A series of three experiments investigated the effectiveness of stereoscopic and rotational display techniques for the purpose of establishing human factors guidelines for the design of three-dimensional (3D) displays. In the described experiments, depth perception was evaluated by examining accuracy in a 3D path-tracing task, with stimulus displays resembling the structure of cerebral angiograms. The first experiment allowed subjects to control rotation in dynamic displays. The results indicated that performance improved using either technique relative to viewing two-dimensional (2D) displays. However, rotational displays were superior to stereoscopic displays, and performance was best when both techniques were combined. The second experiment compared subject-controlled rotation with observation of continuously rotating displays at different rates of rotation. Performance declined at faster rotation rates; however, there were no advantages of subject-controlled rotation. In the third experiment, performance in rotational displays was no better than that in stereoscopic displays enhanced with multiple static viewing angles. However, performance was always best when both 3D techniques were jointly implemented. The results are discussed in terms of the visual information available using either 3D display technique and are related to the weighted additive model of depth perception.

The present research investigated the effectiveness of rotational and stereoscopic display techniques as applied to practical applications in computer graphics. In the described experiments, depth perception was evaluated by examining accuracy in a 3D path-tracing task, with stimulus displays resembling the structure of cerebral angiograms. In the first experiment, task performance was determined without 3D enhancements, with either technique used alone and with both techniques combined. The results indicated that performance improved using either technique, however, performance with rotational displays was superior to stereoscopic displays, and performance was best when both techniques were combined. The results of a second experiment revealed that rotational displays were no better than stereoscopic displays enhanced with multiple static viewing angles. The experimental findings are discussed in terms of the visual information available using either 3D display technique as well as with respect to the hardware requirements of both display systems. The results are also related to the weighted additive model of depth perception.

This study provides an empirical evaluation of the effects of an enhanced predictive display concept for air traffic control. The predictive display informed the controller of the targeted altitude or heading of aircraft in a transitionary state The information provided simulated that which could be produced by a datalink from the aircraft's flight management system in a future air traffic system operation. The pilots in the simulation operated under self-separation rules and did not request clearances for altered flight plans. Use of the predictive display resulted in improvements in some air traffic control performance and situation awareness measures. Based on the results of the study, we recommend making improvements to the predictive display to better integrate it with the controller's radar display.

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Human factors researchers from the FAA William J. Hughes Technical Center conducted a human-in-the-loop simulation to investigate variable lateral separation standards in the en route air traffic control environment. Twelve Certified Professional Controllers participated in the study. In addition to the typical 5-mile separation standard for the en route environment, we used reduced and increased separation requirements in the study. We simulated reduced separation requirements (i.e., 3 miles) using a Single Sensor Radar Site Adaptation as well as for aircraft with either Automatic Dependent Surveillance-Broadcast or Performance-Based Navigation equipment. We simulated increased separation (i.e., 10 miles) for Unmanned Aircraft Systems. In addition, we simulated variable wake turbulence separation requirements for Airbus 380s and Very Light Jets. We also developed a set of support tools to assist the controllers in using the variable separation procedures. We identified several human factors issues that may affect air traffic controllers when using variable separation standards in the en route environment.