Prioritizing Safety-Critical Information in the National Airspace System: A Four-Phased Human Factors Methodology and Its Future Applications

FAA Office of Aerospace Medicine
Civil Aerospace Medical Institute

Report No: DOT/FAA/AM- 26/07

Title and Subtitle: A Targeted Review of Safety Culture Interventions: Tools and Insights for Aviation Regulators

Report Date: March 2026

Authors: C. S. Sanders

Abstract:
This report describes a methodology for sorting and prioritizing safety-critical aeronautical information, developed in response to a National Transportation Safety Board recommendation. The methodology integrates human factors and risk assessment principles to identify systemic vulnerabilities in information management and to align information delivery with operational, cognitive, and contextual demands. The approach applies the bow-tie risk model to represent human factors constructs as threats that weaken preventive barriers. Information characteristics, including volume, relevance, timeliness, and modality, are modeled as drivers of these threats and are explicitly linked to preventive and mitigative controls. The resulting framework supports operationally realistic filtering, sequencing, and delivery strategies. The methodology is executed in phased activities, including expert knowledge elicitation, scenario-based simulation, and development and validation of a decision support tool. Certified professional controllers and other operational roles complete realistic scenarios varying in complexity, traffic load, and environmental conditions. Data include event-linked performance metrics, post-scenario interviews, and standardized measures of workload, Situation Awareness, and trust. Integrated quantitative and qualitative analyses identify patterns in information use, decision making, and operational outcomes. Outputs include evidence-based recommendations for training, interface design, and policy and procedural improvements to reduce operational risk and support resilient operations. The scope is limited to the contiguous United States, with future research recommended for non-contiguous regions.

Key Words: Safety-critical Information, Contextual Demands, Standardized Measures

No. of Pages: 122

A Targeted Review of Safety Culture Interventions: Tools and Insights for Aviation Regulators

FAA Office of Aerospace Medicine
Civil Aerospace Medical Institute

Report No: DOT/FAA/AM- 26/05

Title and Subtitle: A Targeted Review of Safety Culture Interventions: Tools and Insights for Aviation Regulators

Report Date: February 2026

Authors: Julia Beckel, Casey Yetter, and Kylie K. Worthington

Abstract:
Promoting a positive safety culture is essential to managing safety risks in aviation organizations. However, many safety culture change efforts fail due to a lack of evidence-based strategies. This literature review synthesizes research from safety, psychological, and organizational sciences to identify effective approaches for safety culture improvement. Findings are organized among the 10 dimensions of the Harmonized Safety Culture Model developed by the International Atomic Energy Agency (2020). The Federal Aviation Administration has adopted the IAEA’s model for assessing safety culture within the agency and for overseeing the safety culture of its regulated entities. Following a review of the literature, we offer practical recommendations for implementing safety culture interventions within the aviation industry, as well as limitations and implications for future research.

Key Words: Safety Culture, Safety Climate, Safety Culture Interventions, Change Management, Culture Change

No. of Pages: 38

Pilot Performance, Workload, and Usability Considerations for the Use of a Monocular Head-Worn Display in Lieu of a Head-Up Display During SA CAT I Approach, Landing, and Rollout with an Enhanced Flight Vision System

FAA Office of Aerospace Medicine
Civil Aerospace Medical Institute

Report No: DOT/FAA/AM- AM-26/03

Title and Subtitle: Pilot Performance, Workload, and Usability Considerations for the Use of a Monocular Head-Worn Display in Lieu of a Head-Up Display During SA CAT I Approach, Landing, and Rollout with an Enhanced Flight Vision System

Report Date: January 2026

Authors: David C. Newton (0000-0002-3112-3316), Inchul Choi (0000-0002-2048-7026), Hanna Forbat, Rebecca DiDomenica (0009-0009-4726-578X), Farzaneh Shahini (0000-0002-1514-5312), Theodore C. Mofle (0000-0003-2217-9083), and Ryan Weaver

Abstract:
When flying a Special Authorization Category I (SA CAT I) instrument landing system (ILS) approach, pilots may use a Head-Up Display (HUD), which presents flight symbology on a transparent screen so that the pilot can view primary flight information while looking out the window, along the flightpath. Pilots can also use an Enhanced Flight Vision System (EFVS) on a HUD during this operation, which provides a real-time sensor image of the forward view to enhance runway awareness when transitioning to visual flight references. The Head-Worn Display (HWD) is an emerging technology in civil aviation that is designed to provide the benefits of a HUD; however, the unique optical and physical characteristics of the HWD may change the existing levels of pilot performance and workload during SA CAT I operations flown with a HUD. When flying with a monocular HWD, binocular rivalry occurs, which may impact pilot performance and workload. This raises questions about whether pilot performance and workload are significantly impacted during manual SA CAT I flight operations, in which the pilot flying (PF) uses a monocular HWD with and without an EFVS. To address this concern, a study was carried out in which 11 pilot crews, made up of 22 Airline Transport Pilot (ATP) Captains, flew manual SA CAT I approach, landing, and rollout scenarios in a Boeing 737 Level D-equivalent flight simulator with a HUD and monocular HWD, with and without an EFVS, and in day and night ambient lighting conditions. Simulator motion was disabled to prevent interference with the HWD head tracking system. The PF rated their workload during each scenario using the National Aeronautics and Space Administration Task Load Index (NASA-TLX). The findings of the study suggest that a monocular HWD may not have a significant negative impact on a pilot’s ability to manage most aspects of the flightpath during an SA CAT I operation; however, the monocular HWD elevated pilot workload. The monocular HWD also caused increased glideslope deviation during the instrument segment and increased deviation from the runway centerline during rollout. However, these increases were small and may not translate to operational significance. Pilots reported that the EFVS enhanced their awareness of the runway environment when transitioning from instrument to visual flight references; however, because there was not an EFVS kill switch for the PF, it was reported to interfere with natural vision when transitioning to flare, landing, and rollout, regardless of when implemented on a HUD and monocular HWD. Ultimately, this research contributes to the understanding of how SA CAT I operations that are flown with and without an EFVS may be impacted when pilots fly with a monocular HWD in lieu of a HUD.

Key Words: Advanced vision systems, all-weather operations, enhanced vision system, enhanced flight vision system, equivalent visual operations, extended reality, head-mounted display, head-up display, head-worn display, low-visibility operations, pilot performance, pilot workload

No. of Pages: 109

Use of a Monocular and Binocular Head-Worn Display in Lieu of a Head-Up Display During Approach, Landing, and Rollout: Human Factors Evaluation of Pilot Performance and Workload

FAA Office of Aerospace Medicine
Civil Aerospace Medical Institute

Report No: DOT/FAA/AM-26/02

Title and Subtitle: Use of a Monocular and Binocular Head-Worn Display in Lieu of a Head-Up Display During Approach, Landing, and Rollout: Human Factors Evaluation of Pilot Performance and Workload

Report Date: January 2026

Authors: David C. Newton (0000-0002-3112-3316), Eric T. Greenlee (0000-0001-9433-6434), Theodore C. Mofle (0000-0003-2217-9083), Farzaneh Shahini (0000-0002-1514-5312), Rebecca DiDomenica (0009-0009-4726-578X), Inchul Choi (0000-0002-2048-7026), and Ryan Weaver

Abstract:
The approach, landing, and rollout is a complex, critical operation for pilots of fixed-wing aircraft, particularly when flight visibility is limited by weather. To enhance the safety of this operation, aircraft can be equipped with a Head-Up Display (HUD), which presents flight symbology on a transparent screen at a focal distance of optical infinity so that the pilot can view primary flight information while maintaining visual contact with the runway. The Head-Worn Display (HWD) is an emerging technology that is designed to provide the benefits of a HUD. However, it may incorporate optical differences that impact pilots’ performance and workload. HWDs can be binocular (i.e., displaying symbology to both eyes) or monocular (i.e., displaying symbology to a single eye). When flying with a monocular HWD, binocular rivalry may impact the pilot’s ability to use the symbology and impose greater demands on the pilot’s attention. This raises questions about whether using a monocular HWD impacts pilots’ flying performance, elevates workload, and increases the risk of attentional tunneling. Pilot performance and workload may also be impacted by the physical and optical differences of the HWD relative to those of the HUD. To address these concerns, a study was carried out in which 24 pilot crews, each consisting of two Airline Transport Pilot (ATP) Captains, flew approach and landing scenarios with varying visibility levels, some of which included non-normal events, in a Boeing 737 Level D-equivalent flight simulator while using flight symbology presented on a HUD, binocular HWD, and monocular HWD. Simulator motion was disabled in the study to prevent interference with the HWD head tracking system. Quantitative measures of pilot flying performance were implemented to evaluate the effects of each display type on flightpath and energy management, landing and rollout performance, and response to non-normal events. Pilots rated their workload during each scenario using the National Aeronautics and Space Administration Task Load Index (NASA-TLX). The findings of this study suggest that a monocular HWD may not have a substantial impact on a pilot’s ability to manage the flightpath and energy state during approach, landing, and rollout operations. However, pilots experienced a higher workload when flying with the monocular HWD than with the binocular HWD and HUD. There were impacts on landing performance and runway incursion detection attributable to the optical characteristics of the HWD relative to those of the HUD, as well as the monocular versus binocular configuration of the HWD. Ultimately, this research contributes to the understanding of how visual attention is impacted by monocular viewing and provides operational takeaways for the use of an HWD in lieu of a HUD during low-visibility flight operations.

Key Words: Advanced vision systems, binocular rivalry, extended reality, flight technical error, head-mounted display, head-up display, head-worn display, low-visibility operations, pilot performance, pilot response time, pilot workload, runway incursions

No. of Pages: 106

Low Flow / Optimized Flow Oxygen Systems for Passengers

FAA Office of Aerospace Medicine 
Civil Aerospace Medical Institute

Report No: DOT/FAA/AM-25/52

Title and Subtitle: Low Flow / Optimized Flow Oxygen Systems for Passengers – (OFOS) - A Physiologic Inquiry into Emergency Supplemental Oxygen Supply Needs and Procedures

Report Date: 9/1/2025

Authors: Dr. James E. Campbell (ORCID 0000-0002-4062-4710) Dr. Susan M. Jay (ORCID 0000-0002-1331-0396)

Abstract: The OFOS study evaluated SpO2 values and oxygen flow rates via FAA-approved phase-dilution passenger oxygen masks at simulated cabin altitudes between 12K’ and 45K’. Results favor establishment of performance-based, physiological criteria (e.g., range of SpO2 values) that can be used as a minimum performance standard for the minimum mass flow of supplemental oxygen to a passenger mask for adequate hypoxia protection. OFOS data demonstrate significantly higher stable human blood oxygenation levels are maintained through use of a phase-dilution passenger oxygen mask than is required by 14 CFR 25.1443(c)(2) regulation, and a brief transit as a passenger to 45k’ while breathing oxygen from a PAX mask is tolerable (SpO2 does not fall below 14 CFR 25.1443 (c)(2) regulation guidelines). OFOS data support, 1) 14 CFR 25.1443(c)(2) regulation modification in favor of SpO2 focus, 2)use of less oxygen as a result of SpO2 focused findings, 3) fuel/cost-savings, 4) less CO2 emissions, and 5) evidence that passengers are adequately protected under circumstances of a gradual decompression to 45K’ pressure-altitude if exposed for less than 1 minute (validation of FAA Memorandum ANM-03-112-16 (24 MAR 2006)). As a result of this evidence, if more aircraft are type-certified for 45K’ flight, then overall safety will improve as a result of decongested NAS national airspace.

Key Words: Passenger Oxygen Mask Continuous Flow Pressure Altitude Hypobaric Chamber Tracheal Partial Pressure 8025A Ernsting 25.841 25.1443 TSO C64a Decompression TPP Blood Saturation SpO2 45000 45k hematocrit hemoglobin physiology AS5722 human PAX

No. of Pages: 75

Operational and Human Factors Considerations for Synthetic Vision Systems and Head-worn Displays: Results from a Literature Review and Survey

FAA Office of Aerospace Medicine 
Civil Aerospace Medical Institute

Report No: DOT/FAA/AM-26/01

Title and Subtitle: Operational and Human Factors Considerations for Synthetic Vision Systems and Head-worn Displays: Results from a Literature Review and Survey.

Report Date: January 2026

Authors: Kelene A. Fercho, Bryan L. Watson, Dennis B. Beringer, Theodore C.Mofle, Matthew Scheinblum-Brewer

Abstract: This research addressed operational considerations from a human factors perspective for the use of synthetic vision systems (SVSs) implemented on a head-worn display (HWD). Given the increasing use and development of SVSs and aviation HWDs, Federal Aviation Administration stakeholders requested information to identify gaps in knowledge to inform future research requirements, and to identify criteria not presently contained in applicable regulations for pilot training and for evaluating equipment functionality, intuitiveness, and potential hazards. This paper includes an overview of commercially available combined vision systems, enhanced vision systems, and SVSs implemented on an HWD; an overview of published scientific literature on SVSs implemented on an HWD; and results from a survey of 70individuals who reported moderate or greater familiarity with SVSs or HWDs. The purpose of the survey was to solicit expert opinion on industry interest, and on human factors and operational considerations of SVSs implemented on an HWD. Example training topics for the use of SVSs implemented on an HWD are included in the Appendix.

Key Words: Combined Vision System, Enhanced Vision System, Head-mounted Display, External Vision System, Head-worn Display, Human Factors, Literature Review, Pilot Training, Questionnaire, Survey Research, Synthetic Vision System, Synthetic Vision Guidance System.

No. of Pages: 136

Aerospace Medicine Technical Reports

Development of the FAA Air Traffic Controller Academy Graduate Competency Model

FAA Office of Aerospace Medicine 
Civil Aerospace Medical Institute

Report No: DOT/FAA/AM-25/55

Title and Subtitle: Development of the FAA Air Traffic Controller Academy Graduate Competency Model

Report Date: June 2025

Authors: L. Cole, E. A. L. LaRose, A. Shiomichi, E. Lentz, J.D. Barrett, C. Sanders

Abstract:
Air Traffic Controller (ATC) training provides new and previous-experience hires the opportunity to learn and practice various knowledge, skills, and abilities (KSAs) required to control air traffic successfully. However, there is a lack of understanding of the minimum competencies and proficiencies new hires possess when they arrive at a field facility, which could influence the field training experience and potentially affect certification rates at the first facility. To address this gap, a competency model was developed for Tower and En Route training options at the FAA Academy. The Federal Aviation Administration (FAA) Civil Aerospace Medical Institute (CAMI) conducted research directed by the National Airspace System (NAS) Human Factors Research Division, NAS Human Factors Safety Laboratory, AAM-520, to develop a competency model for the expectations for performance of trainees upon successful completion of the Academy training. In support of this effort, CAMI contracted the services of PDRI by Pearson. The contractor team applied rigorous job analysis methods to develop and validate the competency model. As such, three primary steps were taken: developing a framework and draft competencies and reviewing them with instructors and evaluators, developing and administering a job analysis survey to validate the competencies, and revising the competency model based on the results of the survey. This report provides details on the steps taken to develop the model and present the final model for use within and outside of the FAA.

Key Words: Air Traffic Control, Training, Competency Model

No. of Pages: 57

2024 Aerospace Medical Certification Statistical Handbook

FAA Office of Aerospace Medicine 
Civil Aerospace Medical Institute 

Report No: DOT/FAA/AM-25/58

Title and Subtitle: 2024 Aerospace Medical Certification Statistical Handbook

Report Date: October 2025

Authors: Skaggs VJ, Norris AI

Abstract: Introduction: The biennial Aerospace Medical Certification Statistical...

Exploring the Relationship between Operational Errors and Color Vision Deficiency

FAA Office of Aerospace Medicine 
Civil Aerospace Medical Institute

Report No: DOT/FAA/AM-25/17

Title and Subtitle: Exploring the Relationship between Operational Errors and Color Vision Deficiency

Report Date: April 2025

Authors: Crutchfield, Jerry

Abstract:
We analyzed Operational Error (OE) data and data from the Office of Aerospace Medicine that identified 87 Color Vision Deficient (CVD) Air Traffic Control Specialists (ATCSs) to explore the relationship of color vision deficiency with the occurrence of OEs. Our first analysis searched 70 OE narratives, recorded across 12 years, for OEs where CVD ATCSs were involved. We found no reports that identified color vision or the inability to distinguish colors as a possible contributor to a loss of separation. Next, we attempted to determine if CVD ATCSs were involved in a similar number of OEs as their Color Vision Normal (CN) co-workers. We compared number of OEs occurring from 1995 to 2006 for 87 ATCSs identified as CVD with two sets of matched pairs of CN ATCSs to determine if CVD ATCSs were at a greater risk of being involved in an OE as compared to CN ATCS. We matched CVD ATCSs with CN ATCSs who had the same number of years of experience, worked in the same type of facilities, and were approximately the same age. The comparison of the number of OEs between the three groups was inconclusive due to the small effect size associated with the occurrence of OEs and the resulting lack of statistical power. However, a significant difference was found between the number of OEs in which CVD ATCSs were implicated during the time period from 2001 to 2006 as compared with the time period from 1995 to 2000. The number of OEs in which CVD ATCSs were involved went up after the introduction of ATC display systems in the year 2000 that made more use of color.

Key Words: Color Vision Deficient Air Traffic Control Specialists, Operational Error, Color Vision Normal Air Traffic Control Specialists

No. of Pages: 26