent was assured. As the quest ionna i res were returned, responses to the open ended questions we re ana lyzed and a cod i ng sc

27、heme developed. In all, some 61,400 items required manual coding. In addition, there were over 1300 descriptive statement categories assigned to the answers to open ended questions. Coding accuracy was determined to be well over 90%. It was determined that some of the 1980 usable returns were from r

28、espondents who were not operating as general aviation SPIFR pilots. An elimination scheme was developed which removed these 361 respondents leaving a general aviation SPIFR data set containing 1619 questionnaires. Data, analyses, recommendations, and conclusions contained in this Final Report and da

29、ta presented in the Statistical Summary are based upon these 1619 questionnaires. All of the 1980 usable questionnaires and the 231 unusable questionnaires are now on file at NASA Langley Research Center. Further, two magnetic data tapes have been prepared, one containing data from the 1980 usable q

30、uestionnaires returned, and the other containing data from the 1619 questionnaires forming the general aviation SPIFR data set. Individuals and organizations interested in obtaining a copy of the data tapes for further analysis are encouraged to do so. Copies of the data tapes may be obtained from t

31、he National Aeronautics and Space Administration, Langley Research Center, Attn: H.P. Bergeron, MS 152E, Hampton, VA, 23665, Telephone (804) 827-3917. The purpose of this final report, based upon the results of the SPIFR survey, is to present the general aviation IFR single pilot operational profile

32、, illustrate selected data analysis examples, identify the problems which he is experiencing, and recommend further research. 3 Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-ADF AMEL ARTCC ASEL ATC ATIS ATf ATX BUS CC COM CORP CR DME EFAS FAA FAR F

33、D FSS GA GS HI HSI IFR ILS IMC 4 ABBREVIATIONS Automatic direction finder Airplane multiengine land Air route traffic control center Airplane single engine land Air traffic control Automatic terminal information service Airline transport pilot Air taxi Business Card column Commercial pilot or commun

34、ications transceiver Corporate Contractor report Distance measuring equipment En route flight advisory service Federal Aviation Administration Federal Aviation Regulation Flight director Flight Service Station General aviation Glide slope High Horizontal situation indicator Instrument flight rules I

35、nstrument landing system Instrument meteorological conditions Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-LOA LOC LOW MAX MEO MEP MIN NASA NAV No. NOS Localizer type directional aid Localizer Low Maximum Medium Multiengine piston Minimum National

36、 Aeronautics and Space Administration Navigation receiver Number National Ocean Survey PATWAS Pilots automatic telephone weather answering service PER PIREP PVT Q. RMI RNAV S SOF SEP SPIFR TBP TWEB VFR VOR Personal Pilot weather report Private pilot Question Radio magnetic indicator Area navigation

37、Sea Simplified directional facility Single engine piston IFR flying by a single pilot Turboprop Transcribed weather broadcast Visual flight rules Very high frequency omnidirectional range station More than or equal to 5 Provided by IHSNot for ResaleNo reproduction or networking permitted without lic

38、ense from IHS-,-,-GENERAL AVIATION IFR SINGLE PILOT OPERATIONAL PROFILE The IFR Single Pilot Survey has produced information from which an operational profile of the general aviation single pilot operating under instrument flight rules could be developed. The profile is based upon an inspection of t

39、he data contained in the report “Statistical Summary: Study to Determine the IFR Operational Profile of the General Aviation Single Pilot,“ using the mode response for discrete choice data and open ended response data, and the median response for continuous data. The determination was made after sub

40、tracting the non-responsive answers. The description of the GA SPIFR pilot and his operational profile, therefore, represents a composite of the data, and although a description of a “typical“ IFR single pilot is the result, the description may not, in fact, represent anyone in particular. The infor

41、mation is presented in the order in which the question appears on the questionnaire. Each numbered description below corresponds to the number of the question as it appears on the questionnaire. 1. He flies a single engine airplane (four places and over), having retractable gear and controllable pro

42、peller, manufactured since 1974 having a cruise speed of 140-149 knots, and an instrument approach speed of 100-109 knots. 2. His airplane is equipped with two communications transceivers, two VOR/LOC receivers, one glide slope receiver, an ADF and a marker beacon receiver, transponder wi th al ti t

43、ude encoder, and a DME receiver. It has an autopilot with roll and heading capability. It is also equipped with pitot heat and a headset boom microphone. 3. In his opinion, not planning ahead is the most common error made by IFR single pilots. 4. The one most serious problem which he has encountered

44、 in his experience as an IFR single pilot has been icing. 5. He handled the icing problem by obtaining an ATC clearance to a different altitude/heading. 6. Unforecast and unanticipated weather was the most frequent unanticipated thing which happened during his last three flights as an IFR single pil

45、ot. 7. Better, more up to date weather information/briefings is the one change in the system which would make his IFR single pilot flight operations easier. 8. Given a single engine airplane with one NAV/COM/LOC, and $7,500, 6 Provided by IHSNot for ResaleNo reproduction or networking permitted with

46、out license from IHS-,-,-he would purchase the following additional equipment: transponder, second 360 or 720 channel transceiver, glideslope receiver, marker beacon receiver, second VOR/LOC receiver, pitot heat, ADF receiver and an altitude encoder. 9. He believes that instrument approach procedure

47、s should be included in his biennial flight review. 10. He has experienced no difficulties instruction, procedures, and techniques. with instrument flight (23% of respondents) 11. In obtaining preflight aviation weather information, he almost always makes a direct call to FSS (75%); often uses TV we

48、ather (35%); seldom visits FSS (49%), seldom uses PATWAS (38%) or TWEB (37%); and never uses the newspaper (43%) or “AM Weather“ (38%). 12. In obtaining inflight aviation weather, he almost always uses ATIS (57%); often uses direct FSS communication (53%), EFAS (45%), or ARTCC (40%); seldom uses TWEB (40%). 13. He believes that ATC demands are a problem during instrument approaches, and that better controller awareness about the nature of the GA SPIFR operation would solve this problem. 14. He believes that inadequate lighting is a cockpit environme