Attachment 1 SOW -Consolidated subject contract 12.11.2023.pdf

Federal Aviation Administration

Civil Aerospace Medical Institute (CAMI)

Human Factors Division

AAM-500

CONSOLIDATED SUBJECT RECRUITMENT AND PAYMENT

CONTRACT

(Air Traffic Controllers, Pilot & Non-Pilot Participants/Subjects)

STATEMENT OF WORK

October 27, 2023

TABLE OF CONTENTS

1 INTRODUCTION and OVERVIEW

BACKGROUND

2 SCOPE OF WORK

3 REQUIREMENTS

3.1 TASK LIST

4 CONTRACTOR SUPPORT SERVICES

Program Management Plan

Reporting Requirements

4.3 CONFIDENTIALITY of study participants

4.4 Sensitive Unclassified Information (SUI)

4.5 Required qualifications and experience

5 CONTRACT SUPPORT OVER AND ABOVE

6 FAA GENERAL REQUIREMENTS

Government participation place of performance

TRAVEL

contract deliverables inspection/acceptance

Documentation

7 GENERAL GUIDANCE

Government Task Orders

Work Sites and Hours of Work

EMPLOYEE IDENTIFICATION

GENERAL CONDUCT

PROGRESS/COMPLIANCE

general definitions acronyms

1 INTRODUCTION AND OVERVIEW

The purpose of this contract is to provide a Consolidated Program and Participant/Subject Support Contract. This contract support will ensure the timely recruitment of qualified participants to meet relevant research requirements and proper processes for paying all Human Factor Research Participants/Subjects in a timely and effective manner. Participants/Subjects remain an important and vital asset to support ongoing human factors research related to pilots, air traffic controllers, and aviation safety within the National Air Space (NAS).

BACKGROUND

The Civil Aerospace Medical Institute (CAMI) is the medical certification, education, research, and occupational medicine wing of the Office of Aerospace Medicine (AAM) under the auspices of the Federal Aviation Administration (FAA’s) Office of Aviation Safety (AVS). The mission of the Aerospace Human Factors Research Division is to promote civil aerospace safety through excellence in aerospace human factors (HF) research. The Division conducts research that focuses on improving human performance, efficiency, and safety.

The Aerospace Human Factors Research Division consists of two laboratories, the Flight Deck Human Factors Research Laboratory, and the National Air Space (NAS) Human Factors Safety Research Laboratory. The Flight Deck Human Factors Research Laboratory conducts applied human factors research on causal factors associated with aviation accidents and issues involving the design, operation, and maintenance of flight deck equipment in the National Aerospace System (NAS). Research includes assessing advanced technologies, measuring flight performance and risk, evaluating pilot/controller information transfer, determining the effects of stressors on human performance, identifying human factors involved in accidents and incidents, and quantifying the effects of advanced displays, procedures, and task design on pilot performance.

The NAS Human Factors Safety Research Laboratory conducts an integrated program of research on the relationship of factors concerning individuals, work groups, and organizations as employees perform their jobs. Research is focused on improved person-job fit through training and changes to technology. Employees in this laboratory may conduct job analyses, develop or evaluate human factors assessment methods such as tests and questionnaires, and develop individual and group job performance metrics. Research is also performed on the impacts of advanced technologies on Air Traffic Control Specialist (ATCS) performance, information transfer and human/machine design by utilizing real-time Air Traffic Control (ATC) simulation capabilities to investigate human factors operations concepts. An essential method in evaluating a proposed change within the NAS is the use of Human-in-the-Loop (HITL) simulations requiring research subject/participants.

2 SCOPE OF WORK

The FAA CAMI (AAM-500) Human Factors Research Division has a requirement for program management to include recruitment, scheduling, and establishing compensation programs for participants. This includes but is not limited to supporting ongoing research within the Human Factor Research Division for a variety of studies currently scheduled or planned across the 5 years. The contractor must provide qualified participants; coordinate the subject participation with

Government personnel and process compensation for all contract subject requirements. All travel must be approved by the COR before travel arrangements are made.

The work to be performed under this contract will be funded and executed via individual Task Orders as outlined in Paragraph 7.1 of this SOW.

3 REQUIREMENTS

3.1 TASK LIST

A. The Contractor must initiate and attend a kick-off meeting with the FAA CAMI personnel within one (1) week from Contract award.

B. When participants are required, the Contracting Officer (CO)/designated Contracting Officer

Representative (COR) must notify the contractor of the need as specified by the CAMI Principal Investigator (PI). These specifications must describe the type of participants needed, a detailed description of the research study, number of individuals per day and the testing schedule. Each participant will work up to the specified number of hours scheduled for the testing date. Participant’s qualifications will be verified by CAMI personnel using methods approved by the PI.

C. The Contractor provided participants must meet all criteria for each specific study scheduled.

D. The contractor must provide an online system that allows all participants to register and be accepted into the contractor provided payroll system in order to be paid for their time. The contractor must allow AAM-500 personnel to review the online system prior to implementation in order to approve.

E. FAA CAMI personnel will determine the hourly rate based on participant type, hours required, and the subject project. Hourly rates will take into account industry and government standards.

F. If participants are required to travel by air to the specified project site, the contractor will be responsible for assisting participants with coordinating all aspects of travel.

G. The contractor must obtain workers’ compensation insurance for each participant and the contractor must be solely responsible for reporting each participant’s income to the Internal Revenue Service and fully complying with all relevant state and federal tax laws. In the event that a participant is injured while performing as a research subject, the contractor must be responsible for the cost of required medical care, and any other associated costs such as lost income during convalescence.

H. When participants appear, they will be screened for suitability by the CAMI staff, and CAMI has the right to reject any participant from testing for any reason.

I. All test participants must be required to truthfully answer questions posed by CAMI personnel concerning relevant requirements to confirm eligibility and must allow the CAMI research staff to obtain relevant demographic information.

J. Test participants will be advised in the informed consent of all known risks associated with the experimental protocol. Test participants will be required to sign acknowledgement of informed consent to participate in the experiment. They may revoke that consent at any time and withdraw from the experiment without prejudice, and they will be paid for their time worked.

K. Each participant must have Government Photo Identification.

L. Participants must appear promptly (not more than 15 minutes late) at the designated time and the designated location.

M. All participants may withdraw from testing at any time without prejudice and will be paid for their time worked.

N. If CAMI is unable to perform testing at the specified time, the following procedures must apply:

a. If at least 2 business days in advance of the scheduled testing date either the contracting officer or the PI notifies the contractor of CAMI’s inability to perform the testing on the day specified, the contractor must be responsible for notifying the test participants.

b. If the 2-business day notice has been given, the government must not be responsible for payment for the time of any participant who appears at CAMI when CAMI is unable to perform testing.

c. In the event that a scheduled day of testing is canceled by CAMI, with or without a 2-day notice, the contractor may charge a reasonable fee for the cost of contacting the individuals who were scheduled to appear.

d. If CAMI must cancel testing with less than 2 business days’ notice, the contractor must take all reasonable steps to notify as many of the test participants as possible of the cancellation.

e. When less than 2 business days’ notice has been afforded, the government must be responsible for the cost of the 2-hour minimum time and their designated travel fee of each participant who appears at CAMI at the specified time.

f. If CAMI permanently cancels a research study, the government will reimburse the contractor for all reasonable administrative and participant recruitment costs (such as advertisement fees) that have been incurred up to the time of cancellation.

O. All participants may withdraw from testing at any time without prejudice and will be paid for their time worked.

P. Participants must appear promptly (not more than 15 minutes late) at the designated time and the designated location.

3.1.1 TYPES OF PARTICIPANT GROUPS

A. FAR Part 91 Non-Instrument Rated Private Pilots B. FAR Part 91 Instrument Rated Private Pilots C. FAR Part 91 Non-Instrument Rated General Aviation Commercial Pilots D. FAR Part 91 Instrument Rated General Aviation Commercial Pilots E. FAR Part 107 Unmanned Aircraft Pilot/Operator F. Aircraft Maintenance Technicians G. Air Traffic Control Subject Matter Experts H. Technical Operations Subject Matter Experts I. Retired Air Traffic Controllers J. FAR Part 135 Commercial Pilot - Captains K. FAR Part 135 Commercial Pilot - First Officers L. FAR Part 121 Commercial Airline Captains M. FAR Part 121Commercial Airline First Officers N. Rotorcraft Pilots O. Rotorcraft Air Ambulance Pilots/Subject Matter Experts P. 20-25yrs – Good visual acuity and no vision impairing diseases Q. 26-39yrs - Good visual acuity and no vision impairing diseases R. 40-45yrs - Good visual acuity and no vision impairing diseases S. 60-65yrs - Good visual acuity and no vision impairing diseases

3.1.2 PERIOD OF PERFORMANCE.

The Contract is anticipated to cover a five-year period, base 12-month year with four 12-month options.

4 CONTRACTOR SUPPORT SERVICES

PROGRAM MANAGEMENT PLAN

A. The contractor must efficiently and effectively manage the performance under this contract to ensure all the necessary technical, business, and administrative planning, organizing, managing, coordinating, and tracking (e.g., cost, schedule, deliverables), performance management, risk management, component procurement management, resource management, data management, and subcontract management required are undertaken to ensure that the requirements of this PWS are successfully met.

B. The contractor must provide a quality assurance system to ensure the Government receives quality services as specified in the contract.

C. The program manager must be the primary point of contact for work to be performed under the resultant contract.

D. The program manager must keep the Human Factors Research Team informed of any potential problems and make recommendations for solutions.

E. The contractor must ensure that assignments are completed in a thorough and timely manner and prepare written documentation of accomplishments. FAA requirements in performing this contract demand the contractor's technical, analytical, and administrative support at a level of expertise, experience, and demonstrated performance to ensure that the highest level of support is afforded.

F. The contractor must provide sufficient personnel both in number and qualification to perform the work described herein.

G. The contractor must provide sufficient oversight and supervision of the contract to ensure that all employees are functioning within their designated labor categories and at acceptable levels of performance and are performing their designated assignments in a timely manner with all reporting requirements honored.

REPORTING REQUIREMENTS

A. The contractor must provide a monthly status report to the CO and COR in letter format. The report must describe the work accomplished during the reporting period, discuss problems encountered and corrective action taken, pending issues and work planned for the next period. In particular, the report must address the extent to which any problems or circumstances will cause conflicts with the FAA’s Human Factors Research program schedules.

B. The contractor must provide a monthly detailed breakdown of funds expended during the reporting period, including a breakdown of labor hours utilized by the contractor and any subcontractor, associated labor costs, material costs, and other direct costs incurred.

C. The contractor must deliver each monthly report no later than the tenth calendar day of the month following the reporting period.

D. The contractor must deliver quarterly reports that consolidate and summarize the most current schedules, cost, delivery, and research study information available from the various research activities performed by the Human Factors Research Team.

4.3 CONFIDENTIALITY OF STUDY PARTICIPANTS

All test participants’ information is considered confidential. Participant information must be protected and must not be disseminated outside of the immediate FAA team.

4.4 SENSITIVE UNCLASSIFIED INFORMATION (SUI)

A. The Contractor will handle SUI in accordance with FAA Order 1370.121A: FAA Information

Security and Privacy Program & Policy and the Privacy Act.

B. The Contractor will have established procedures for securing materials and data (re: NIST Special Publication 800-171, Protecting Controlled Unclassified information in non-federal information systems and organization) upon contract award that will include:

1. Procedures for reviewing all documents for SUI to include Personally Identifiable

Information (PII)

2. Procedures for safeguarding "Confidential" and "Sensitive" materials

3. Procedures for assurance that all documents are secured at all times and are never left unattended including safeguard measures for Protected Health Information (PHI)/Health Insurance Portability and Accountability (HIPAA) data.

4. Procedures to prevent discussion outside of information contained on any medical or other document containing personally identifiable information (PII)

5. Procedures to prevent addresses or information from being disseminated to anyone regarding a specific individual, e.g., celebrities or dignitaries

4.5 REQUIRED QUALIFICATIONS AND EXPERIENCE

The contractor must have experience with providing and recruiting research test participants as indicated in section 1.2.3 of this SOW.

5 PROGRAM MANAGEMENT SUPPORT OVER AND ABOVE

The research study may necessitate additional support services deemed necessary to the Aerospace Human Factor Research Division. The Contracting Officer will request a proposal from the Contractor as the necessity for additional support is required (i.e. Technical Writer, General Clerk, Subject Matter Experts (SME), Simulation Specialist, Configuration Management Specialist, Computer Graphics Specialist, or other). These changes shall be incorporated into the Contract through bilateral modification.

6 FAA GENERAL REQUIREMENTS

GOVERNMENT PARTICIPATION

The FAA CAMI AAM-500 personnel will coordinate closely with the contractor to identify, contact, and schedule research participants participating in the studies.

The AAM-500 personnel will coordinate with the contractor for a scheduled experiment as far in advance as possible for a given study. Coordination will include anticipated number of research participants, type of participants, and the estimated total requirements for each research session, which will be executed via individual Task Orders in accordance with Paragraph 7.1. At the conclusion of the research session, the FAA will provide the contractor with a verified electronic record of participation from which to pay the research subject(s).

PLACE OF PERFORMANCE

The Contractor will provide participants at various locations as required to meet the parameters for each study as identified by the Contracting Officer Representative (COR) or Contracting Officer (CO) and will submit to the COR a list of participants by name not later than five (5) business day prior to the scheduled test. Locations will be identified and coordinated between the Contractor and the COR. Some research studies may be conducted virtually. Each subject must have Government Photo Identification.

TRAVEL

Travel may be required for participants as determined on a task-by-task basis and as dictated by the COR for purposes of meeting the tasks stipulated in the SOW.

All travel must have prior authorization of the COR or Contracting Officer. All travel must be accomplished in accordance with Contract Travel Clause(s) and in accordance with Federal Travel Regulations (FTR).

CONTRACT DELIVERABLES

A. The Contractor will submit to the Contracting Officer Representative (COR) a list of participants by name not later than five (5) business days prior to the scheduled test.

B. The Contactor will provide the services in accordance with the Statement and Schedule outlined herein.

C. The Contractor must invoice separately with and provide an attached list of subjects and hours related to each study monthly.

D. The contractor must provide a monthly statement by the 10th of the month, a consolidated listing of the current funding, all ongoing studies with dollars expended, subjects run, and percentage of funds expended. This statement must be emailed to the COR.

INSPECTION/ACCEPTANCE

The Contractor may invoice to the COR/Delphi Invoicing at the conclusion of each session. All test participants will be evaluated for acceptance with individual project requirements.

DOCUMENTATION

6.6.1 GENERAL REQUIREMENTS

The contractor must coordinate with the FAA’s Human Factors Research Team on all reports, letters, memoranda, project documentation, meeting minutes, monthly reports, telephone conversation reports, trip reports, and other written material. All documents must be coordinated through the COR or designee prior to distribution or public release.

6.6.2 DOCUMENT REVIEW

The contractor must provide support to the FAA in the writing and/or review of FAA program documentation. All documents prepared by the contractor must be on behalf of the FAA and the contractor may not independently publish or distribute any document without prior written permission from the FAA. The contractor must review and provide written comments on the technical accuracy and completeness of each document. No documents, reports, information, etc., may be released to the public or provided to any party other than the FAA or designated FAA contractors without Government screening for personally identifiable information, security sensitive information, and classified information reviewed in accordance with the Acquisition Management System (AMS). Authorization to release information will be in the form of written FAA approval.

7 GENERAL GUIDANCE

GOVERNMENT TASK ORDERS

7.1.1 TASK ORDER MANAGEMENT

The Contractor must provide program management support to perform identified tasks efficiently, accurately, on time, and in compliance with the requirements. The Contractor must participate as a member of a Government-led team when directed by the COR. The Contractor must participate in a Kick-Off meeting between the Federal Aviation Administration (FAA), COR, and Contractor to review SOW requirements and to understand work scope and deliverables. The Contractor must provide meeting minutes following the meeting.

7.1.2 PHASE-IN TRANSITION PLAN AND PERIOD

The first 30 business days from date of Task Order award constitute the Phase-In Period. The Contractor must provide support during this time and submit a Phase-in Plan within 10 business days after Task Order award that describes actions necessary for a successful transition of operational responsibilities to the Contractor.

7.1.3 PHASE-OUT TRANSITION PLAN AND PERIOD

The last 90 calendar days of the Task Order will constitute the Phase-Out Period and the Contractor must submit a Phase-Out Plan for Government approval that addresses the plans and procedures necessary to ensure continuity of operations to the successor. The Contractor must make available all Contractor equipment, material, and services required for the continued performance of the service. The Government reserves the right to assume, by negotiation, the possession of all facilities, equipment, material, and services necessary to provide and maintain operations. The negotiation of the transfer of all property for use by the Government after Task Order completion will take place during the Phase-Out Period.

During the Phase-Out period, personnel of the incoming workforce may observe operations and performance methods of the Contractor. This will allow for orderly turnover of facilities, equipment, and records and will help to ensure continuity of operations. The Contractor must not defer any requirements for the purpose of avoiding responsibility, or transfer such responsibility to the successor before the end of the last performance period. The Contractor must fully cooperate with the successor and the Government during the phase-out period.

7.1.4 PHASE-OUT EXECUTION

The Contractor must provide support to execute phase-out in accordance with the Phase-Out Transition Plan. The Contractor must not disrupt or adversely impact the provision of services and must achieve a smooth and orderly transfer of responsibility to the successor.

Approximately 15 business days prior to the Task Order’s end date, the Contractor must provide the following to the COR:

· All documentation as of the most recent revision;

· Final status report including a projection of activities for the remainder of the Task Order; and

· Participate in a closeout meeting with the FAA (details and research participants determined by the COR).

WORK SITES AND HOURS OF WORK

The Place of Performance will be determined per task order and includes but is not limited to online via Zoom or Teams and in-person meetings at designated FAA locations if and when air travel is safely accessible, based on CDC guidance.

Support facility hours of operations must be maintained and be consistent with Government personnel working Monday through Friday (excluding holidays) unless otherwise specified.

Primary hours of operations are 6:00am to 6:00 pm. All work schedules must be coordinated with the Government Task Order COR. Project requirements may dictate work to be performed at times and days other than those prescribed. The Contractor must be given, if possible, advance notice when circumstances dictate work to be performed at times other than those prescribed.

7.2.1 CONTRACTOR FURNISHED PROPERTY AND SERVICES

Contractor must provide all workspace, equipment, software, office supplies, and related services necessary to perform assigned tasks for work performed at the contractor's facility.

EMPLOYEE IDENTIFICATION

Participants when on FAA facilities must be issued a visitor identification card identifying them as a visitor to the FAA facility. The identification cards must be worn at all times while in and around the facility and any other FAA owned facilities.

GENERAL CONDUCT

While participants are at the Government site, they must comply with all rules and regulations in effect at that site. Participants must comply with rules and regulations governing employee conduct with respect to health and safety, not only as they relate to themselves, but also to other Government employees or agents of the Government. Participants must also exercise proper care of all property at the Government site regardless of whether title to such vests with the Government or not.

PROGRESS/COMPLIANCE

All applicable FAA Orders and FAA Acquisition Management System (AMS) policies, guidelines and processes must be used. The Contractor must research and employ appropriate FAA Orders, where necessary, under the guidance of the Contracting Officer’s Representative (COR). The Contractor must ensure all work is in full compliance with:

FAA standards and guidelines CAMI policies, regulations, directives and procedures FAA AMS guidelines

Websites:

ID badge online application:

https://employees.faa.gov/org/staffoffices/ash/id_badge/ Contractor & Industrial Security Program:

http://www.faa.gov/regulations_policies/orders_notices/index.cfm/go/document.information/docu mentid/15573 Orders and Notices:

http://www.faa.gov/regulations_policies/orders_notices/index.cfm/go/document.list/parentTopicI D/184 Forms:

http://www.faa.gov/library/forms/ Standard Operating Procedures:

https://my.faa.gov/org/staffoffices/ang.html Acquisition Management System:

http://fast.faa.gov/ Civil Aerospace Medical Institute:

https://www.faa.gov/about/office_org/headquarters_offices/avs/offices/aam/cami/

GENERAL DEFINITIONS

• AAM-500 – Aerospace Human Factors Research Division. A sub organization of the Civil Aerospace Medical Institute that is responsible for conducting field and laboratory research involving flight deck operations and the National Aerospace System (NAS).

• Acceptable Quality Level (AQL) - The standard at which service is considered satisfactory as agreed upon by the Contractor and the Government.

• Aircraft Certification- The prescribed safety standards outlined under specific Federal

Aviation Regulations, which must be met before the FAA issues a type certificate for new aircraft, engines or propeller models.

• Aviation Safety (AVS) Quality Management System (QMS)

(https://employees.faa.gov/org/linebusiness/avs/programs/qms/) AVS- is committed to continuously improving the world's safest aerospace system. AVS fulfills this commitment by responding to our stakeholders, supporting the interests of the flying public, valuing the contributions of each employee, and meeting the requirements of the AVS quality management system.

• Civil Aerospace Medical Institute – FAA organization responsible for medical certification, research, education, and occupational health in order to enhance aviation safety.

• Compatible - The quality of handling data and programs devised from one type of https://employees.faa.gov/org/staffoffices/ash/id_badge/ http://www.faa.gov/regulations_policies/orders_notices/index.cfm/go/document.information/documentid/15573 http://www.faa.gov/regulations_policies/orders_notices/index.cfm/go/document.information/documentid/15573 http://www.faa.gov/regulations_policies/orders_notices/index.cfm/go/document.list/parentTopicID/184 http://www.faa.gov/regulations_policies/orders_notices/index.cfm/go/document.list/parentTopicID/184 http://www.faa.gov/library/forms/ https://my.faa.gov/org/staffoffices/ang.html http://fast.faa.gov/ https://www.faa.gov/about/office_org/headquarters_offices/avs/offices/aam/cami/ computer system to another

• Computer Security-The Safeguarding of computing resources against unauthorized use, especially the protection of data from deliberate or accidental damage, unauthorized change, or disclosure of controlled or Privacy Act material.

• Contractor- The term Contractor as used herein refers to both the prime Contractor and any subcontractor. The prime Contractor must provide a single point of contact (an employee of the prime) to coordinate all tasking, schedules, and requirements. The contractor must ensure that his/her subcontracts (if any) comply with the provisions of this contract. The onsite supervisor must be an employee of the Prime contractor.

• Contracting Officer (CO) - One with authority to enter into, administer, and/or terminate contracts and make related determinations.

• Contracting Officer’s Representative (COR) - One who is designated and authorized in writing by the CO to be responsible for surveillance/monitoring of the Contractor's performance.

• Contractor-Owned Property- All property used on this contract that is owned or furnished by the Contractor.

• Government Supplied Equipment- All equipment owned by or leased to the

Government or acquired by the Government under the terms of the contract. Government supplied equipment includes equipment provided by both the Government and the Contract as defined in AMS Guidance T3.10.3.

• Quality Assurance (QA) - Those actions taken by the Government to assure services meet the acceptable quality level established by the contract between the Contractor and Government.

• Quality Control (QC) - Those actions taken by the Contractor to ensure Contractor performance meets the requirements of the contract.

• On-Site Supervisor - refers to the person designated by the Contractor who has authority to act for the Contractor on a day-to-day basis at the work site, and who directly supervises the contractor’s work force. Assigned by the Contractor to manage the services outlined in the SOW.

• Participant – refers to an individual who takes part in a research study designed and implemented by a Principal Investigator (PI).

• Principal Investigator – FAA employee with a PhD who has the responsibility of coordinating, designing, conducting, analyzing and reporting on a research study.

• Sensitive but Unclassified (SBU) Trash- All material that contains PII or an "Official

Use Only" (FOUO) designation. All SBU trash collected from work areas must be designated for shredding.

• Systemic Air Traffic Operations Research Initiative – system designed by CAMI to allow for the re-creation of ATC operational incidents in a format similar to that presented to ATCS’s display.

• Unmanned Aircraft System (UAS) – Aircraft system comprised of an unmanned aircraft, and all the supported equipment, control station, data links, telemetry, communication and navigation equipment required to fly the aircraft.

ACRONYMS

• (3D) Three-dimensional

• (AAM) Office of Aviation Medicine

• (AGARS) Advanced General Aviation Research Simulator

• (AMT) Aviation Maintenance Technicians

• (AoA) Angle of Attack

• (ATC) Air Traffic Control

• (ATCARS) Air Traffic Control Advanced Research Simulator

• (ATCS) Air Traffic Control Specialist

• (AHFRD) Aerospace Human Factors Research Division

• (AMS) Acquisition Management System

• (AQL) Acceptable Quality Level

• (AVS) Office of Aviation Safety

• (CAMI) Civil Aerospace Medical Institute

• (CDRL) Contract Deliverable Requirement List

• (CO) Contracting Officer

• (COR) Contracting Officer’s Representative

• (EMS) Environmental Management System

• (FAA) Federal Aviation Administration

• (FAR) Federal Aviation Regulation

• (FOIA) Freedom of Information Act

• (FOUO) For Official Use Only

• (FY) Fiscal Year

• (ID) Identification

• (IRB) Institutional Review Board

• (ISO) International Organization for Standardization

• (LED) Light-emitting Diode

• (MMAC) Mike Monroney Aeronautical Center

• (NAS) National Air Space

• (NAS) National Aerospace System

• (NextGen) Next Generation Air Transportation System

• (NTSB) National Transportation Safety Board

• (OAM) Office of Aerospace Medicine

• (OE) Operational Error

• (OSHA) Occupational Safety and Health

• (PA) Privacy Act

• (PET) Palette Evaluation Tool

• (PI) Principal Investigator

• (PII) Personally Identifiable Information

• (QA) Quality Assurance

• (QC) Quality Control

• (QASP) Quality Assurance Surveillance Plan

• (QMS) Quality Management System

• (R&D) Research and Development

• (RBDM) Risk-Based Decision Making

• (SATORI) Systemic Air Traffic Operations Research Initiative

• (SBU) Sensitive But Unclassified

• (SME) Subject Matter Expert SOW) Statement of Work

• (UAS) Unmanned Aircraft Systems

• (Wx) Weather

Appendix A: ESTIMATED TYPES OF PARTICIPANTS AND REQUIREMENTS FOR FY23-

24 RESEARCH PROJECTS

Project Name Purpose Participant Type

Maintenance Human Factors to Support Maintenance Safety Culture

Focus Group/Survey Participants Aircraft Maintenance Subject Matter Experts

Maintenance Human Factors for Integration into Safety Management Systems (SMS)

Focus Group Participants Aircraft Maintenance Subject Matter Experts

Air Traffic Control Human- In-The-Loop Experiments

HITL Experiments Air Traffic Control Subject Matter Experts

NextGen Advanced Vision Systems:

Comparison of Synthetic Vision Guidance Systems on HUD and HMD for Part 121 (Phase 3)

At least one manufacturer has already put SVGS on a HUD and other manufacturers are seeking to do the same. Human factors considerations must be determined before data-driven decisions can be made and operational credit awarded for these new technologies that are being pursued for integration in the aircraft and the greater NAS. This research program provides a method of evaluating synthetic vision guidance systems under specific conditions.

Synthetic vision guidance systems are being proposed for civil applications of head-up displays, head-down displays, and head-mounted displays for which applicants also intend to seek operational credit. A solid human-factors basis for approvals is needed.

Data are needed in the areas of alerting, symbology, standardization, color-coding, installation, integration, and operation. Of particular interest in this study are human performance considerations and the viability of the technology for 150 ft. Decision Heights in 1200

ft. and 1400 ft. RVR conditions. The goal is to identify criteria not presently contained in applicable regulations for evaluating the equipment functionality, intuitiveness, and potential hazards.

Commercial Airline Captains and First Officers experienced flying the B737

NextGen Human Factors of HWD for Civil Aviation

Controlled flight into terrain (CFIT) accidents are currently the leading cause of aviation fatalities.

These accidents often occur when pilots fly into instrument meteorological conditions (IMC) while under visual flight rules, lose awareness of the terrain and other surroundings due to degraded natural vision, and crash. Display technologies have been identified that may mitigate some of these conditions by allowing the pilot to see critical information in easily digested formats that supplement the data presently available through head-down displays and allow the pilot to maintain out-the-window visual contact for a greater proportion of the time. The head-worn display

Commercial Airline Captains experienced flying the B737

(HWD) is an example of such a technology. HWDs may aid pilots by superimposing critical flight information onto their natural, out-the-window vision.

However, it is not known whether the characteristics of HWDs that differ from the traditional HUD, such as the near-to-eye combiner and varying optical configurations (i.e., binocular, monocular) impact pilot performance compared to the HUD. This research aims to investigate the potential effects on pilot performance of the variety of HWD optical configurations during different phases of flight and in a variety of visual conditions. Additionally, this research aims to determine if pilot performance when using a HWD differs from pilot performance with a traditional HUD. This research program will review the pertaining literature and identify potential human performance impacts of Head Worn Display (HWD) features and functions that warrant additional investigation and develop a research plan to address those issues. A research study to address gaps in the literature will be designed and conducted, providing Flight Standards with science-based data to base authorizations on.

NextGen Combined Vision Systems

New and emerging flight deck technologies have been changing at a rapid pace requiring frequent updates to regulations, guidance, and policy. Due to rapid growth in vision system technologies and operational concepts, and in order to respond to applications for operational credit using CVS, it is critical that the FAA understands and identifies what requirements are necessary to successfully and safely implement CVS operations in the NAS. This research program will help bound human capabilities and human performance using CVS, assist the FAA with developing operational requirements for CVS operations, and support operational approval activities that ultimately lead to equivalent visual operations.

Commercial Airline Captains experienced flying the B737

Evaluate pilot performance and human factors considerations associated with using HUD and conducting CAT II and CAT III approaches using other than ALSF I or ALSF II approach lighting systems.

Research is needed to evaluate the pilot performance impact, operational impact, and human factors considerations associated with using HUD during CAT II and CAT III approaches to airports with other than ALSF I or ALSF II approach lighting systems.

Commercial Airline Captains and First Officers experienced flying the B737

Synthetic Vision Guidance System (SVGS) Research

- Evaluate pilot performance using less than a

MALSR

approach lighting system

Human factors research is needed to determine if SVGS can safely be used to conduct an SA CAT I and SA CAT II ILS approach using an approach lighting system that has fewer visual aid characteristics than a MALSR approach lighting system. Human factors considerations must be determined before data-driven decisions can be made and operational credit is awarded for the expanded use of existing technologies during low visibility flight operations. The objective of this research activity is to determine if SVGS can safely be used to conduct an SA CAT I and SA CAT II approaches using an approach lighting system that has fewer visual aid characteristics than a MALSR approach lighting system.

Commercial Airline Captains and First Officers experienced flying the B737

Use of HWDs with Flight Information Only and use of HWD with EFVS to Conduct Lower than Standard Approach and Landing Minima Flight Operations

– SA CAT I

(Phase 1 of 2)

Industry is developing and submitting applications (equipment certification, operational credit) for new head-worn displays (HWDs) not covered by existing FAA policy and guidance. These emerging HWD technologies will present primary flight information on head-worn devices using a small display surface positioned over one or both eyes. Additionally, these devices will be used to conduct various types of low visibility approach and landing operations in transport category aircraft. Human factors research is needed to identify the pilot performance, human factors, and operational impacts associated with using a HWD to conduct low visibility operations that are currently approved to be conducted using a head-up display (HUD); specifically SA CAT I/II or CAT II/III flight operations (No vision system; HUD-like guidance and flight information only).

Commercial Airline Captains experienced flying the B737

SVGS for Lower Than Standard Takeoff Minima Operations

The FAA anticipates Original Equipment Manufacturers (OEMs) and operators will seek approval to use a synthetic vision guidance system (SVGS) on a head-up display (HUD) or head-down display (HDD) to potentially increase the number of viable airports for takeoff under low visibility conditions. However, current FAA policy does not permit the use of SVGS for this low visibility concept of operation. Human factors research is needed to evaluate the potential use of SVGS on a HUD or HDD as a possible substitute for certain elements of airport and runway infrastructure as it applies to low visibility takeoffs; such as centerline lights and/or high intensity runway lights. Human-in-the-loop data is needed to evaluate whether pilot performance using SVGS on a HUD or HDD with reduced airport infrastructure is sufficiently comparable to pilot performance obtained using currently required infrastructure for low visibility takeoffs without SVGS as an aid. Current requirements for lower than standard takeoff minima operations are specified in Advisory Circular (AC) 120-118 and in Operations Specification (OpSpec) C078 (Part 121 air carriers) and OpSpec C079 (Part 135 commuter and on demand operations). Research Benefit: Low visibility takeoff operations could be expanded to additional

Commercial Airline Captains experienced flying the B737 runways/airports and increase NAS throughput.

Research will inform an empirical basis for the minimum visual features and visual aids a pilot must see to takeoff at various visibilities. Current requirements for this operation are based on reported experience and expert judgment.

Automatic takeoff conducted by a single pilot using natural vision to monitor the operation, flight deck automation, and aircraft performance (visual conditions and lower than standard minima) (1 of 6)

Research and engineering data will support the human factors needs of FAA personnel who evaluate, approve, and oversee flight deck technologies and procedures for low visibility flight operations.

Research will examine whether single pilot workload and optional dual pilot crew (split location) workload is operationally acceptable during new automatic takeoff and new autoland operations not currently authorized. Results are needed to inform equivalent level of safety decisions for imminent technologies and operational concepts that have outpaced FAA documentation.

Business/Regional Airline Pilots

PIREP Legacy Project

The Mike Monroney Aeronautical Center and the Oklahoma City area’s aviation community are planning to conduct a proof of concept study of the feasibility, utility and usability of a PIREP submission and retrieval concept using VHF radio as the transmission/retrieval medium. The concept will utilize cloud computing and AI machine learning technologies, as well.

General Aviation Pilots (Student Pilots, Private Pilots, Instrument Pilots, Commercial Pilots)

HF

Considerations and Emerging Trends Associated with Helicopter Air Ambulance Operations

Due to a high number of accidents and ongoing safety issues and risks associated with helicopter air ambulance (HAA) operations, the FAA received Congressional direction in the FAA Modernization and Reform Act of 2012, as well as National Transit Safety Board recommendations. In response, the FAA instituted operational controls for HAA operations and established two related final rules: the 2014 "Helicopter Air Ambulance, Commercial Helicopter, and Part 91 Helicopter Operations" (79 FR 9931), and the 2019 "IFR Operations at Locations Without Weather Reporting" (84 FR 35820). Human factors research is needed to ensure that an appropriate level of safety for HAA operations is maintained, that potential new risks are addressed in an appropriate

Helicopter Pilots and timely manner, and that the FAA continues to comply with Congressional direction and fulfil its commitments to Congress.

HF

Considerations and Emerging Trends Associated with Helicopter Air Ambulance Operations

Due to a high number of accidents and ongoing safety issues and risks associated with helicopter air ambulance (HAA) operations, the FAA received Congressional direction in the FAA Modernization and Reform Act of 2012, as well as National Transit Safety Board recommendations. In response, the FAA instituted operational controls for HAA operations and established two related final rules: the 2014 "Helicopter Air Ambulance, Commercial Helicopter, and Part 91 Helicopter Operations" (79 FR 9931), and the 2019 "IFR Operations at Locations Without Weather Reporting" (84 FR 35820). Human factors research is needed to ensure that an appropriate level of safety for HAA operations is maintained, that potential new risks are addressed in an appropriate and timely manner, and that the FAA continues to comply with Congressional direction and fulfil its commitments to Congress.

Helicopter Air Ambulance Subject Matter Experts

Supporting Improvements in Aviation Maintenance (ACSSA-driven research)

Maintenance human factors research is needed to inform evidence-based decisions on aviation maintenance training and operational assumptions.

Research outputs will support better integration of human factors throughout design and certification of aircraft.

Aircraft Maintenance Subject Matter Experts

*NOTE: These Estimates are subject to change based on task load and future research projects.

Future year research may have research projects with similar estimated schedules and hours as included in the above lists.