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GO. Rodin, E.Y, S,M Amin, and C. Ruan, "Collision Avoidance and
Low-Observable Navigation in a Dynamic Environment." Mathematical
and Computer Modeling, v. 16. no. 5 (1992).
GP. Roelen, A., et. al., "Systematic Safety Study on the Feasibility of a
Structured Approach Using a Quantified Causal Tree," Nationaal Lucht
- En Ruimtevaartlaboratorium (National Aerospace Laboratory), NLR,
The Netherlands, NLR CR 96206 L, 3/15/96.
1. Topic: Safety assessment methods + a little human factors
GQ. Rome, H. James, "Development the Unified Risk Model for Evaluation of
Current and Future Airspace," Lowell, MA: University of
Massachusetts
1. James Rome, Associate Professor. Department of Electrical
Engineering Phone: 508 934 3309 Fax: (508) 934 3027. email:
romej@woods.uml.edu. EDUCATION....
http://www.uml.edu/Dept/EE/Faculty/JamesRome.html
2. I am familiar with Dr. Rome's work for the FAA. It is principally
directed toward the oceanic (procedural) environment and projects
the benefits of GPS and Automatic Dependent Surveillance. He
makes extravagant claims for those benefits and does not consider
SEPARATION SAFETY MODELING
B-34
all the air traffic environment. The model is mostly
probabilistic but depends upon untested assumptions about
operations.
a. Collision Risk Modeling and aircraft separation analysis for
the FAA.
b. Unified Risk Model
GR. RTCA (Radio Technical Commission for Aeronautics), "Initial Report on
Minimum System Performance Standards for Vertical Separation Above
Standard AT and Above Flight Level 290," RTCA Paper No.
561-84/SC150-72, November 30, 1984. [RTCA, One McPherson Square, 1425
K Street, N.W., Suite 500, Washington, D.C. 20005.]
GS. RTCA, "Action Plan - Free Flight: Dynamic Air Traffic Management,"
Washington: RTCA, August 15, 1996
GT. RTCA, "Final Report of RTCA Task Force 3, Free Flight
Implementation," Washington: Radio Technical Commission for
Aeronautics, Reprinted February 1996
GU. RTCA, "Minimum Aviation System Performance Standards: Required
Navigation Performance for Area Navigation," Washington: RTCA
(SC-181), doc. no. DO-236, Jan. 27, 1997
1. Includes requirements intended to meet ICAO RGCSP [Review of the
General Concepts of Separation Panel] definition of Required
Navigation Performance [RNP]. This document only addresses the
lateral aspects of RNP. Vertical and longitudinal requirements,
including time, will be addressed in the future.
GV. RTCA, "Report of the RTCA Board of Directors' Select Committee on
Free Flight," Washington: RTCA, January 18, 1995. [Available through
RTCA, Incorporated, 1140 Connecticut Avenue, N.W., Suite 1020,
Washington, D.C. 20036, (202) 833-9339.]
GW. RTCA, "Terms of Reference, Air Traffic Services Safety and
Interoperability Requirements," RTCA SC-189/EUROCAE WG 53.
GX. Rudisill, Marianne, "Line Pilots' Attitudes About and Experience With
Flight Deck Automation: Results of an International Survey and
Proposed Guidelines," Proceedings of the Eighth International
Symposium on Aviation Psychology, Columbus, OH, April 1995, pp. 6,
(458KB). [See Langley Technical Report Server.]
APPENDIX B
BIBLIOGRAPHY
B-35
1. Abstract: A survey of line pilots' attitudes about flight deck
automation was conducted by the Royal Air Force Institute of
Aviation Medicine (RAF IAM, Farnborough, UK) under the sponsorship
of the United Kingdom's Civil Aviation Authority and in
cooperation with IATA (the International Air Transport
Association). Survey freehand comments given by pilots operating
13 types of commercial transports across five manufacturers
(Airbus, Boeing, British Aerospace, Lockheed, and
McDonnell-Douglas) and 57 air carriers/organizations were analyzed
by NASA. These data provide a "lessons learned" knowledge base
which may be used for the definition of guidelines for flight deck
automation and its associated crew interface within the High Speed
Research Program. The aircraft chosen for analysis represented a
progression of levels of automation sophistication and complexity,
from "Basic" types (e.g., B727, DC9), through "Transition" types
(e.g., A300, Concorde), to two levels of glass cockpits (e.g.,
Glass 1: e.g., A310; Glass 2: e.g., B747-400). This paper reports
the results of analyses of comments from pilots flying commercial
transport types having the highest level of automation
sophistication (B757/B767, B747-400, and A320). Comments were
decomposed into five categories relating to: (1) general
observations with regard to flight deck automation; comments
　
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