Design Principles For Usability in The JAS 39 Gripen

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design Principles
usability
in JAS39 Griffin
MARIA Wikforss
Master thesis
Stockholm, Sweden 2008
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design Principles
usability
in JAS39 Griffin
MARIA Wikforss
Thesis in Media Technology 30 credits

the Program for Media
Royal Institute of Technology in 2008
Director at CSC, Ann Lantz
Examiner Nils Enlund
TRITA CSC-E 2008: 121

ISRN KTH / CSC / E - 08/121 - SE
ISSN 1653-5715
Royal Institute of Technology

School of Computing
CSC
100 44 Stockholm
URL www.csc.kth.se
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Design principles for usability in the JAS 39 Gripen
Summary
This thesis has been conducted within the MSc program Media Technology KTH and p4 p4
behalf of the company SAAB Aerosystems in Linkping. The thesis examines the
design principles of usability that can be used to describe parts of presentations4 and
operating systems in fighter aircraft JAS 39 Gripen operator environment, and how a s4dan
Description linking theory to practice can be like.
The purpose of this has been to clarify the design principles of usability available
represented in the cockpit, and which in some cases has been applied implicitly during development
of presentations4 and operating systems. This is with the hope to use
knowledge gained for future development.
We also wanted to gain general knowledge about the strength of r4dande design principles
usefulness and their applicability p4 different types of technical development.
The work of the thesis has basically followed tv4 parallel huvudsp4r. One has huvudsp4ret
consisted of identifying design principles that may be relevant to describe presentations4
and operating examples from JAS 39 Gripen driving environment. An extensive literature study
therefore implemented, where design principles p4 different niv4er collected and structured. The other
huvudsp4ret has consisted of selecting suitable presentations4 and maneuvering examples from
driver environment to describe the use of design principles. To this end, documentation,
visualizations and similar fr4n parts of Saab Aerosystems development studied.
Talks, interviews and a workshop has also h4llits expert engineers who during
l4ng time working on the development of the JAS 39 Gripen presentation and maneuvering.
In addition, the work best4tt of analysis and matching between identified design principles
and selected examples from the driver's environment. It said the workshop served among other purpose
validate this matchnings4 and analysis.
The main conclusion of this study is that it is possible to describe parts of JAS39
Gripen presentation and maneuvering with the help of the following five overarching design principles
usability: 1) The principle of design consistency, 2) the principle of supporting users
mental models, 3) the principle of redundancy, 4) the principle that kh4lla the enkeltk and 5)
principles of color. Furthermore, the conclusion is that for each of these design principles is a
number more specifically formulated subprinciper which partially overlap existing inneh4ll,
meaning and application b4de between and within the broad principles which also
these can be used to further enrich the descriptions.
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Usability Design Principles in JAS 39 Gripen
Abstract
This thesis project was the carried out within the Master of Science Program in Media Technology
at the Royal Institute of Technology, and was assigned by the company SAAB Aerosystems in
Linkoping. The thesis Examines Which usability design principles can be used in order to
describe parts of the display and control systems in the cockpit of the fighter aircraft JAS 39
Gripen. It is overpriced Examines how Such a description Could be donated.
The purpose of the thesis project has been to shed light on the Usability Design Principles That
are represented in the cockpit of the JAS 39 Gripen, and That sometimes havebeen applied implicitly
in the development process. The anticipation was the knowledge Gained That Can Be Used to
Improvement future development. Further more the purpose has been to gain General Knowledge
About the strengths of current usability design principles and Their Applicability on different
Kinds of Technical Development Projects.
The work within this thesis project Followed has two parallel paths. The first path consisted of
Identifying the relevant design principles in order to describe parts of the system for display and
control in the cockpit of the JAS 39 Gripen. To do this an Extensive literature study was Conducted,
In which usability design principles on different levels were accumulated and structured. The
second path consisted of Identifying and Selecting Appropriate display and control design
examples from the cockpit to be described using usability design principles. There Forester studies
of documentation, visualizations, etc. was Conducted. Further More; conversations,
interviews and a workshop was held with expert engineers from Saab Aerosystems, with great
experience of the development of systems for display and control in the cockpit of JAS39
Gripen.
This was Followed by the analytical task of matching the Identified design principles with the
Selected display and control design examples from the cockpit.
The main conclusion of this thesis Is that it is possible to describe parts of the cockpit environment
of the fighter aircraft JAS 39 Gripen with The Following high-level usability design principles: 1)
The principle of consistency in design, 2) the principle of Supporting mental models, 3) the
Principle of redundancy, 4) the principle of keeping it simplek and 5) Principles Concerning
color. Further more the conclusion Is that for each one of These high-level design principles there
are a number of lower level sub4principlesk That Also Can Be Used in Order to Further the ENRICH
description. These sub4principles partly overlap one another Concerning content, meaning and
Applicability bothering within the separate design principles as well as between them.
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Preface
This thesis has been carried out p4 behalf of Saab Aerosystems in Linkping and is the
final part p4 my masters degree in Media p4 KTH.
I would like to thank the people who p4 different ways support and help me in this work. One
Many thanks to my b4da supervisor, Ann Lantz at KTH and Jens Alfredson p4 SAAB
Aerosystems, which existed at hand and given me m4nga good R4d and tips while working g4ng.
I want to especially thank ocks4 Johan and Vibeke p4 SAAB Aerosystems for help with answers p4
countless fr4gor of the various systems and their functions. A big thanks also to the engineers
I f4tt interviewing for my work and who attended my workshop. Thanks to ocks4
Anders Holmberg who told me to seek this thesis.
Maria Wikforss
Stockholm, November 2008
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Content
1 Introduction ................................................. .................................................. ..................... 1

1.1 Background to the project ............................................... .................................................. ... 1
1.2 M4L and purpose ............................................... .................................................. .............. 1
1.3 Fr4gestllningar / problem ............................................... ........................... 2
1.4 Limitations ................................................. .................................................. .......... 2
1.5 Overall tillvgag4ngsstt the TV4 huvudsp4ren ............................................. .... 2
2 Method................................................. .................................................. ................................. 4
2.1 The TV4 huvudsp4ren ............................................... .................................................. .... 4
2.2 Literature search ................................................. .................................................. ...... 6
2.3 Identification and structure design principles ............................................. ......... 6
2.4 Studies of documentation, visualizations and simulations ....................................... 8
2.5 Interviews and conversations ............................................... .................................................. 8 ..
2.6 Workshop ................................................. .................................................. .................. 9
2.7 Reliability and Validity discussion .............................................. .......................... 10
2.8 Quantitative versus qualitative method .............................................. ............................. 11
3 Theory ................................................. .................................................. ................................ 12
3.1 Design Principles Overview ............................................... ..................................... 12
3.2 Central design principles deepening ............................................... ...................... 16
4 JAS39 Griffin presentation and operation ............................................. ................ 27
4.1 Introduction to JAS39 Griffin .............................................. 27 ....................................
4.2 Introduction to the presentation and maneuvering in the driver environment .................................... 27
4.3 Inneh4ll and design of key elements of the presentation and operation .......... 31
5 Results ................................................. .................................................. ........................... 41
5.1 Results of conversations and interviews ............................................. .................................. 41

5.2 Results of the workshop ............................................... .................................................. 42
6 Analysis, selection and matching ............................................. ............................................... 48
7 Matching / Description ............................................... .................................................. .... 50
7.1 Examples p4 principle of design consistency ............................................. ................. 50
7.2 Examples p4 principle of supporting the user's mental models ......................... 54
7.3 Examples p4 principle of redundancy ............................................. 58 ............................
7.4 Examples p4 principle that kh4lla the enkeltk .......................................... .............. 64
7.5 Examples p4 principles of color usage ............................................. .................... 69
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8 Conclusion ................................................. .................................................. 73 ............................

9 Discussion ................................................. .................................................. ....................... 74
9.1 Discussion of the work as a whole ............................................. ................................ 74
9.2 Discussion on the method and results ............................................. ............................. 75
9.3 Proposal p4 continued work .............................................. ............................................. 76
10 Literature ................................................. .................................................. ................... 77
Appendix 1................................................ .................................................. ..................................... 79
Results of the interview / call 1 ............................................ .................................................. ..... 79
Results of the interview / talk 2 ............................................ .................................................. ..... 79
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Introduction
1 Introduction
This section describes the project background, m "l and purpose. It also presented
thesis problem and the limitations that have been made, and a brief
Description of the overall tillvgag "bas c operat ons.
1.1 Background to the project
P4's mnniska4maskininteraktion p4 SAAB Aerosystems has since l4ng time

actively engaged in extensive efforts to develop and p4 ways to optimize presentation
and operation of the JAS 39 Gripen driving environment. The development work has largely been carried out in
help of users and the design of m4ngt and characterized by their needs and
nskem4l and their physiological and psychological conditions. In addition,
design characterized by JAS 39 Gripen's special status as a defense and
international g4ngbart military aircraft jakt4, attack4 and reconnaissance missions. This has
meant p4verkan of all fr4n international and military standards, p4 extreme demands security
and various different customer requirements, economic considerations and s4dant derived fr4n design tradition
in the air, heritage fr4n previous aircraft models, clean technology restrictions and limitations
by subcontractors, design of equipment.
There is no comprehensive documentation of the design decisions p4 different niv4er taken regarding
presentation and operation of the JAS 39 Gripen driving environment, or which of the above factors
which had more or less p4verkan p4 design. Best possible compromise is sometimes
the answer, but what one can say with certainty is that nothing left to chance and 4t
design largely optimized for the user group specific needs.
There are several different forskningsomr4den dealing with how one should take account of human
physiological and psychological conditions in the design of technology and technical systems,
and p4 different account of qualities regarding interaction and usability. Omr4den as Human
Factors Engineering, mnniska4datorinteraktion (MDI or eng. HCl), mnniska4
Machine Interaction (MMI or eng. HMI), ergonomics and mnniska4systeminteraktion (MSI)
conducts example, all research p4 ways to deal with this. These forskningsomr4den
certainly n4got different focus, but in all there are recommendations for design,
design principles, rules and theories formulated for the technology and technical systems should be designed
to be useful, based p4 deep knowledge of human physiological and
psychological conditions and solid experience in design and technological development.
Faced with the continued development of presentation and operation of the JAS 39 Gripen
operator environment one is interested in making an inventory and description of this type of
Design principles of usability, which could be used to describe parts of
driver environment. P4 this way it is hoped to identify and clarify the design principles that are
exemplified there, more or less implicitly applied during l4ng time
development with users. A description s4dan example, could serve as
tools to s4vl new employees as customers, to these faster to be more in touch
driver environment, and / or as a basis for decision-making on technology development.
1.2 Goals and objectives
M4let of this thesis is allts4 to study, identify and describe the design principles
usability that is relevant to describe the presentation and maneuvering in the driver's environment
JAS 39 Gripen, and to link them to concrete examples in the design. This in order to
to use knowledge as a tool in future development, clarify the
design principles that are represented and sometimes implicitly applied in the design of
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Introduction
presentation and operation, as well as to test the strength of r4dande general design principles in a
specific development and P4 this way f4 increased frst4else for which omr4den that can benefit
advantage of the knowledge of these.
1.3 Issues / problem
The overall fr4gestllningen for this thesis is:

What design principles of usability can be extracted from the research traditions that p "
one way or another deals with human interaction with technology and technical systems, and
used to describe the example of "the presentation and operation of JAS39 Gripen's
driver's environment?
The task ing4r also find p4:
What examples of JAS39 Gripen's presentation and operation can be described by
the above type of design principles and how should this description be?
1.4 Limitations
D4 study done as a thesis in omr4det media comprises a demarcation of the

mainly visual and graphical inneh4ll p4 monitors will be addressed when it comes to
design examples from the cockpit. Physical attributes such as buttons, dials and levers, the placement of
instruments and the like are therefore not examined here. The focus is s4ledes more than 4t 4t presentation
operation. Another distinction, against the same background, is that the design of the (educational)
inneh4ll in dialogs, messages, alerts, and the like, therefore, not addressed in n4gon
greater. Furthermore, p4pekas to utg4ngspunkt and center of gravity for the theoretical
work has been n4got more focused p4 omr4den and fr4gestllningar closer
research tradition mnniska4datorinteraktion than omr4den and fr4gestllningar located
detailed research traditions ergonomics and mnniska4maskininteraktion.
A further defining factor is that this study, instead of G4 in the depth P4 p4 single
example, looking p4 several examples more clearly. This is also reflected in the boundaries
how detailed / specific design principles outlined.
It should also p4pekas that this study does anspr4k p4, or intended for, to give a completely
rigorous and complete genomg4ng of design principles fr4n the different forskningsomr4den as
mentioned in the introduction. It is also not meant to p4 exhaustively completely identify and
describe the existing design of the presentation and operation of the JAS 39 Gripen driver environment,
without finding examples of this use for a description.
Another defining factor in this thesis is that the image material presented is
treated to inneh4lla not sensitive information, so the pictures can not be said to provide a completely
complete picture of the systems, however framg4r enough to be fundamental frst4else
overcome. Furthermore, even p4pekas to image the material is not completely strict uniform when it comes to
the version of the JAS 39 Gripen shown. However, this has not been deemed essential
for the principal frst4elsen.
1.5 Overall approach - the two
main tracks
P4 overall niv4, work on this project in principle best4tt TV4 huvudsp4r. The
one huvudsp4ret has consisted of identifying design principles that may be relevant to
describe presentations4 and maneuvering examples from JAS 39 Gripen driver environment and the other
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Introduction
huvudsp4ret has consisted of selecting suitable presentations4 and maneuvering example

describe the use of design principles. Through analytical work to match identified
design principles to selected examples from the driver's environment, however, the TV4 huvudsp4ren melting
Together.
3
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Method
2 Method
This section describes the work of the two "huvudsp" clean ing more "behavior, and the methods
used in these. We also discuss the study's scientific reliability and validity, and
essential aspect related to qualitative versus quantitative methods.
2.1 The two main tracks
The first huvudsp4ret in the thesis, to identify potential design principles, began
with an extensive literature search. This consisted of finding out what p4
forskningsomr4den as p4 ways treat human interaction with technology and technical
system, partly by trying to find s4 much relevant literature as possible in these omr4den.
The TV4 main categories of literature that sought was partly s4dan that addresses general
design principles for interaction and usability for different types of technology and technical systems,
partly s4dan that addresses design principles specifically for aviation. After the literature search continued
first huvudsp4ret with literature that went out to p4 from the selected literature look up
and collect s4 m4nga relevant design principles as possible and structure among these, in
order to later be able to use the structure as a base in the analysis to select the most
relevant design principles to describe parts of the JAS 39 Gripen presentation and
operation.
The second huvudsp4ret, selecting suitable presentations4 and maneuvering example
describe the use of design principles, began to study the documentation and
visualizations fr4n parts of Saab Aerosystems development of the JAS 39 Gripen
operator environment. Work continued on with discussions and interviews with engineers who participated in
development of the system and also consisted in studying the parts of the system and p4 ways
test and work with it in the form of simulations.
The TV4 huvudsp4ren melted together more or less by the subsequent analysis, where
design examples obtained through its own studies, interviews and discussions were structured and
compared with the design principles that have been collected through literature studies. Design examples
could d4 namely primarily for the analysis of the interview material categorized in as example
p4 a f4tal overall design principles. These overarching design principles became frem4l for
depth literature studies and categorization along them validated by a workshop
with design principles utg4ngspunkt organized. The next step was to describe
the matches between design examples and design principles that have emerged. Figure 1 below
shows a schematic representation of the work process.
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Method
HUVUDSP R 1 R 2 HUVUDSP
identify relevant designprincier identify appropriate design examples
BOOK SEARCH DOCUMENTATION, visualization

AND OTHER MATERIALS
LITERATURE STUDIES INTERVIEWS WITH ENGINEERS
DESIGN PRINCIPLES DESIGN EXAMPLE

Principle A, B Rule of thumb Example A Example C
Guideline C Detail A
Principle B Guideline A Detail C Concept B
A rule of thumb Example B
STRUCTURING STRUCTURING
DESIGN PRINCIPLES DESIGN EXAMPLE
ANALYSIS &
MATCHING
Principle A Example A
Guideline A Detail A
A rule of thumb Concept B
Principle B Example B
The rule of thumb B Example C
Guideline C detail C
Category 1 Category 2
Example B Example A
Concept B Detail A
Example C
detail C VALIDATION /
ITERATION
Advanced studies of littertur,

DOCUMENTATION AND SIMILAR
WORKSHOP
REPORT
Figure 1: Schematic of the work
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Method
2.2 Literature search
The literature search was made partly p4 KTH library and thus available
technology database IEEE Xplore, and p4 Saab's own library, where additional database searches
were made using librarian. The data base used by the librarian,
in addition to the technology database IEEE Xplore, aeronautics database Aerospace (formerly NASA's database). The
keywords used were Boolean combinations of concepts:
Human Factors Guidelines / for Display + in avionics / in flight
Human4Computer Interaction (HCI, CHI) + guidelines / Design Principles / in avionics, in
rate
Interaction Design + guidelines / design principles + in avionics / in flight
Design Principles, Principles of Design + in avionics in flight
Style Guides + in avionics in flight
The literature search for books p4 each library used partly subject headings, which
khuman4computer interactionk, khuman factors engineeringk, kinteraction designk, khuman4
interactionk machine and the like, partly direct titles and author names as I f4tt tips.
Literature tips Ilibrary
to look at their received,
andamong
talk to other things
defense d4 I visited
scientists the Swedishmnniska4
fr4n Department Defence Research Agency (FOI) for
system interaction. Additional tips on books and reports p4 omr4det got by
visit Linkping University, where I met tv4 senior researchers in HMI, and told
about what the thesis treats. Furthermore contributed b4de my academic tutor and my
industrial supervisor with most literature hints.
2.3 Identification and structuring
design principles
Literature studies were mentioned out p4 identifying and extracting design principles from the
Literature selected during the literature search, which could be suitable for use in
to describe parts of JAS39 Gripen's presentation and control. The work also involved
structure among the design principles identified.
This went to s4 to literature overview was reviewed in its entirety and basically everything inneh4ll
formulated as design principles, guidelines for design, heuristics, recommendations and
similar written down and gathered in an unstructured list. Only if a design principle
was judged to be outside the study's interest noted it does not, and where there were doubts
design principle that rule to f4 a later decisive.
The result was a very unstructured l4ng list inneh4llande design principles p4 different
niv4er and with different mutual dependencies. To f4 right side p4 this was an attempt to
structuring list by 1) cluster design principles that were judged to treat the same or
similar omr4den, 2) consider and describe the civil frh4llanden identified
within the clusters of design principles (i.e. between hierarchies principles in the same cluster), and
3) take into account, describe and color-code the dependencies that were identified between clusters (the
namely omr4desmssiga overlaps). This resulted in a more structured list of
design principles, which could be used as the basis for selecting the most relevant
design principles to describe parts of the JAS 39 Gripen presentation and maneuvering. Figure
2 shows a schematic of the structuring process.
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Method
1) Initially, Spirit gathered a large2) An initial clustering of design 3) a further clustering of design
variety of design principles into aprinciples that were judged to be pprinciples that were judged to be p
unstructured list. already here the same theme were made. Since Similar themes were made. NNU
showed that the design principlesThis was clarified dependencies, had not the dependencies within and
were not independent of each other. b the within and between clusters. between clusters treated.
4) dependencies within the clusters
5) By color coding of 6) The structure of design
hierarchies described. Though overlapping design principlesprinciples were then used
not made no real could then dependencies between as the basis of the analytical work
sorting of the list based on clusters are illustrated. When one describe examples of JAS39
this, as this was judged design principle within a cluster Gripen's driving environment.
as too big a task in It established the links to another cluster were
framework of the thesis. IN simply the color of this
this stage had not yet clusters and overlap could be
dependencies between clusters clarified.
treated.
7) Finally, a number of elected

design principles out and described
more ing basis. This was the
deemed most central to
to describe parts of
JAS 39 Gripen driving environment.
Figure 2: Schematic of the structuring of design principles
D4 structured list of design principles, which is a partial result of this work, is sv4r
To versk4da p4 Because of its scope, only inneh4ller design principles enumerated directly
fr4n literature (indeed structured but AND4) and really only used as a
database-like tool for the later work, is not recognized in its entirety. Instead
presents the analytical results of the structuring that is how they identified
Design principles frh4ller to each other and p4 variously described in the literature in
Theory section. Although the design principles that have been deemed most important to describe parts of
JAS 39 Gripen presentation and operation described in the theory section.
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Method
2.4 Studies of documentation, visualizations
and simulations
Documentation, visualizations and simulations fr4n parts of Saab's development work

studied and tested during the work g4ng. Initially p4 overall niv4 to f4
an overview of the different systems and later p4 a more detailed niv4 to f4 depth
insight into the design examples deemed relevant.
2.5 Interviews and conversations
To f4 insight into the presentation and operation of the JAS 39 Gripen driver environment, create frst4else for
the development work has been conducted and to most importantly be able to select suitable design examples
to describe the use of design principles, held discussions and interviews with a number of the
engineers during l4ng time working on the design of the driver's environment.
2.5.1 Choosing the method to conduct interviews
When selecting the method to conduct interviews were considered b4de structured and unstructured
interviews. Structured interviews are a formal intervjutyp similar surveys in their
configuration. They consist of the interviewer basically fill out a form based p4
respondent answers. Unstructured interviews are a more informal intervjutyp designed
entirely along the respondents' answers. Structured interviews are easy to analyze and suitable
for inexperienced interviewer, but can miss s4dant is important to the respondent by its
static design. Unstructured interviews 4 his side often takes longer and is better suited for
habit interviewer, but can f4nga up s4dant as the first type fail. (Bell, 1995, p. 91). IN
choice between structured and unstructured interviews 4R therefore weigh the possibility that l4ta
respondents talk freely about s4dant that interests them, against f4 a certain structure in the interview
and that meant omr4den and subjects really covered. Here one should also consider the analysis of the
data they will collect through the interview. S4-called controlled or focused interviews
can be a good middle ground. In this type of interview is fr4gorna not predefined p4 p4
as in surveys, but this is rather the whole structured by the themes
be covered during the interview selected p4 advance. P4 this way not interview static and s4
enktlik, but has simultaneously a structure that allows it to not become s4 sv4r to analyze in retrospect
(Bell, 1995, p. 93).
2.5.2 My interviews
My interviews are considered to be focused interviews and was quite informal to his
character. They had free call form, was exploratory and investigative and prepared only
by milestones for the topics to be discussed were set p4 advance, while
remaining fr4gor did emerge through talks. In all the interviews were notes
who always written purely direct efter4t.
My interview process as a whole can also be regarded as fairly informal and exploratory,
partly because interviews s4dana was not structured, and partly because I could
4terkomma to the same respondents with further fr4gor and further informal talks during
the entire project.
Altogether, however, held five major interviews, with four respondents, for about 1 2 hours each.
Three of them were held p4 respondents' respective offices p4 SAAB, one held my p4
study p4 SAAB and took place in a small simulator.
The respondents interviewed are all engineers p4 SAAB with between 17 and 40 4RS
experience p4 now. All have been for a long time, between 14 and 24 4r, worked specifically
with the presentation and operation of the JAS 39 Gripen. Tv4 of them have also worked with
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Method
presentation and maneuvering in other projects p4 SAAB. All respondents are men and
4ldrarna 42465 4r.
2.5.3 Comments on my interviews
Generally speaking, interviews, good and flexible method to collect information (Bell, 1995, p.
90). Unlike fr4n surveys for example, gives interviews a greater opportunity to follow up and
deepen frst4elsen of fr4gorna and answers. They provide a richer s4ledes materials but have
disadvantage that they are more time consuming to implement. Fr4geformulering and analysis of responses takes
time and in addition there is a risk of subjectivity (Bell, 1995, p. 90). I chose the interviews because I
had f4 respondents with deep expertise, to which I could 4terkomma with fljdfr4gor,
reflections and the like.
2.6 Workshop
To validate the findings (so far) in the work, and with the hope that f4 complementary and
important data that might not come up in the interviews with the engineers one by one, held
the project g4ng also a workshop with group activities and discussions with three of the
interviewed the engineers. The idea behind this was that new ideas, thoughts and suggestions
hopefully could arrive by the participants thus not only, as at
interviews, got the opportunity to reflect on their own proposals, but also of others. More
specifically, it was hoped that the workshop would: 1) Be a way to validate the conclusions
until then in the work, with a focus p4 interpretation, analysis and categorization of interview material and 2)
generating (more) design examples that could be described by way of design principles.
2.6.1 Prior workshop

Preece et al (2002, p. 213) writes, among other things, that workshops can serve as a fruitful
alternative or complement to one-man interviews, because through these can f4 more than one
person perspective p4 different fr4gor. For this to apply m4ste However, group dynamics during
a workshop considered, because otherwise it may happen that n4gon prevails while n4gon
Another will be completely silent. Preece et al (2002, p. 214) describes this as the downside
workshops, the risk of kdominanta karaktrerk. Whoever h4ller workshop 4R therefore be
responsive and attentive p4 who speak most and perhaps g4 in and ask direct
fr4gor to the more tystl4tna participants to f4 balance in the discussions.
2.6.2 Design and Implementation
The workshop's design and implementation consisted of:

The engineers were welcomed and the workshop's aim and structure presented.
The method of the workshop's main topics, brainstorm, were reviewed.
Pens and bundles of sm4 piece to write down ideas p4 awarded to the engineers.
For the 6 pieces of design principles were then repeated the following:
- A design principle was introduced briefly and n4gra example p4 its application (
emerged during interviews with the engineers one by one) was demonstrated using a
PowerPoint4bild. PowerPoint4bilden contained design principle and related examples
described in words superimposed p4 a picture of the cabin. The image was left in the tv4
subsequent subsections.
- The engineers got kbrainstormak in just over one minute utifr4n design principle just
presented and write down all examples p4 applications of it as they could
come p4, p4 his lips.
- The swatches were collected and were examined one by one. This went to that p4
Workshop leader read out a piece at a time and let the operating engineers discuss,
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Method
explain and clarify how they thought, what they ans4g about design example and S4 on.
Lapps inneh4ll and extensions through subsequent discussions noted
continuously by the workshop leader.
The engineers were then discuss what they ans4g about design principles raised. The
overall theme of the discussion was whether they thought the design principles that have been
up have been relevant if they lacked n4gon type of design principles and whether they thought
niv4n (for general / specific) p4 the design principles discussed were right.
The engineers were thanked for their participation and received little information about what the next step in
the project consisted of.
2.7 Reliability and Validity - discussion
Reliability or reliability concerns whether a measurement or observation provides the same

results d4 it is done at different times. This is partly p4 actual (measured) method, and p4
assessor. To check the method, one can look p4 whether it produces the same results at
different occasions and whether TV4 equivalent methods give the same result. Furthermore, you can watch
p4 method different parts. Regarding the assessor wants to have it called
interbedmarverensstmmelse, which is whether different analysts would classify,
interpret and understand the data assessed p4 same way. (Stensmo 2002, p. 30, 32).
The reliability of this study will ifr4ga as to whether the selection of
design principles from the literature and examples of the presentation and maneuvering would have been made at
another time and another student n4gon / assessors. Likas4 whether the matching between
design principles and examples d4 would have looked the same. This will in turn an p4
methodology of literature studies, interviews and workshops, as well as in the study of documentation
and visualization and analysis with the selection and matching of design principles and examples.
Great emphasis has been placed on describing tillvgag4ngsstt and conditions for all operations.
Reliability in terms of literary studies (search, genomg4ng and reading) and studies of
documentation and visualizations are taken into account by the process, as well as use keywords and
comprehensive approach is reported. When it comes to interviews, reliability taken into account by
detailed notes taken during the interview sessions, which renskrivits omg4ende. However, there
always a problem about reliability in terms interviews. B4de respondent and interviewer
may p4verka each other unconsciously, s4kallade respons4 and interviewer effects (Bell 1995;
p. 94), and in particular interviewer 4sikter may p4verka interpretation of what has been said.
Leading fr4gor should be avoided and the tone sometimes observed. It can be good to ocks4 l4ta
respondent read a transcript of the interview in order to avoid misinterpretation (Bell, 1995, p.
94 95). In my case it was held instead a workshop, among other things, in this order, see more on this in
nedanst4ende discussion of validity. When it comes to analysis / matching between
design principles and examples reliability has been taken into account by the method and criteria
used reported (see section 6 on the analysis, selection and matching ).
Validity and admissibility is whether the observations you make of reality really
discloses the s4som it is. One speaks of empirical and theoretical validity. Empirical
Validity can be checked by comparing the results partly d4 on one occasion uses
various measuring instruments for measuring the same thing, and d4 using the same instrument at
different occasions. Theoretical validity, and construct validity, is whether reality and
the theories and concepts using the match. (Stensmo 2002, p. 32434). This is
particularly relevant in this study, which g4r out p4 to match precisely the theoretical design principles against
a real system. To verify begreppsvaliditeten are three s4kallade
triangulation. These are 1) triangulation, 2) teoritriangulering and 3)
forskartriangulering. The different methods g4r out p4 to study, teach or rings in
the same part of the real one) using a variety of methods, 2) fr4n different theoretical perspectives
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Method
and 3) by l4ta different researchers use the same methods, and then compare the results
(Stensmo 2002, p. 32 34).
Validity is also divided into internal and external validity. Internal validity refers to whether the study
investigated / measured that it intended to examine / measure. External validity is whether the conclusions
of the study are generalizable beyond the kverklighetk where the survey / measurement made.
The internal validity of this study will ifr4ga regarding how the examples of presentation
and the operation is selected, the match between reality and theory made and how literature,
and more specifically the design principles from this, been selected. As for the selection of examples from
presentation and maneuvering validity has been considered by several methods used to n4
results. Among other things, interviews and discussions, studies of documentation and visualizations
and a workshop conducted for this purpose. The validity of the match between theory and
reality has in turn addressed by the workshop, which among other things had the analysis of
interview material utg4ngspunkt and had several tyckares 4sikter arrive, have been implemented.
Regarding the validity of the selection of literature, s4 reported as biblioteks4 and
database searches made p4 in the methodology section. The process of structuring and select among
design principles outlined ocks4 of there.
S4 to the external validity. By showing p4 how general design principles for usability
is exemplified in a unique high-tech environment can hopefully increase the frst4else
s4vl design principles themselves as their wide applicability overcome. Likas4 can
hopefully also increased frst4else F4S how similar descriptions could be made
also for other systems b4de s4dana where design principles have been an explicit part of the
the design process and s4dana where they applied more or less implicitly. This in turn
to contribute to a wider use of design principles of usability in various
design processes, which ultimately may contribute to more useful systems and improved
situation for more users, which together may be of general interest outside
the study's context.
The results as a whole can s4ledes to some extent be said to be generalizable, likely, however,
the individual results in the form of matches between specific design principles and
design examples mainly for this particular application and can probably not be considered as general.
2.8 Quantitative versus qualitative method
A quantitative method characterized by measurement and statistical analysis of measurable and comparable
data, which results in quantifiable and, where applicable, generalized conclusions
(Bell, 1995, p. 13). A qualitative method 4 for its part is characterized by the collection of data that is not p4
Similarly is possible to measure, compare and statistically analyze, and g4r instead generally out p4
to characterize and classify the collected data into meaningful significance categories. (Johansson
1999, p. 52 53).
This thesis is considered as a case study because the purpose can be formulated precisely
as a classification of data into meaningful significance categories, where it is presentations4 and
Operation example of the JAS 39 Gripen driver environment to be classified using the
meaning categories theory of design principles form. The methods used in this
thesis is therefore to a large degree are qualitative in nature. The advantage of this is that a
Furthermore spectra of fr4gor and problems can be treated and given deep insight into, the downside is that
understanding the generalizability may be sv4r to decide.
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Theory
3 Theory
This section provides an introduction to what design principles are and how's "fashion fits into a
design process. It gives also "an overview of the types of design principles that exist in
literature and how these Ratio "cells to each other. Then they presented for this study
most central design principles a little closer.
3.1 Design Principles - an overview
3.1.1 What are the design principles and how they fit into the design process?
There are different types of m4nga R4d and guidelines for how systems and user interfaces should
designed to be useful and support the cognitive processes such as perception, memory, and
attention, based p4 experiences fr4n designers as well as theoretical knowledge and
models. (Preece et al 2002, p. 266). These R4d and guidance has m4nga different names
in the literature and are associated with different ideas about when and how they should be used in
the design process, and how they should be classified and divided. This is partly because they
derived fr4n different research traditions and may additionally be p4 different niv4er and sometimes
overlap b4de hierarchical and omr4desmssigt.
One approach to the classification of type of R4d and guides made of Preece et al (2002, p. 267)
which uses the term guidelines as generic and makes the division into
subgroups design rules and design principles. Design rules are detailed and practical tips
while the design principles are more abstract R4d. Design Principle 'role is to make it possible to
practical use of theories and models of cognition in its design, as exemplified by
theories of memory, for example, can be applied through the design principle that says you prefer
should use the concept kknna igenk than the concept kkomma ih4gk. (Preece et al 2002, p. 267).
Preece et al (2002, p. 267) also uses the concepts of style guides and standards in their division.
Style Guides is described as a collection of guidelines from which different rules can be derived and
used to f4 a consistent application, while the standards are described as, often internationally
finalized, principles and rules for how the design should look like.
A similar subdivision of this type of R4d and guides, but with the second n4got
names, made by Lwgren (1993, p. 116). He believes that design principles, it is
overall, while the guidelines are more specific and Style Guides even more detailed. Here
p4pekas further that one of the roles of the guidelines and the like in the design process is to coordinate
design work and improve communication between employees.
Another nearby subdivision is made by Nielsen (1993, p. 91 92) who, like others Preece
(2002, p. 267), primarily using the term guidelines. He believes that the guidelines describe
familiar user interface principles that should be used in a project, and also the p4pekar
can be used to facilitate consistency in design. The division he does in 1) general
guidelines as g4r applying p4 all types of user interfaces, 2) guidelines belonging to a
specific category and only work for a particular type of system, and 3) guidelines belonging to a
specific product. Nielsen (1993, p. 92) describes ocks4 difference between the guidelines and
standards and point p4 that while standards specify how the user interface should look like
for the user, s4 gives guidelines R4d usability aspects.
Shneiderman & Plaisant (2005, p. 60) makes even the a similar division of R4d and Guides
and believes that there are three niv4er: 1) practical and specific guidelines, 2) principles p4
medelniv4 and 3) theories and models p4 high niv4. Practical and specific guidelines they mean
inneh4ller insights fr4n older designers and used for future work, and like
Lwgren (1993, p. 116) and Nielsen (1993, p. 91492), also identifies this p4 that their role in
the design process can be to improve development by contributing to the development of a
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Theory
common spr4k and consistency between multiple designers. (Shneiderman & Plaisant 2005, p.
61). This points to further p4 that critics say guidelines p4 this niv4 may be too
specific, incomplete and S4 on, while frespr4kare mean that they are good because they
based p4 expertise and can continue to be developed and refined. The principles p4 medelniv4
says Shneiderman & Plaisant (2005, p. 66) is more general and basic, but often
need of clarification. The theories p4 high niv4 says Shneiderman & Plaisant (2005, p. 82)
should g4 beyond the specific guidelines and broad principles and be tillfrlitiga, well-tested and widely
use theories.
Wickens et al (2004, p. 390) makes a similar division into categories: 1) theories and models p4
high niv4, 2) basic guidelines and principles, and 3) methods of evaluating and
testing. Theories mean they are used for the conceptual design, while the guidelines and
design principles used to translate the conceptual model to the actual elements of
interface. (Wickens et al 2004, p. 396). Although Preece et al (2002, p. 239) points to p4
the design phase is divided in a more conceptual phase, which is about what the design will f4nga
having for function, and physical phase, which is more specific design. Further references
Wickens et al (2004, p. 396 397) to a division of the various design principles and guidelines made
Nielsen, who g4r out p4 he created clusters of them p4 genomg4ende different themes. P4
overall niv4 is d4 general desingprinciper with themes such as
kkonsistens and standarderk or kminnek, in which R4d such kanvnd uniform
frgkodningk respective kanvnd se4och4peka instead minnas4och4skriva ink can be sorted out.
As for how the design principles and guidelines fit into the design process is that ocks4
mentioned some different ideas. Wickens et al (2004, p. 386 387) argues, for example, the design process
software development should be to 1) involve the users and frst4 their needs, 2)
use the guidelines and design principles to design and 3) using iterative
usability testing. More formal parts of the design process phases: frst4else, design and
evaluation and point p4 designers combine frst4else of user needs,
Theoretical frst4else of users and the use of gudielines and design principles. Here
will allts4 design principles and guidelines into the design process in the step called
kdesignk. Preece et al (2002, p. 169) parts unlike fr4n Wickens et al (2004, p. 386 387) in
the design process into four main parts, which are: 1) identify needs and establish requirements, 2) develop
design suggestions / ideas, 3) develop interactive versions of design proposals and 4) evaluate
design, but, like Wickens et al (2004, p. 386 387) will design principles and
guidelines here mainly during the design phase, allts4 steps 2 and 3. Shneiderman & Plaisant (2005, p.
115 116) 4 its side parts in the design process for the user interface of the three pillars which are: 1)
guidelines, documents and processes, 2) software tools for user interfaces and 3)
expert evaluations and usability tests. They argue that the guidelines will come in early in the
Process and taken into account in the design of s4dant as graphics, icons, terminology, typography,
colors, screen layout, and the like.
In summary, there is no completely genomg4ende indelnings4 or naming system of the
m4nga R4d and guidelines that exist. Neither is n4gon be genomg4ende
idea of when and how they fit into the design process. The trends I have seen is that
names kdesignprinciperk, kprinciperk and kguidelinesk are the most frequent and
these are used interchangeably to describe R4d and guides p4 b4de general and specific
niv4. Furthermore, the general impression being that r4den and guidance notes fit
n4gonstans during the part of the design work that consists of developing the design in
combined with the results fr4n user tests and evaluations.
3.1.2 Design principles extracted from the literature
The literature my studies I have extracted a large amount of the above type of R4d and
guidance for design fr4n different research traditions. These R4d and guidelines that have
frst4s of freg4ende paragraph 1) had different names, 2) remained p4 different hierarchical
niv4er (ie more or less general) and 3) applied more or less specific
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Theory
tillmpningsomr4den. In addition, the 4) grouped / klustrats p4 ways and highlighted various

in very different parts of the literature. Most of r4den and guidance notes, however 4terkommit in
large parts of the literature basically unchanged and n4got reshaped. Below is a
genomg4ng summary of the trends I've seen in my literature studies and the
overlaps I found the hierarchical and omr4desmssigt.
Comment 1: The references to the literature in this section is m "nga because section aims
to present the results of the extensive literature study carried out under
thesis. To facilitate reading (if you want to quickly find or skip
references) have literature references in this area has been italicized.
different names
To describe the overall R4d that is relatively independent of anvndningsomr4de present
several names P4 theme kgenerella principerk, but also the terms kguidelinesk,
kdesignreglerk, ktumreglerk, kheuristikerk and the like. The first type of
names 4terfinns including of Wickens et al (2004, p. 398), Faulkner (1998 141 143)
and Galitz (2007, p. 45 58) and the second type of including Preece (2002, p. 26 27);
Nielsen (1993, p. 120 ff), Shneiderman & Plaisant (2005, p. 74 75) and Marcus (1997, s.438
439) . It 4terkommande tv4 during these types of names are mentioned as overall R4d
that works p4 different types of systems and applications, and listed structured and is
if s4dant as not to burden the user's memory, to strive for consistency, to make the system
frl4tande which is flexible, error preventing, has simple design and the like.
For more specific R4d and tips that often (but not always) the case of a minor is tillmpningsomr4de
names that are variations p4 theme kprinciperk or kdesignprinciperk common
occurring. Examples are at: Wickens et al (2004, p. 186 191), Cooper et al (2007,
Appendix A), Lwgren (1993, p. 71 73), Shneiderman & Plaisant (2005, p. 234), Wagner (1994,
p. 232 242), Sanders & McCormick (1993, p. 122 123, 155), Williges etc. (1988, p. 466, 470
479), Tullis (1997, p. 507 509), Frohlic (1997, p. 464), Hawkins (1993, p. 209 216, 260 262),
Chapanis (1968, p. 36 38, 75 76) and Endsley Others (2003, p. 8 10 83 88 123 147 131.144,
164 171, 186 191, 213 219) .
To designate this type of R4d are also variants p4 theme kguidelinesk which occurs
of, among other things: Marcus (1997, p. 432 434), Galitz (2007, p. 116, 220 ff), Wickens et al (2004,
132 pp. 133), Wagner (1994, p. 319), Fowler (1998, p. 31, 90), Shneiderman & Plaisant (2005, p.
237, 290, 330, 480, 491), Faulkner (1998, p. 46 47, 88 92), Singer (1999, p. 91 93), Sanders &
McCormick (1993, p. 72 82) and Preece et al (2002, p. 149) .
Examples p4 this type of more specific R4d and tips can be kTillhandah4ll tillst4ndsls
4terkoppling to help users avoid misstagk or kGr all 4tgrder reversiblak.
(Cooper et al 2007, Appendix A).
Indications kanvndbarhetk, kanvndbarhetsm4lk and the like are often used to
describe the basic qualities of a system. Among other things, this occurs at: Wickens
et al (2004, p. 59), Preece et al (2002, p. 14), Lwgren (1993, p. 59), Nielsen (1993, p. 26)
Faulkner (1998, p. 130) and Galitz (2007, p. 64) . The 4terkommer most during this
Title of the factors efficiency, learnability and minnesbarhet, but also satisfaction and
ndam4lsenlighet. Related to this is what is referred kmtbara kriterierk,
kanvndbarhetsm4lk or the like. Among others do Shneiderman & Plaisant (2005, p. 16)
Preece et al (2002, p. 182), Ehn (1997, p. 301) and Nemeth (2004, p. 354 356) this. These
inlrnings4 comprises factors and response.
Overall, there is no allts4 genomg4ende way to designate the different R4d and Guides
available in literature. Sometimes, as in Lwgren (1993, p. 116) ,
title design principles for the R4d is the most comprehensive and guidelines for those who are
more specific and other g4nger, as of Preece et al (2002, p. 267) , used the term
guidelines for the most overall while the design principles seen a subgroup with
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Theory
design rules. As p4visas above are also a number of quite different names for
designate existing R4d and guidance.
Different hierarchical level s
The same may occur kgrundprincipk b4de generally formulated to function p4
different types of applications and applications, and specifically formulated for a particular application, a
certain context or a particular application. For example 4terfinns basic principle of consistency
design b4de p4 general and specific niv4. P4 general niv4 occurs on both the lists of
kgenerella principles / guidelinesk of, among others, Wickens et al (2004, p. 398), Preece et al
(2002, p. 26 27), Faulkner (1998, p. 55 59), Galitz (2007, p. 45 58) and Nielsen (1993, p. 120
ff), and in lists in the more specific context of Singer (1999, p. 102), Shneiderman &
Plaisant (2005, s.491) and Wickens et al (2004, p. 186 191) , where the general principle of
consistently presented as a guideline for good display design, or of Galitz (2007, p.
728 729) , where it is presented as a guideline for organizing the screen layout.
When it comes to the principles formulated p4 specific niv4 are for example: remain consistent force
labels / names p4 graphic konventionerk (Shneiderman & Plaisant 2005, pp. 74 75) , kAnvnd
genomg4ende consistent colors within grupperingark (Marcus, 1997, p. 436 438) and kAnvnd
parent konsitentk (Fowler 1998, p. 31) .
Another example p4 general and specific versions of the same basic principles as s4dana
stir the memory. They generally formulated principles kminimera effort p4
user minnek (Nielsen, 1993, p. 19 20) and kanvnd knna4igen rather than komma4ih4gk
(Preece et al 2002, p. 26, 27) occurs in a few different directions and in lists of general
Principles / Guidelines of example Wickens et al (2004, p. 398) and Marcus (1997, p. 438
439) , and in the more specific context of inter R4d for good display design of Singer
(1999, p. 102) . More specifically formulated principles found in both lists of guidelines to
design of the memory of Galitz (2007, p. 79), Andersson (1993, p. 117 123), Preece et al
(2002, p. 83) and Wickens et al (2004, p. 132 133, 138 139) and in various more specific
context in R4d color use (Marcus, 1997, pp. 436 438) as kMaximalt should be 5 2
Colors used where the meaning of those m4ste achieved ih4gk.
Various tillmpningsomr the
The same basic principles can have different tillmpningsomr4den in which they can be either
generally and specifically formulated. Example is, as shown above, the principle of texture
b4de generally and specifically formulated and in more or less general context. Among
Another 4terfinns it in the context that the display design (Singer 1999, p. 102; Shneiderman &
Plaisant 2005, s.491; Wickens et al 2004, pp. 186 191), p krmlayout (Galitz 2007, p. 728 729) ,
graphic design (Marcus, 1997, p. 432) and color selection (Marcus1997, p. 436 438; Shneiderman
& Plaisant 2005, pp. 510 514) , and R4d to support mental models and to design
metaphors (Wickens et al 2004, p. 395 396; Galitz 2007, p. 116) and symbols (Marcus, 1997, p.
436) .
A principle need not be tied to certain literature. The principle of consistency
appearing for example in s4vl general human factors literature (Wickens et al 2004, p. 398)
and human factors literature specifically for the flight (Singer 1999, p. 102), who literature
mnniska4datorinteraktion ( Preece et al 2002, p. 26, 27; Faulkner, 1998, p. 55 59);
Shneiderman & Plaisant (2005, s.491)) and graphic user interface (Galitz 2007 p. 45 58) .
Various clustering / grouping
There are a number of ways to divide and group design principles in the literature.
For example, there are groups for themes s4som design principles / guidelines for mental
models (Bainbridge, 1991, p. 200 201; Galitz 2007, p. 116; Wickens et al 2004, p. 395 396),
Symbols (Sanders & McCormick, 1993, p. 120 123; Marcus, 1997, p. 436) , text and
abbreviations (Shneiderman & Plaisant 2005, p. 330; Hawkins, 1993, p. 209 216; Galitz 2007
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Theory
p. 564 565, 568; ), Situational awareness, (Endsley m.fl.2003, p. 83 88) , attention

(Sanders & McCormick, 1993, pp. 72 76; Faulkner, 1998, p. 81 82), color (Marcus, 1997, p. 436
438; Wagner, 1994, p. 179, 319322; Nielsen, 1993, p. 119 120; Galitz 2007, p. 695, 703, 708;
Shneiderman & Plaisant 2005, pp. 510 514; Sanders & McCormick, 1993, p. 113 114; Chapanis
1968, pp. 58 59; Andrn et al 1993, p. 106) and more, as inneh4ller several more specific R4d
p4 current theme. This may include guidelines for selective attention kAntalet
channels to be scanned by minimerask or kDet should be clearly framg4 how important the different
channels are in frh4llande to varandrak (Faulkner, 1998, p. 81) .
Another type of clustering ocks4 consists of themes that display design (Wickens et al 2004, p.
186191; Singer 1999, p. 102) and the screen layout (Galitz 2007, p. 667 668; Marcus, 1997, p. 433) ,
but inneh4ller more general R4d example kGr displays lsbarak ( Wickens et al 2004, p.
186) or kStandardisera skrmlayoutenk (Marcus, 1997, p. 433) . A third type of clustering
occurs in the form of lists of kgenerella principerk, as outlined above, which makes approach
p4 grouping more detailed principles for different main themes. Wickens et al (2004, p. 396
397) aforementioned reference to the Nielsen division of the various design principles and guidelines,
as g4r out p4 he created clusters of them p4 genomg4ende different themes, is an example p4
this. Even Galitz (2007, p. 45 58) makes this type of clustering / grouping of different principles
sorted by different main themes.
Overlapping
Secondly, there are, as shown above, pure overlapping where the same principle 4terkommer basically unchanged
different parts of the literature, in different contexts and s4 on, partly overlapped by the same
principle can be more or less specifically formulated context.
3.2 Key design principles - Depression
Through my studies I have in addition to the above-described hierarchical and omr4desmssiga

the overlap between and within the identified design principles seen that some design principles
4terkommer more frequently in the literature, seems to be more universal than others and have more or
less relevant for the task. With utg4ngspunkt in this I have therefore selected the five
overall design principles I assessed as most essential for the study. How these different p4
manner described in the literature 4terges next section.
3.2.1 The principle of design consistency
P4 overall niv4 is the principle of design consistency on TV4 things: 1) designing

system that looks, acts and behaves the same genomg4ende (Galitz 2007, p. 48 49) s4kallad
internal consistency and 2) that correlated systems and subsystems designed for the same
keynote s4kallad external consistency. (Wickens et al 2004, p. 397 399). More specifically, the matter
principle of design consistency on ensuring that the design of systems and sub-systems should be
genomg4ende and ensure: 1) that s4dant that looks the same act the same way (Marcus, 1997, p. 438
439), 2) the same 4tgrder always leads to the same result (Galitz 2007, p. 45 49), and 3)
similar situations can always be handled p4 a similar way (Shniederman & Plaisant 2005, p.
74). For example, it may be about to be genomg4ende the design of messages,
format for menus, placement of display elements, the spr4kbruk used or how to do
f4nga the user's attention. (Faulkner, 1998, p. 56). Symbols should be designed ocks4
consistent current size, angles and more. (Marcus, 1997, p. 436). In a consistent system
be a user other words, never have to wonder whether p4 a presentation has
different meanings in different contexts. (Nielsen, 1993, p. 20; Preece et al 2002, p. 26, 27).
Design Consistency supports the human characteristic to want to organize knowledge in the form of
patterns and rules (Wickens et al 2004, p. 395 396; Blackwell & Green 2003, p. 117) and make
generalizations (Faulkner, 1998, p. 88 92). It also facilitates learning (Galitz 2007, p. 45
49) and the establishment of a mental model of the system (Endsley et al 2003, p. 144 147; Galitz
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Theory
2007 p. 45 49). Furthermore, it reduces the reflection period in different situations (Galitz 2007, p. 45 49)
because the old knowledge can 4teranvndas (Endsley et al 2003, p. 144 147). Likas4 contributes
Design consistency to the user to predict phenomena in the system, which together with
that knowledge can 4teranvndas in the system, further reduces the cognitive burden p4
user (Endsley et al 2003, p. 144 147). The complexity and sv4righeten managing a
system logic increases in systems that are not consistent and all the differences in logic functionality,
information presentation and operation sequences not absolutely necessary should therefore
avoided (Endsley et al 2003, p. 144 147), and all violations of consistency accounted for
user. (Wickens, 1992, p 159; Galitz 2007 p. 118).
Color Use the interface is an example where it is very important to be consistent.
For example that when a color coding has been established s4 m4ste be followed throughout
interface (Marcus, 1997, p. 436 438), not to confuse the user. It is important to ocks4
selected colors are consistent with users' connotations to the colors. (Wickens, 1992, p. 523).
Design Consistency should also be strengthened and the system's terminology, positioning of
information and its functionality between different modes. It also needed to be consistency in how
any automation functions. (Endsley et al 2003, p. 189). The controls for the basic functions are
p4 distributed differently across the screen and the system acts differently in different modes namely driving
the complexity and the possibility of error.
Consistency can uppn4s by designers follow different standards and guidelines (Galitz 2007
pp. 45 49; Nielsen, 1993, p. 91) and / or by using a set of
design principles are followed s4vl between modes and between different monitors. (Others Endsley
2003, p. 189). The use of standards, guidelines or a set of design principles can also
help to establish design consistency can be maintained between the different generations of
System designers. (Endsley et al 2003, p. 189; Lwgren 1993, p. 116).
Summary R4d and guidelines that provide design consistency
A1) Do's "to the" Measures of a system always leads to the same result.
A2) Do's "that's" way that looks the same in a system always act the same.
A3) Do's "to similar situations in a system can always be handled in" similar
way.
A4) Where undergone "only in the design of messages, format menus,
placement of display elements, the language "kbruk used, the user
attention f "NGAS, and s' on.
A5) Designing symbols consistent current size, angles and more.
A6) Avoid differences in logic functionality, presentation of information and
Operation sequences not absolutely necessary.
A7) Describe any violation of the consistency of the user.
A8) Follow the same color coding throughout the interface.
A9) Make sure the selected color codes are consistent with users' connotations to
colors.
A10) Use and reinforcement design consistency in terminology system, placement of
information and its functionality between different modes.
A11) Refer to s "design consistency in the way any automation functions.
Note that references to each of these design principles exist in the literature, see above.
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Theory
3.2.2 The principle of supporting the users' mental models
Short of mental models

Mental models are people kinterna representationerk of its own conceptual frst4elsen
of things. They develop gradually through that we gain experience, g4r through
training or follow n4gon type of instructions. They help us to frst4, explain and implement
different things and allows us to predict what to do in different situations to
perform various actions. (Galitz 2007 p. 82 83). How much knowledge we can bring to us and learn
in different situations depends ocks4 part p4 whether we can hang the new knowledge P4
functional mental model. (Andersson, 1993, p. 58). A mental model can also be said to be the
image that a user of the system it uses to function, which is a very
important part in how effective it can be used. (Reising, 1999, p. 336).
Supporting mental models
The development of good mental models for n4got systems can be supported by the system
designers use clearly defined conceptual models and metaphors in the design of
presentation. A conceptual model is kdet conceptual framework through which
functionality gift surprise (Mayhew 1992 Wickens et al 2004, p. 395 396). It has to do
with the presentation of the general structure of the system and how things are in the system
related p4 overall niv4. A presentation that p4 a simplified way shows the system
construction by identifying hierarchies for the user is an example of the use p4
a conceptual model. (Lwgren, 1993, p. 66 ff).
To clarify the conceptual model of a user, in addition to build in
consistency and proper 4terkoppling in the system may be helpful to introduce functionalities in
system by known metaphors. This g4r out p4 making s4 that the interface looks and acts
as a user known systems fr4n the real world of manual, enabling the
that knowledge can be transferred fr4n one domain to another. (Wickens et al 2004, p. 395
396). It pursued d4 is good agreement between the system's presentation of
information and user's conceptual model of the same information and metaphors become
a means uppn4 this type of line. The idea is that metaphors should be a kind
the mapping between the system and n4got reference in the real world user
know well. This is sometimes referred to ktalar user spr4kk in interface design.
When using metaphors 4R, however, be careful s4 that they do not suggest that the interface
has features that it does not really have, or on the contrary will lead to the user misses
to discover the functionalities of the computer system has, simply because these were not possible in
metaphor system (Nielsen, 1993, p. 120; Lwgren 1993, p. 66 ff). One should note that ocks4
metaphors do not always have the same meaning in different cultures. (Nielsen, 1993, p. 120).
There are a number of guidelines on how to design systems to uppn4 functioning
conceptual models. First and foremost, it is important to strive to reflect the user and
not the designer's mental model. This is because the user is likely to focus on p4
task to be performed using the interface, while the designer probably put
interface itself and its properties in focus. Furthermore, one should use metaphors or physical
analogies, which means that more or less mimic well-known concepts and emulate that s4dant
already learned of the user. One should also follow the expectations, habits and routines and use
established connotations, choice of words and symbols or ktala user spr4kk in its design.
Even the name p4 commands must be consistent with what happens when selected. (Galitz
2007 pp. 116118).
Besides, should be invisible parts of the system, 4tminstone simplified, to the user. This can
help / speed up the process of developing an accurate mental model of structure and systemtes
how kosynligak parts frh4ller to the visible. Likas4 can correct and clear
4terkoppling, as mentioned, to help users to develop accurate mental models. To tell
what happens, provide status information fr4n different processes, showing results of various documents,
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mark d4 n4got selected and provide clear error messages are n4gra example p4 4terkoppling, which
if not provided may cause gaps in the mental model. An error message does not tell us what
taken, only that n4got taken, for example, contributes not a more accurate mental model.
(Galitz 2007 p. 116118).
Furthermore, unnecessary and irrelevant information avoided. By displaying the unnecessary information
namely the risk that the user is trying to incorporate it as equivalent (another important)
information in their mental model. Irrelevant information may be unnecessary information fields,
codes for system status, error number, and more. If it is impossible to avoid s4dan
information users should be informed of this, s4 that the information is not unnecessarily woven into
his mental model. Furthermore, the color n4got that users tend to interpret the meaning or
meaning in, and s4ledes n4got should be used p4 a meaningful way. (Galitz 2007 p. 116
118).
If there is documentation and help system to one s4, the conceptual models and
metaphors used are explicitly described there, because it can help the user to
learn the system. Furthermore s4 system should be developed for b4de novices and experts, where novices
kskyddask fr4n system's full complexity and variety niv4er of functionality gradually
presented to the user. (Galitz 2007 p. 116118).
Being consistent helps ocks4 to speed up the development of accurate mental models
because it reduces the amount of new that needs to be learned. To explain s4dant not
consistent, and therefore, also helps to reduce the amount kluckork in the mental model.
(Galitz 2007 p. 116118). By being consistent user can ocks4 apply knowledge
as it absorbs in n4gon part of the system in other parts. (Lwgren, 1993, p. 66 ff).
By being inconsistent or p4 n4got otherwise be unstructured in the interface, it is easy
happened to the user's mental image of the task structure is destroyed.
To find out h4lla p4 a task structure and different delm4l it might be good to have all the information
required to implement it available all the time, and to have the information and control p4
the same places and do not change the format of the presentation. This helps ocks4 load p4
work memory as this type of kkognitiva strategierk takes drifr4n resources. (Bainbridge
, 1991, p. 199201). To synlig4 and clarify tillst4nd system (eng. Kvisibilityk) helps
ocks4 users develop good mental models and the 4R better opportunity to frst4 their
alternative. (Wickens et al 2004, p. 139).
As for the presentation, it ocks4 important to reflect the user's mental model of
the information system inneh4ller. To uppn4 this should inter alia aim s4
'the image realism, ie kdisplayenk looks as it it represents. MAN
ocks4 should strive to s4dant moveable p4 monitor follows the user's mental model
how it is that the variable part represents actually moving. If a pilot e.g. votes
to increase attitude means that the aircraft moves upp4t s4 should also be a symbol representing
aircraft move upp4t at greater attitude. (Wickens et al 2004, p. 188 189). The nearer
the user's mental model of the presentation, the more efficient the system g4r allts4 that
use. (Reising, 1999, p. 336). The pilot's surroundings are eg 34dimensionell (3D), when s4
it comes to aircraft systems 3D4modeller should be closest to the pilots' mental models and
therefore best suited in your presentation. 1
The presentation of the system's functions should ocks4 4terspegla user M4L, this can
for example, helped by displaying hierarchies, nested branches and the like. (Endsley et al 2003;
p. 145 146). Complexity in the system may sv4rt a user to obtain good
internal representations of how a system works and predict what is likely to happen.
Mental models ocks4 is therefore important for building up and left h4lla s4 called situations4
awareness of m4nga systems. The kberttark namely how different parts of the information can be
1 3D presented p4 2D4skrm common causes, however sv4righeter when it comes to pointing out the elements p4
screen using a pointing device.
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combined to make it possible to predict what will happen next. However, it can uppst4
pesky error on a mental model used in the wrong context. Mod4fel called S4, where the user believes
that it is in a different mode than it really does and s4ledes think they have other
choices than it has, is a special case of this. (Endsley et al 2003, p. 39 41).
Summary R4d and guidelines that support users' mental models
B1) Use of clearly defined conceptual models and metaphors in the design
of the presentation.
B2) reflect the user and not the designer's mental model.
B3) Monkey familiar concepts and mimic's "way already learned of
user.
B4) Follow expectations, habits and routines and use established connotations,
choice of words and symbols or speak the user's language "k.
B5) Make sure that the name on "commands are consistent with what happens when
they are chosen or used.
B6) Show, "At least simplified, invisible parts of the system for the user,
B7) Use accurate and clear "feedback.
B8) Applying design consistency.
B9) Refer to s "error messages that tell what is missing or wrong.
B10) Avoid unnecessary and irrelevant information.
B11) Use color p "in a meaningful way.
B12) Describe explicitly the conceptual models and metaphors used in
system documentation and help system.
B13) Develop system b "the novices and experts, but protect the novices
fr 'n system's full complexity.
B14) Refer to's "that all the information required to complete a task are
available all the time.
B15) Visible and clarify COURTESY "nit in the system. (Eng. Visibility).
B16) Strive pictorial realism.
B17) Ensure that's "way that is movable p" screen follows the user's mental
model for what the variable portion represents actually moving.
3.2.3 The principle of redundancy
Redundancy is about expressing the same thing more than a g4ng, but is not the same as
repeat. It is about presenting information in multiple physical formats simultaneously,
for example, using b4de color and shape or text and audio p4 same g4ng, for
to say the same thing. (Wickens et al 2004, p. 188). An example fr4n V4R living the principle
apply the traffic lights for g4ngtrafikanter at verg4ngstllen, where the symbols that says
kstannak respective kg4k is redundantly encoded by the b4de has different color (red / green) and
respective shape (stationary / g4ende man), as well as various investment and varsina various accompanying audio.
Redundancy is useful in m4nga situations and for quite different tillmpningsomr4den.
Primarily, it is important for frh4llanden which senses as sight and hearing are loaded or
reduced because multiple forms of presentation means that the likelihood of information
be interpreted correctly increases. (Wickens et al 2004, p. 188). Presenting redundant, however G4
exaggeration and often aims in the system rather more to eliminate unnecessary information than
bring in more. The principle should not be used unnecessarily, but only where it can really
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be useful to the user and create context and the order or be helpful for comparison.
(Galitz 2007 p. 263).
The literature mentions the principle of redundancy, especially when it comes to the use of color.
Color is considered to be n4got not to be used as the sole carriers of information, but
exclusively as redundant information. (Galitz 2007, p. 703; Shneiderman & Plaisant 2005, p.
512; Wickens et al 2004, p. 73). Form is for example a further dimension
recommended for use with color (Marcus, 1997, p. 436). There's
with those who say that one should kdesigna monokromtk and completely utg4 ifr4n it to g4 to
use interface p4 svart4vit a screen to get ifr4n to use it alone
information carrier. (Shneiderman & Plaisant 2005, p. 512; Galitz 2007, p. 704; Wickens et al
2004, p. 73).
To give users several possible ways to encode the electronic information and even s4ledes
several ways for them to find it again (Preece et al 2002, p. 83), would be considered ocks4
a form of redundancy. A redundancy d4 b4de would support the theory of memory that we have
easier to kknna igenk than kkomma ih4gk and the fact that we quickly find what we are looking for
if we actually kkommer ih4gk.
When it comes to the design of error, one can speak of a ocks4 form of
However redundancy n4got backwards. Error messages can in fact be appropriate to design the
multi-layer, s4 that the first klagretk is short, the next more explanatory and S4 on (Preece
et al 2002, p. 149; Shneiderman & Plaisant 2005, p. 83), which could be said to be a form
reverse redundancy.
Summary R4d and guidance on redundancy
C1) Present critical information in multiple physical formats simultaneously, especially during
Ratio "Condition of there minds that vision and hearing are reduced, since multiple
forms of presentation means that the probability that the information should be interpreted
properly increases.
C2) Do not use redundancy unnecessarily, but only where it can really be
benefit to the user and create context and the order or be helpful in
comparisons.
C3) Do not use color as the sole carriers of information, but exclusively as
redundant information design monochrome.
4) Provide users several possible ways to encode the electronic information.
C5) Designing error messages in several layers.
3.2.4 The principle of "keep it simple"
Short of simplicity
Simplicity (eng. Simplicity) can be said to be the opposite of complexity. Complexity in a system
can mean that the system has m4nga advanced functions which can be good and b4de
ocks4 necessary but it can be sv4rt to monitor and frst4 what the system and its
features actually do and how they are used. Emellan4t it may be better to have fewer
features that are all easy to frst4 and operate, and therefore will be of benefit than having
m4nga advanced features that are never used. However, this is not always the solution as
some systems inevitably require m4nga features and great complexity m4let become d4 instead
To manage to present the complex system using a simple interface. (Galitz 2007,.
56 57). If this is the principle that kh4lla the enkeltk.
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Theory
The h ll easily
To succeed in kh4lla enkeltk there are several R4d and guidance to tillg4. The most
basic is to remove unnecessary elements and everything that does not contribute to efficient system use.
(Galitz 2007, p. 56 57; Marcus, 1997, pp. 438 439). It is ocks4 important to avoid the time of source have
medk information that is only needed occasionally. (Preece et al 2002, p. 27). A minimum of the most
necessary should be sought because the users have the physical and mental limitations and
overload can lead to stress, which in turn can lead to the user is doing wrong. (Faulkner
1998, p. 142). Additional pieces of information m4ste s4ledes weighed carefully, since each part
p4verkar the relative importance of the other information. (Nielsen, 1993, p. 20).
One should try to ocks4 l4ta be to show all the functionality of the system fr4n beginning and instead
gradually introducing more advanced parts of the system, Klger p4 lagerk. (Galitz 2007, p. 56
57; Wickens et al 2004, pp. 399 400). One should ocks4 give users a clear visual hierarchy p4
the different parts, and using different colors, contrasts, colors and locations
show how important they are in frh4llande to each other. (Galitz 2007, p. 56 57; Marcus, 1997, p.
437). Further, it may be useful to provide users with some settings per kdefaultk, s4 that they do not
need to consider all the possible settings p4 a g4ng but can grab to change these
as they 4R more experience with the system. Besides, should ordinary documents made easier
perform and be more ltt4tkomliga, even more unusual actions. Further contributing consistency in
ocks4 design to reduce complexity, since the user does not unnecessarily need
p4 think about different appearances imply different function and S4 on. (Galitz 2007, p. 56 57).
To further simplify the user, the data presented in the user interface
in the form that the user needs, which may not necessarily be the same as
original size of the system. The system should allts4 automatically transform data into an order
the user directly usable format. (Williges et al, 1988, p. 472). Anyone who uses the system
namely should not unnecessarily burdened mentally by yourself having krkna framk correct format.
(Chapanis 1968, p. 48). As for the more specific design p4 instruments and scales need
these just be careful s4 required for the user to perform their task.
(Chapanis 1968, p. 48). The dialogue with the user should h4llas simple and natural. (Singer, 1999, p.
102 103). Color The use of the interface should ocks4 h4llas consistent and simple, with s4
subtle background colors as possible. Vertical and horizontal lines that are used to
emphasize and visually grouping should be limited (Lwgren 1993, p. 86), and symbols designed s4
simple and consistent as possible with bibeh4llen frst4else the meaning (Sanders &
McCormick 1993, pp. 122 123).
Sometimes there are a variety ktillggsk or kextrainformationk in a user interface
distract the user fr4n the primary information. S4kallad ktask analysisk
(Task analysis) can be used to find out p4 what information the user is primarily
need to carry out almost all of their tasks. When you know what this
information, it is usually better to put all the primary information p4 same
screen and l4ta other information N4S p4 screens other than to compress all the information a p4
s4 number of screens that the user may have to switch between multiple screens also
for simple tasks. (Nielsen, 1993, p. 120 123). The above type of additional information has
also tend to confuse b4de novice and expert dovetail. The rule kless ice Morek
is therefore the most in one interface. That there are several ways to accomplish a task means
such as the user m4ste learn and to always consider which m4ste
option that g4r fastest, which takes time fr4n use. However, alternative
Interaction way ocks4 be good and save user's time if they can determine the situation of the
various options are most appropriate. The beginners should only learn one way and s4ledes
protected fr4n complexity. (Nielsen, 1993, p. 120 123).
Hicks Law (eng. Hickes law) describes the time it takes for a person to make a decision increases
with the number of decision options presented. To simplify the system, it may be
good to minimize the number of choices presented to the user. (Galitz 2007 p. 82). Further
should also access cost information that is often minimized and the information that
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Theory
to integrate mentally placed close to each other, or with L4G access cost between themselves.
(Wickens et al 2004, p. 189). Users will namely not having to ih4g information
kmellan cutting land. (Shneiderman & Plaisant 2005, p. 63). For example, information can be found
belong together have the same color or linked in n4got patterns. (Wickens et al 2004, p. 189). however, should
s4kallad perceptual admixture avoided, that is, displays and buttons that are not
Khor paired to differ 4t regarding color, form, feeling, movement necessary for the use and s4
further. (Wickens, 1992, p. 436).
Summary 4 R4d and guidance as kh4ller the enkeltk
D1) Eliminate unnecessary elements and s "way that does not contribute to the effective
system use.
D2) L "for not only information that is needed sometimes always be there.
D3) Do not show all the functionality of the system from "n the beginning, use layers p" layer.
D4) give users a clear visual hierarchy of the different parts.
D5) Provide users with certain settings by default.
D6) Make common actions easier to perform / easier "tkomliga, more than
unusual actions.
D7) Be consistent.
D8) Present the data in a user directly usable format.
D9) H "ll dialogue with the user simple and natural.
D10) H "ll use of color consistent and simple, with s' discreet
background colors as possible.
D11) Limit the number of vertical and horizontal lines that are used to emphasize
and grouping visually.
D12) Designing symbols s "simple and consistent as possible, with maintained" Trout
First "permission for the meaning.
D13) Add all the primary information on "one screen, instead of
spread over several screens along with non-primary information.
D14) Minimize the number of choices presented to the user.
D15) Minimize access cost for often used information.
D16) Place the information to be integrated mentally close to each other, or with
l "g access cost between themselves.
D17) The arbitration displays and buttons that do not belong together "for using color,
form, feeling, movement necessary for the use and s' on.
3.2.5 Principles on the use of color
Color can be a powerful tool to communicate with users of a system. (Marcus

, 1997, p. 436). It can give realism 4t presentation, drawing attention to selected parts of the
and help to organize and display the relationship between its various elements.
Color Usage, however, for the same reasons if not done p4 a good way f4 very
negative impact on a system's usability by instead of focusing and
help users distract and tire them out. (Galitz 2007 p. 691).
It is extremely m4nga R4d and guidelines that deal with color and color use,
because it is a omr4de who researched much p4 during l4ng time and suitable additional
well to perform measurements and tests p4. Furthermore, there m4nga color principles derived fr4n
graphic designers who have long used them in the design of books, magazines and other printed
Media. (Shniderman & Plaisant 2005, p. 510). In this study, there is no room to try to give
a complete picture of all these R4d and guidance. The focus here is p4 to give an overview of
23
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Theory
the general principles that apply to color use and the principles deemed relevant
for the task.
Brief introduction to color vision and color
Color kuppst4rk when light of a certain v4glngd stimulates the right receptors p4 retina of the eye. To
the visible spectrum associated with v4glngder light between 400 and 700 nanometers (nm). Violet and
bl4tt light shortest v4glngd (400 470 nm), green and yellow in the middle of the spectrum (500
and 570 nm) and red has the longest v4glngd (700 nm). In the eye focuses the incoming
light of the lens before it n4r retina, which TV4 types of light-sensitive receptors are dropping
and rods that translates the incoming v4glngderna into nerve impulses. the rods are
sensitive to l4ga niv4er of light, do not react p4 color and is used primarily p4 night, while
pins are sensitive to high niv4er of light, reacts p4 color, use p4 day and is available in three
types. The three types are either sensitive to red, green and bl4tt or all colors that we perceive
uppst4r by these three types of cones are stimulated in different ways. (Galitz 2007 p. 701702).
In addition to the pins and rods function also have their distribution across the retina, lens ways to
work and a variety of other characteristics of the eye effects p4 how we perceive colors and shapes.
Among other p4verkas how intense colors are perceived, how we perceive edges and corners, which
colors that seem to be prominent and retreating and which parts the visual field that can
used for what. For example, a s4dan effect that we have sv4rare to perceive color in the periphery than
in the center field of view because of the higher drop in the center of the retina and the highest stakes in
periphery. (Galitz 2007 p. 701702).
Besides the eye features have V4R perception of different color frem4ls ocks4 to do with all
visual objects and surfaces emit or reflect light in certain v4glngder and absorbs light of
Other. This creates different sensations their color nuances, strengths, intensities and S4 on.
R d and guidelines for using color
The most basic principle when it comes to the color of the interface is to not use it unnecessarily,
but rather see color as a possible complement to a AND4 functioning interface. M4nga
expresses this to mean that one should kdesigna monokromtk and primarily organize information
are being introduced using spatial formatting and the like, and only after that
found that the interface works add color as a redundant code. (& Shneiderman
Plaisant 2005, pp. 63 64, 512; Galitz 2007 p. 704; Marcus, 1997, p. 436 438; Nielsen, 1993, p.
119 120; Andrn et al 1993, pp. 106).
Furthermore, the paints used are limited in number because it can be distracting
with m4nga colors and moreover sv4rt to remember the importance of them. About 5 2 pieces
color is the one recommended in the literature. (Marcus, 1997, p. 436; Nielsen, 1993, p. 119 120,
p. 436 438; Shneiderman & Plaisant 2005, pp. 510 514; Andrn et al 1993, pp. 106; & Sanders
McCormick, 1993, p. 113114).
Because people have sv4rt to ignore fr4n color coding, and will look for connection
and relationships between s4dant the same color, you should make sure that the colors used in
interface really transmits the signals it wants in terms of what information is
related to whom and S4 on. Ill-color fields and the like may otherwise cause
users look for relationships that do not exist in the information, which in turn can take valuable
Time ifr4n the task to be performed using the interface. (Galitz 2007 p. 696;
Shneiderman & Plaisant 2005, pp. 510 514). Unnecessary and icke4meningsfull color distracts
Moreover, the user and adds unnecessary noise that takes time for the user to interpret. (Wagner
1994, p. 320322). Provided that the color codes are well known, however, paint it fast
and easy to see which category n4gon information belonging without having to familiarize themselves with all
provided data. (Galitz 2007 p. 696).
Generally, in terms of colors besides, it is important to consider the expectations
comes with different color codes. People have different connotations to different colors and attributes
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Theory
those different opinions and meanings in different contexts. It m4ste therefore anchor with
users which color codes r4der in their domain. (Shneiderman & Plaisant 2005, p. 510
514; Galitz 2007 p. 706707). Just when it comes to the red, yellow and green, it is important that they
is used in its conventional context (danger, warning or normal). (Wagner, 1994, p. 320
322). Furthermore, it is important to think p4 that when a color coding has been established s4 can prevent
it g4r to perform tasks that g4r received encoding scheme. (Shneiderman & Plaisant 2005, p.
510 514).
Very important when it comes to color is also consistency in use. The same color-coding
should be used throughout the system and the selected colors should have the same meaning in all
context and be consistent within groups. (Marcus, 1997, p. 436 438; Andren et al
1993, pp. 106). Deviations fr4n an established color code confuses namely users (Wagner
1994, pp. 320 322) and makes s4 they begin to doubt when they should ascribe meaning to the different
colors (Shneiderman & Plaisant 2005, pp. 510 514). To provide color different meanings in different
context can lead to stress and annoyance of users. (Andrn et al, 1993, p.
106).
N4gra concrete R4d when it comes to the use of color is to avoid color pairs that inneh4ller
combinations of spectral extremes (i.e. colors with v4glngder in each end of the
visible spectrum) to red and bl4tt or yellow and purple. This is because it is very tiring
(Shneiderman & Plaisant 2005, pp. 510 514) or not at all possible (Wagner 1994, p. 320 322)
for the eye to focus tv4 s4dana colors simultaneously. And besides, since unwanted depth effects
may occur by the viewer feel that the red is knrmarek viewer than the
bl4a. (Shneiderman & Plaisant 2005, pp. 510,514; Sanders & McCormick, 1993, pp. 113 114).
In general, dark colors are perceived as reclusive, while bright colors are perceived
advancing towards the viewer. (Wagner, 1994, p. 320322).
Furthermore, the eye, as mentioned, different sensitivity to color in the field of view different parts. Different colors
perceived clearly recognizes various more or less the center of the visual field, depending p4 pins and
rod distribution across the retina. White has the broadest visibility, that is clearly b4de
central and peripheral, while the red and green almost only seen in the field of view center. Peripheral should
s4ledes first widely used and the more centrally placed in the visual field n4got the more colors
can be added. Bl4tt is tricky because the eye s4kallade yellow stain, which account for v4rt
detailed vision, is blind to this, and it is therefore not suitable for sm4 symbols, details or
alphanumeric data. (Wagner, 1994, p. 320322). If the red and green m4ste peripheral can be used
a good idea to be trying f4nga user's attention to winks, or the like.
(Marcus, 1997, pp. 436 438).
In terms of background colors recommended colors that do not compete with the foreground.
If you want light background is recommended a paint with L4G intensity type off4white, ljusgr4
(Galitz 2007, p. 708) or a grayed pastels (Nielsen, 1993, p. 119 120). At dark background
should be rather cool colors like black and bl4tt used. (Galitz 2007 p. 708). Further,
lung and harmonious colors are better than screaming (Andren et al, 1993, p. 106), the unsaturated
colors are better than saturated, and that the colors in the spectrum extremes (such bl4tt) is better than
range central color (such as green and yellow) as the background color. (Galitz 2007 p. 708).
For foregrounds should be colors that contrast well with the background used. For text and data
should you prefer to use black, unsaturated colors or spectrum central colors like white, yellow or
green. The colors used should also have the same saturation and brightness. To emphasize
elements, they should be done in a lighter color than the background and to do the opposite, they should instead
done in a darker shade than the background. (Galitz 2007 p. 708). Strong and garish colors suitable
generally well to f4nga attention. (Andrn et al, 1993, p. 106).
Furthermore s4 play also contrasts a big role in how color is perceived. (Shneiderman & Plaisant
2005, pp. 510 514). Between text and background color contrast should be maximized. (Sanders &
McCormick, 1993, p. 113114). By using strong contrasts can users
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Theory
attention. This is suitable for example to alert p4

critical information. (Marcus, 1997, pp. 436 438).
Summary R4d and guidance on color
E1) Designing monochrome ensure that the interface works without color, just add
to it as a redundant code.
E2) limit the colors used to their numbers, about 5 2 pieces
recommended.
E3) Ensure that the colors transmits the signals desired in terms of what information
that is related to the s and "on.
E4) Avoid unnecessary and non-meaningful color that distracts the user and
adds unnecessary noise.
E5) Take into consideration the expectations that come with different color codes and anchor
with users which color codes are "der in their domain.
E6) Use red, yellow and green in its conventional context (danger, warning
and normal).
E7) Be consistent in color use use the same color coding throughout
system and ensure that the chosen colors have the same meaning in all
context and is consistent within groups.
E8) Avoid color pairs that cont "ller combinations of spectral extremes, as
for example, red with bl "tt.
E9) Use of white's "way that is placed in the peripheral visual field. Red and green can
s used to "same as centrally placed in the visual field.
E10) F "nga user's attention to winks, or the like of red and
green meters "ste peripheral field of vision.
E11) Avoid bl "tt sm" symbols, details or alphanumeric data.
E12) Make sure the background color does not compete with the foreground.
E13) For use light background off white, light gray "or grayed pastels.
E14) For dark background use cool colors like bl "tt and black.
E15) Use calm and harmonious colors as the background rather than screaming.
Also useful are unsaturated colors and colors in the spectrum extremes (eg
bl "tt).
E16) Make sure the foreground color contrasts well with the background.
E17) Use black, unsaturated colors or spectrum central colors like white, yellow
or green text and data in the foreground. Also make sure that foreground elements
have the same saturation and brightness.
E18) highlighting elements by making them lighter in color than the background, and makes
opposite to draw not draw attention to the elements.
E19) Maximize color contrast between text and background.
E20) Use strong contrasts to direct the user's attention to the critical
information. Although strong and garish colors are well suited for f "nga
attention.
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JAS39 Griffin presentation and operation
4 JAS 39 Gripen - presentation
and maneuvering
This section provides a brief introduction to the JAS 39 Gripen and its driving environment with a focus on "
presentation and maneuvering. Then g "s the study of the most central parts of
presentation and maneuvering through a bit closer.
4.1 Introduction to the JAS 39 Gripen
After the parliamentary defense decision 4r in 1982, develops and manufactures Saab AB aircraft unit
JAS 39 Gripen 4t Air Force p4 ordering the Swedish Defence Materiel Administration (FMV). Since about 10
4r back developed and manufactured JAS 39 Gripen in addition to exports to including South Africa
and Hungary.
JAS39 grapple is an easy s4kallat multi4roleflygplan that can act as jakt4, attack4 and
reconnaissance aircraft (JAS). (Ahlgren et al 2002, p. 12 20). It belongs to the fourth generation
fighter aircraft, which means that it is a supersonic aircraft whose basic structure is
Digital and whose systems are fully integrated and computerized. This means that a common ocks4
database is used and that the interfaces are standardized. (Ahlgren et al 2002, p. 108 110).
4.2 Introduction to the presentation and maneuvering
in cockpit
JAS 39 Gripen is designed to meet very high safety requirements (Ahlgren et al 2002;
p. 28), as well as to relieve the pilot s4 s4 much as possible to him, instead of putting the focus
p4 reflex operation and management of immediate threats, can concentrate p4
making and P4 to acquire a cognitive superiority in the situation. To uppn4
this has the JAS 39 Gripen, including an integrated decision which takes all the information
fr4n outside world with internal information which gives the pilot a superior picture.
(Ahlgren et al 2002, p. 36 39). A very important part of this is the design of the presentation and
operation in the driving environment, because it is through the direct interaction with the system
ing4r there that this information is obtained. (Ahlgren et al 2002, p. 39).
Overall best4r presentation partly by a s4kallad-up display (SI) integrated (in
principle) in the cabin's front glass, and three liquid crystal displays (Liquid Cristal Display, LCD)
placed diagonally ned4t in the cabin. These are flight data indicator (FI), tactical indicator (TI) and
multi-sensor indicator (MI), see Figure 3. In addition, there is an indicator built into the helmet's visor
(Helmet Mounted Display, HMD) and audio presentation, but they are not discussed in detail in
this study.
SI is positioned s4 to the pilot's gaze is directed fram4t / upp4t, out to the world, when it is used
and called p4 English head4up display (HUD). FI, TI and MI are placed s4 pilot 4R
directing his gaze ned4t to use them and called p4 English head4down displays (HDD).
(Ahlgren et al 2002, p. 39; Roman & Andersson 1998, p. 4). In the case maneuvering s4
ing4r overall a variety ramknappar each indicator, a number of computer connected
control panels and levers and joystick.
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SI-up display
FI flight data indicator
TI tactical indicator
MI multisensor indicator
Figure 3: versiktsbild cabin
4.2.1 The head-up display, SI
SI is the most important source of information to be able to fly and aim and displays relevant flight data
as attitude, heading, altitude, etc., and the very important fartvektorn, symbolizing each
the aircraft is p4 way. (Material fr4n SAAB). SI is essentially integrated in the windshield, see Figure 4, s4
the pilot 4R indicator data superimposed p4 the actual surroundings. This is done by SI
is a collimated lens, which means that the image of the light projected at infinity and
facilitates the pilot's opportunity to focus in fjrromr4det. (Andersson & Roman 1998, p. 5).
Figure 4: Line of Sight Indicator
4.2.2 Flight data indicator, FI
FI is used as the main instrument for the presentation of flight data such as altitude, airspeed, attitude, pressure and
like, and the status of, for example, fuel and engine and information about the mounted load, with
more, depending p4 which mode is used. See Figure 5. It can also take up Mother
corresponding information normally available p4 SI and view information about threats against the
own aircraft. Among the important flight data can be displayed p4 FI is ocks4 attitude globe as
shows tilt angle 2 and the roll angle 3 . Although the angle of attack 4 presented p4 FI. FI is a LCD4baserad
color indicator placed obliquely ned4t left in the cabin. It is divided into tv4 parts, a lower part and
an upper part, where the selection of which mode to be displayed p4 each part can be made. Selections are made
press P4 indicator programmable ramknappar, or by using
controller as pointing devices. (Material fr4n SAAB; Andersson & Roman 1998, p. 5).
2 slope in the direction of movement between the nose and the horizon, ie the nose pointing up / down
3 inclination sideways, ie right / left wing directional up / down.
4 inclination (in direction of movement) between the airflow and the wing. (Stewart, 1992, p. 5).
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Figure 5: Flight data indicator, basic flight data instruments
4.2.3 Tactical indicator, TI
The overall idea of TI is that it should provide an overview of the tactical situation. The
show your own position, and uppdrags4 and navigation data overlaid on an electronic map p4 (ELKA)
see Figure 6. ELKA turned to their own course, why upp4t p4 indicator generally correspond
fram4t in reality. Custom symbol is 4 his side though, pointing s4ledes always kupp4tk. 5
Over Stored data best4r of the mission, data f4tts data link fr4n battle command center
(Spray) or the dressing and data fr4n own sensors. Pre-planned mission is presented in a s4
called uppdragspolygon (not visible in the figure). The polygon extending between the start and landing M4L
and a number of breakpoints that are placed p4 advance along among other threats in terrain.
Warnings and checklists can ocks4 presented p4 p4 TI depending which mode
used. TI is like FI LCD4baserad a color indicator. It is placed in the center obliquely in ned4t
the cabin and also here made choices of mode by the indicator or with ramknappar
controller as pointing devices. (Material fr4n SAAB, Andersson & Roman 1998, p. 6).
Figure 6: Tactical indicator, ELKA
4.2.4 Multi-Sensor Indicator, MI
MI presents the measured object fr4n aircraft's various sensors, primary radar. The items
the pilot would look p4 can be marked s4 that they become priority (4R larger symbols 6 ) and
transferred to TI, which is that part of the tactical situation. Besides various n4gra
radar presentations, MI ocks4 view task lists and sensor images with overlaid
information. MI is located to the right obliquely ned4t in the cabin and this is also a LCD4baserad
color indicator, where choices can be made via the handset. See Figure 7.
5 The g4r to set p4 to the map instead is oriented north and its own symbol instead it is twisted with
course.
6 are also other reasons for this.
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Figure 7: Multi-sensor indicator, radar
4.2.5 Joystick and controls
System Controller (SHC) and the joystick are designed for the s4 called kHands On
Throttle and Stickk4konceptet (HOTAS). THREATENED means that the pilot should not have to move
their hands fr4n joystick and throttle control at critical stages of the operation, but able to manage
the necessary functions with his hands still p4 place. Besides the basic
maneuvering capabilities of the aircraft and the engine has a host of other features
integrated in the SHC. For example, a hand control function integrated in SHK to
use it as pointing devices p4 indicators. Traction control is using a translational motion
to f4 good management of SHK for all p4dragslgen. (Material fr4n SAAB). See Figure 8.
Figure 8: Joystick
4.2.6 Ramknappar and computerized control panels
P4 indicators frames is a number s4 called ramknappar. See Figure 9. 7 These are

programmable and used to make various settings and the mode selection menu and for
to operate. Furthermore, there are a number of computerized control panels. See Figure 10. These are
Left Hand Control Panel (LCP), Upfront Control Panel (UCP), Target Acquisition Panel (TAP)
and Audio Control Panel (ACP). LCP is used to input and control of e.g.
radio functions. UCP is used for operation and indication of, for example, destination and
control order geometry. TAP is used for some basic sensormodval and ACP is used among
other to adjust the volume. (Material fr4n SAAB).
7 The bottom ramknapparna not used p4 TI.
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Ramknappar p "FI Ramknappar p" TI Ramknappar p "MI

Figure 9: Ramknappar
Left Hand Control Panel, LCP Upfront Control Panel, UCP
Figure 10: Computerized control panels
4.3 Content and form of the central parts
presentation and maneuvering
Presentation and operation of the JAS 39 Gripen driving environment best4r allts4 p4 overall niv4
of the elements described in ovanst4ende section. P4 is next niv4 actual inneh4llet, the
ie p4 appearance and format the information displayed. This includes the design and selection of s4vl
symbols, text and color scheme as the form of presentation of takisk information and important
flight data and design p4 various settings through modes and menus, and logic
behind when and why a certain inneh4ll presented. The following is a presentation of the
this task most central inneh4llet in presentation and maneuvering.
Comment 2: The presented below are largely based on "the knowledge
accumulated throughout the thesis by the study of the system in the form of
documentation, visualizations and simulations, and through conversations with engineers.
4.3.1 Mother
Each indicator has a number of different image modes. Choosing bildmod of an indicator is made by the menu
P4 indicator using ramknapparna or system controller and determine 1) what
information to be displayed on p4 and 2) how this information should be presented. it determines
ocks4 3) the menu items that will be available with the touch of a button. To
one is in a certain mode is not specified explicitly using the n4gon text or graphics, without
recognized by each mode is unique b4de to inneh4ll and presentation. Essential
picture modes can generally be addressed p4 several indicators. P4 SI, TI and MI used one mode at a time
while FI, as mentioned is divided into a lower and an upper part, can show tv4 different modes simultaneously.
Figure 11 shows the FI in a number of different modes.
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Page 40
Bvre half : Defensivmod Lufttankningsmod Planflygmod OVK courage

Bottom half: Grundl. Flight DataGrundl. Flight Data Grundl. Flight DataGrundl. Flight Data
Upper half: general condition general condition
Bottom half: engine data Monitormod
Figure 11: The same indicator (FI Flight Data Indicator) in a number of different image modes
P4 overall niv4 are in addition to this the three main modern fighter, attack and reconnaissance (J, A
and S), which determines whether the aircraft is to act as jakt4, attack4 or reconnaissance aircraft.
By choosing n4gon of these are automatically part kdefault4instllningark p4 respectively
indicator specific to the selected main mode. It also limits to a certain extent what may
made in the form of concrete operation.
4.3.2 Menus
Menus are p4 each indicator and is used to set different picture modes, ie,
what information should be presented and how, and to make other settings,
adjustments in the presentation. Structurally, the menus are structured similarly p4 all
indicators, but the menu options differ 4t among themselves. Options are always
placed along the indicators vnster4 and right edges (sometimes even on the low side), next
ramknapparna, which ocks4 can be used to highlight and select the menu options. See
Figure 12.
The menus have (with the exception n4got) a depth, that is, there are (generally) only tv4 niv4er,
only one of which leads to further options. There is no bak4t4knapp to get
back, instead used kmenyknappenk (MENU) to return to the basic menu.
This is always located p4 same place in the lower left corner and klagrark not freg4ende
Setting / selection but only gives the user the ability to make the desired selection p4 again. Further,
When a menu item is selected s4 dialed it in. Menu options selected and deselected by
the same button. Ocks4 pointing device may be used to select menu options. Figure 13 shows a
schematic picture of the menu's structure.
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Page 41
Menu Position (FI)
Figure 12: Location of Menu

mode 1
Menyaltternativ
4 Adjust / set / select mode 2
parameter X, Y, Z
Location 3
Etc.
Indicator A, B, C
Bildmod 1
kMENUk Bildmod 2
Select bildmod
= p4verkar Bildmod 3
Etc.
Figure 13: Schematic representation of the menu structure
4.3.3 Symbology
What is measured by the radar, called radarm4l s4, p4 MI symbolized by a

set of symbols that are b4de frg4 and shape-coded, and has an explanatory text (sometimes
displayed altitude information instead). See Figure 14. The symbols indicate whether radarm4len's own, neutral,
unknown or hostile, and if they are p4 ground, air and S4 on. When these are transferred to
TI to appear as tactical information bibeh4lls symbol of the appearance and importance and has
allts4 same color, shape and text there.
Via another sensor F4S information about the threat to the aircraft. These threats presented by
a set of symbols p4 FI. Although these symbols are frg4, form4 and text coded. The color and
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Page 42
the text has the same meanings as radarm4lens, but the shape is not the same as it
want to distinguish between threats and M4L. Although these symbols appear p4 TI and sees the d4 alike
p4 as FI. See Figure 14.
P4 SI has its own symbolism for the corresponding symbols (M4L and threats). The symbolism is not
it comes from the SI vector graphics instead of raster graphics as FI, TI and MI.
Generally s4, Western color conventions used to determine what symbolizes
kvnk respective kfiendek and the like, and the colors p4 symbols are strong and that the selected s4
contrasts well against the background.
Furthermore sees the pointing forces and its own symbol equally over the three indicators where they can
used (FI, TI and MI). Attitydpresentationens artificial horizon g4r to f4 p4 all
indicators and looks d4 always the same.
MI, m "l symbols FI, threats symbols TI, m "l and threats symbols
Figure 14: Symbols
4.3.4 Color and backgrounds
The interface initially developed to operate completely without color, because it was the beginning fr4n
appropriate color indicators to tillg4. Colors have been deferred, but only used restrictively
which helps the user to quickly assess, reading, attention n4got
and s4 on. In connection with the introduction of color was also a major investigation which
thoroughly tested out the most suitable colors and decided what to do.
All colors are available in a day set and night set. In this study deals only
daguppsttningen.
As for the background color (daytime) have p4 TI and MI chosen a bright GR4 tonnes and for a FI
light beige. ELKA p4 TI has color kit s4 that water is bright bl4tt and country light beige, making s4
they superimposed colorful symbols are clearly visible. Likas4 the radar p4 MI, f4tt these
colors. It does, however, light beige surveyed omr4de and bright bl4tt omr4de outside input.
Attitude sphere p4 FI color set s4 to ned4t the ground is brown and the sky is upp4t bl4tt.
The symbols have f4tt strong, clear colors that have high contrast against the background. See Figure 15.
background Color Color ELKA p "TI Colour Radar Color attitude sphere
color symbols
(FS) p "MI p "FI
Figure 15: Colors
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Page 43
4.3.5 Text and abbreviations
The text is p4 indicators best4r partly by the different menyalternativens name, and by
various orders, warnings and instructions. For text uses p4 due to a limitation in
h4rdvaran capital letters for all words. To save space is menyalternativens name addition
written p4 end. For the text used on a mrkgr4 hue. See Figure 16. The
names / words of the menus and the like are often abbreviations or acronyms of longer words or
names for different functions.
Figure 16: Text and abbreviations (TI)
4.3.6 Map and radar
ELKA p4 TI has five scales that can be set via the SHC or by using ramknapparna.
Superimposed p4 map are map symbols showing optical identifier, lakes, roads, railways,
cities, obstacles, towers, churches, current position, uppdragspolygonen, threats p4 ground and threats
in the air. The map is the recording angle oriented, that is upp4t p4 map corresponding to the direction of travel,
which is consistent with the attitude and horizon are presented in general, see the section on
attitude presentation below. The map is color set s4 that country is light beige and light water bl4tt.
The symbolism p4 map corresponds to the symbols that are used for radar p4 MI, see Figure
17th
Radar presentation p4 MI is also this color sat with light beige and light bl4tt, see the section on
color, and displays the items that the radar measures into a radar scan. It can be divided into an upper
and bottom part, the bottom shows the radar sweep ovanifr4n and the top shows the seen fr4n
page. The lower frh4llandet give information on the horizontal plane between the determined objects
and its own position, the upper, in turn, primarily information on how they determined objects
frh4ller to its own position in the vertical plane 8 . There are more ways to f4 radar picture
introduced than that shown in Figure 17.
ELKA p "TI Radar p "MI

Figure 17: Map (TI) and radar (MI)
8 One can ocks4 see it as an energy indicator because m4lens height and speed and gives lges4
kinetic energy.
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4.3.7 Attitude Presentation
Attitude describes an aircraft's position relative to the horizon. It depends of the aircraft and tipp4
roll angle. The tilt angle (eng. Pitch) is simplified angle between the nose of the aircraft and the horizon.
Roll angle corresponds to the wings tilt relative to the horizon. See Figure 18.
tilt angle ROLL ANGLE
HORIZON HORIZON
AIRCRAFT Side AIRPLANE SEEN from the front
Figure 18: Tipping angle and roll angle
Traditionally, the attitude information presented by means of a mechanical s4kallat attitude sphere.
A s4dant best4r in principle of a moving ball which is airframe motion and has a number
Marked latitude / attitude lines and a m4lad horizon, s4 called artificial horizon, which follows
the true horizon and through their relationship to a fixed direction own symbol shows
the aircraft's attitude that is frh4llandet between his own position and the ground. (Stewart
, 1992, p. 122 123). See Figure 19.
ATTITUDE LINES
20 20 20 20
ARTIFICIAL 10 10
5 5 10 10
HORIZON 5 5
105 510 5 510
FIXED 10
20 20
own symbol 20 20
SIMPLIFIED Shows roll ANGLE And tipping angles

ATTITUDE GLOBE
Figure 19: Simplified picture of the attitude sphere
To present the attitude p4 this way, with the own symbol and variable horizon, corresponding to
view the world fr4n a fixed point inside the aircraft and is therefore called for kinside4outk. The opposite
to consider the aircraft utifr4n, l4ta horizon / ground be firm and own symbol / aircraft
variable (as in Figure 18) is called the analogy of koutside4ink.
In JAS39 Gripen's freg4ngare attitude has, in addition to that shown by this type of
attitude balls (kinside4outk), ocks4 presented by straight lines attitude (and artificial
horizon), which moves with the motion of the aircraft, projected p4 SI with its own symbol
firmly in the direction of travel. This has given the information on tipp4 and roll angle superimposed on p4
actual surroundings. This form of presentation of the attitude modified However JAS39
Gripen because it gave some problems in the presentation of especially powerful and tipp4
roll angles. (Material fr4n SAAB).
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ARTIFICIAL
HORIZON
SHAVE
ATTITUDE LINES
FAST own symbol
Figure 20: Simplified picture of the early attitude presentation
The JAS 39 Gripen is used instead of SAAB AB patented innovation attitude presentation
which admittedly just as before is by projection p4 SI but now utg4r fr4n that their own
position is the center of a giant space rigid sphere that has signposted latitude / attitude circles
with markings for longitude / rate index, zenit4 and nadir symbols and indications of norr4
South and st4vster. See Figure 21.
attitude Sphere Attitude Presentation p 'SI
Figure 21: Attitudes sphere and the existing attitude presentation on "SI
The new attitude of the presentation is still based, like the mechanical attitude sphere, p4 idea
variable horizon and the own symbol in accordance with kinside4outk but the idea is that this allts4
immovable symbol is in the center of the sphere and consider its attitude circles inifr4n. IN
projection p4 SI is the attitude of the lines no longer straight, but more and more curved based p4
PITCH upp4t and ned4t the sphere, see Figure 22. This provides a clear image of 34diminsionell
b4de height and position of the aircraft that is stable even at the tumbling and the like. (Material fr4n
SAAB).
37
Page 46
Seen utifr "n, and inifr" n> The aircraft's speed vector 0 rel. The aircraft's speed vector 20 rel.
horizon horizon
The aircraft's speed vector 40 The

aircraft's speed vector 60 rel. The aircraft's speed vector 80 rel.
rel. horizon horizon horizon
Figure 22: Attitudes Sphere, gradually increasing tilt angle
Attitude lines spaced at 10 s intervals p4 sphere and their markings

price / longitude is strengthening with ktaggark pointing to the sphere upper side (upp4t the sky)
which gives an additional information direction. The attitude of the line that corresponds to the arts horizon
(Sphere kekvatork) have finer markings for course / longitude than the other.
4.3.8 Flight data Instruments - ball, altitude, speed

kBasic4Tk or kT4linek called the classical set of electromechanical
Flight Data instruments normally found in all older 9 aircraft. This consists of the four
the main instruments of speed indicator, attitude globe indicator for the aircraft's course and
height indicator placed in a T4formation that makes it easy to read them p4 appropriately.
(Reising et al 1999, p. 329). See Figure 23 and 24.
9 In principle, since after World War II.
38
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38
500 37
20 20 36
400 10 10 35
5 5 34
300
105 510 33
200 32
20 20 31
SPEED INDICATOR N HEIGHT INDICATOR
E W ATTITUDE GLOBE
INDICATOR
AIRCRAFT TRAINING S
Figure 23: Schematic of Basic T
JAS39 Gripen's FI mimics Basic4T for presentation of flight data by plotting the
classical instruments p4 this way, with the modification that the attitude orbs and indicator
aircraft's course is integrated in the same kklotk, in accordance with the attitude presentation SI P4.
Figure 24: Basic T presentation on "FI
For speed and height used round indicators providing b4de quick rough readings and good
finavlsning. Attitude sphere is as mentioned n4got modified, but has its origin in the elderly
variants. The diameter has been s4 large as possible to 150 (of 180 possible) of the sphere shown
P4 indicator. (Material fr4n SAAB). The sphere is the color set to reinforce what is up and down
(Land and sky), light bl4tt top and light brown bottom. P4 sphere bottom half is
Moreover upp4tpekande arrows to emphasize this.
4.3.9 Ground Collision Warning, MKV
When the aircraft is flying l4gt and the risk of colliding with the ground increases, s4 strengthened
attitydpresentationens ktaggark (showing what is upp4t) with a large, clear u4formad
double that ocks4 pointing upp4t (the direction the driver should strive for). This is called
ground collision warning (MKV) and is a warning that pops up while p4 s4vl SI, FI
by TI about 3 seconds before the danger. See Figure 25. In the design of a ground collision warning
has weighed the dangers associated with v4davarningar / false alarms to give the pilot time to react
p4 warning. The symbol for ground collision warning b4de gives information about which h4ll
the pilot must control the 4t arrows upp4t and how much margin pilot has avst4ndet between
39
Page 48
symbol and fartvektorn decreases with avst4ndet to ground. In addition to the visual warning
will ocks4 an auditory verbal warning (s4 called Prator), which repeats the command: kPull UPK.
MKV p 'SI MKV p "FI MKV p "TI

Figure 25: MKV p "SI, FI and TI
40
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Results
5 Results
This section presents the results obtained at "llits in interviews, discussions and workshops.
5.1 Results of conversations and interviews
The method section describes the process of interviewing and talking to engineers who participated in
development of the JAS 39 Gripen presentation and maneuvering. There is also mentioned that
primary purpose of the interviews was to f4 basis to select suitable
Design examples of JAS39 Gripen's presentation and operation, described with the aid of
design principles. This section presents the results of the interview process. The presentation is made in
form of a processed synthesis that the various responses fr4n interviews been divided into a number
meaning categories. In Appendix 1 4terfinns more detailed accounts of the interviews.
5.1.1 Processed results of interviews
During the interview process obtained several examples of the presentation and maneuvering which
ktnkt Clse or applied n4gon form of design principles. These recorded, numbered and
given letter designations (see Appendix 1). Through analysis of the interview material, which
was structured and kjmfrdesk with the knowledge accumulated through literature studies
to identify and structure among design principles, could these design examples are divided into
five categories by way of example p4 overall design principles. See Table 1 below.
Design Example fr4n interview material p4 theme time of source Sammak process, click veralltk, hang kskall
paired and S4 also have been categorized under the heading Design Consistency . Example P4 theme
Astringent fr4n frrk, k4terskapa old instrumentk, ks4dant known to be operable for mnniskank,
or related presentation which worked with metaphors and conceptual models,
categorized under the title Mental models . Design Examples p4 themes kb4de X and
Y shows ZK, kX is available several p4 stllenk and kdet are several ways to do Yk has
categorized under the heading Redundancy . Examples that had to do with efficiency,
reduction of information, simplification, reduced complexity, the convenience of the user and s4
further categorized under the heading H "ll it simple . design examples that raised the color and
color usage have been categorized under the heading color .
In Appendix 1 4terfinns richer descriptions of the respective results. Note that the interview 4 is
in Table 1 d4 it did not address design examples.
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Results
Table 1: Categorization of the interview results
Intvj Design- mental Redundancy H ll easily F rg

no. texture models
1 1B) ABBREVIATION
1G) Attitude 1D) Selection menu1A) Just 1H) Savings
tions and sphere 1J) Photo Mother p "necessary and color
acronyms more than one site 1F) Tools used
1C) Frame placement p "FI Spirit
buttons 1I) Air Refuelling
2 2A) Symbology 2G) Attitude 2C) Information 2B) Carefree Flying 2H) Atti
presentation
2F) Mark Extrakoll p "more than one 2D) Not always objectivetydklot,
isionsvarning 2H) indicator truth prediction height and
Attitude Ball, 2E) Toner and and calculations speed
height and speedaudio warnings speed vector
3 3L) Same 3E) flight 3A) Integration 3B) Korrelerings 3H) Map
symbolism Angle information function
regardless of mode
oriented available 3C) Number of symbols
map everywhere
3F) Menu Depth 1
3G) Intuitive name p "
menu selection.
5 5H) 5F) Attitydpre 5A) Formkod, 5C) S "little information5A) Form

The symbols representation andcolor redundancy as possible code, color
equally between ground
MI collision 5E) Several ways to5D) Handrails redundancy
and TI warning do the same 5H) Multi Enso
5G) Tradition, rintegration
"Reproduce
5F) Carefree Flying
old
instrument
5B) Inheritance from "n
before
5.2 Results of the workshop
The method section describes the design and implementation of the workshop. It also describes the tv4
the main aims of this, which was to 1) validate the findings to date (including
categorization of interview material in the form of the five overarching design principles) and 2)
f4 to produce
workshop. more
First designthe
presents examples
results oftothe
choose from. Below
discussion are theand
/ validation, results
then obtained
the resultinof
Brain storms to f4 produce more design examples. It should p4pekas to the design examples that
emerged but beyond the thesis fokusomr4den not reported here.
5.2.1 Results of the validation of conclusions
The workshop is intended to validate the primary tv4 things, 1) whether the categorization of
interview material in the form of the five overarching design principles were okay, and 2) whether the
design examples that emerged from the interviews with the engineers one and a perceived
correct, and whether they were well received by several engineers.
The groupings of the general design principles, that is, the overall design principles
raised during the workshop, also (with one exception) categories interview material
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Results
divided into, ans4gs be good. This was partly directly through a discussion of these, and
indirectly through the rich results that were generated during brain storms on design principles (see
more on this below). During the discussion it emerged, however, that the comments p4 design principles
should be more detailed and described in the form of ksubprinciperk in the report. Also discussed
whether the design principles that have to do with how one should deal with the automation, ie
when you should and should not automate should constitute a separate category.
Whether the design examples that emerged from the interviews with the engineers one by one
correctly understood, and how they were received by several engineers, emerges from the results fr4n
Brain storms below. Overall, it can be said that m4nga example fully or partially
overlapped with interview material and that it rarely r4dde divided on whether
design examples raised were relevant. The g4nger d4 different approaches p4 same
design examples emerged discussed this p4 well and for the most part everyone could agree on
an approach.
5.2.2 Results of the brainstorm to find more examples of design principles
Through the brainstorming held based p4 categories (in the form of design principles) that
emerged from the analysis of the interview material, revealed a lot of new design examples. addition
repeated some design examples fr4n intervjuomg4ngen, which, as stated above, these
such as a further validation.
Comment 3: The examples used in my presentation to the respective brainstorm
repeated naturally not p "this way, but these shall this should not be seen as
non-validated, because the end "had implicitly with H" ll of the participants.
Below are the results fr4n and brainstorm deemed to be within
thesis fokusomr4den for each category, see Table 2 7. Note that the category
kH4lla the enkeltk broken before the workshop subcategory kanvndbart format direktk out and
treated as a separate category (see principle D8 summary box to the kH4lla
enkeltk). This is because hunches were that this subcategory would generate m4nga
example.
Explanation of Table 2 7:
Design Examples mentioned first g4ngen during the workshop marked with RXR in
delkolumnen rNyr , who belongs to the main column is verlappar interview results? r.
Design example that overlaps the previous example fr4n interviews indicated instead of
delkolumnen rJar . Instead! X! mark consists of the term fr4n Table 1
corresponds to the example fr4n interview results workshops example overlap
(example r1Ar ).
Design Example partially overlapping the previous example fr4n interviews indicated p4
Similarly, in delkolumnen rDelvisr , even those with the designation fr4n table 1.
r / r indicates that the example fr4n interview material overlapped belongs to a different category
there than during the workshop.
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Results
Table 2: Results fr4n brainstorm p4 theme design consistency
Design Example design consistency Bverlappar

interview results
Yes Partly New
How abbreviations are always follows the same method 1B
How ramknappar built up how choices are made with these always follow 1C, 1D
same method
The sphere and the attitude of the lines are the same, consistency in the display 1G
of what
/ 2G is
/,
up "t down" t, arrows. Also applies in HMD 2H /, 5F /
Color Set No is consistent stenh "vp color coding 2A, 3L
Presentation is always the same location, height is always right, always off x
to the left, and so on. That is, the relative position of information is
always the same (height on the right course in the middle, off to the left, etc.)
The hand control control mode equals p "all indicators. This applies x
even SHK buttons. They have the same function over all
Synced flashing all the winks are h "rdsynkade, even between different x
Warnings P "different indicators. B" the current frequency and the flashing time.
Think roadwork warnings
Siktesmoder always uses the same principles x
Table 3: Results for "n brainstorm p" theme of mental models
Design Example mental models Bverlappar

interview results
Yes Partly New
Ground Collision Warning whole symbolism, direction, dangerous 5F
Map View 3E
Direction Oriented map, as when one orients 3E
Cargo Balk Form p "FI showing how the load hanging. Rita's not like in other x
aircraft's presentation, which usually f "r see the plane ovanifr" n
RR sweep marker mimics exactly how the radar sensor sweeps. x
Flights Drivers using the sweep to ensure that it is p ", a bit like a
security
SFI (Special driver instruction) driver can choose to f 'up x
consequences of failure. At the warning can call up the SFI for instructions
B scopes old presentation on "radar that drivers wanted x
left. It gives Mute "nd in height and angle sideways would g" to make a
more useful presentation but the drivers like the old
HKM (the usual cursor pointing device) used on "the same way as x
joystick, that is, to bring up the "t p" screen, the lever
until "t, just like on" SHK. Works for pilots, sometimes not
engineers
Dist "ndsskalan to assess how quickly you move (all h" ller not x
with)
Fartvektorns (fartfelsfenans) prediction (could hear here) x
Zero down "t p" certain instruments that were however replaced with the "t, x
was otherwise meant to show the land
10
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Results
Table 4: Results for "n brainstorm p" theme redundancy
C, CC CJ2 'C /, 2 BKC'J / / '2

, C'K 'CJ / 2
/2 CJK 2 2
MKV Symbols p "four indicators, Prator and the main warning 1J,
2C
Symbol color, form and function. Concerted p "the various indicators 3A,
5A
3L /
L "gfart and high speed index and Prator 2E
Analog / Digital sometimes quick reading, sometimes carefully dynamics. Dist "nd 2H /
to benchmark, speed in the speed scale, the fuel in the fuel scale
Tactile and audio presentation. Hand Top p "joystick. Soft Stop / hard 2E
stop. Tone that tells what happens also "
Dist "nd to digital objects, ruler and analog. M" TTA / underestimate the map and x
f "r using the ruler
Always text at Prator x
Hotvarning redundancy audio, visually. Says at three, print it in x
text and drawing out direction (line)
Table 5: Results of the brainstorm p "theme color
C, CC CJ2 '2 BKC'J / / '2

, C'K 'CJ / 2
/2 CJK 2 2
Good color contrast. Neutral background colors 3H
The right use of color, for example, group 5A
Earlier models of the JAS 39 Gripen worked completely without color 5A
Dimming s "that indicators can be seen in different lights. Set automatically, x
but can also be manually
NVG (Night Vision Google). V "glngder filtered / amplified in NVG x
f "is not used in the aircraft's" that you can not dazzled by their own flight data
SI is monochrome, h "rdvarubegrnsning x
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Results
Table 6: Results of the brainstorm p "theme h" ll easily
C, CC CJ2. JJ / 2C 2C, CJ 2 BKC'J / / '2

, C'K 'CJ / 2
/2 CJK 2 2
No backup instrument displayed until they are needed 1A
MKV extinguish tactical data p "TI 1A
Cleaned mother used in L 'ghjdsflygning 1A
Kartinneh "ll versus uppdragsfas. High altitude masts and 1A
Similar is important and appears on the "l" g height, not shown here 3C
Horizon switches on / off automatically at the (slightly larger) operation
1Arash
sense l "g height. Situation Adapted presentation
Filter the measured object. Taking in maybe 2000 items filter p "Mute" 1And.
Presentation Selection. 5C
Correlated m "l fr 'n different measuring devices. 3B
Minor audio warnings blocked during critical phases, type 1A
landing
If the driver can not "tgrda n" got p "appears not. Other planes 1A
shows example Hydral and electrical diagrams, although the pilot can not 5Cmake
"Measures in then. Generally shown (why?) F" engine instruments.
The main warning is presented in stages, information in several layers 1A
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Results
Table 7: Results of the brainstorm p "theme usable format directly
C, CC CJ2 /, K / '2' / 2 'C 2 BKC'J / / '2

, C'K 'CJ / 2
/2 CJK 2 2
MKV driver need not think 2B
5F
Course Magnetic / True North. Depending on the "ground control, references,
3E /
phases mm
Fartfelsfenan prediction and calculations 2D
Energy Trail helps the driver to know the path angle. A bit like control orders 2D x
Prat ORVAR ups are not finding but is given as call x
Necessary conversions. Ex. if a task f "s in kg, can be through x
pressing "a convert button f" corresponding weight in pounds, liters,
etc
Positioning when talking to STRIL. Can f "different types of x
coordinates and d "can enter and f 'conversion from' s example.
UTM systems to longitude / latitude
Playtime is not fuel consumption. How long one can remain without x
the fuel runs out, instead of users. himself will figure it out based on "
fuel quantity
Hemflyg and mission fuel x
Commands and speed vector. The control order shows how to steer to n " x
their m "l. Works often seamless changed the course. You can set the" ka
behind and above. It counts if's "that there will not be abrupt changes in
course.
M "l utpeknings symbol in the SI business environment is real. Not 2 km to a and b x
without a finished image
Push Boundaries vs. m "l p" horisontalvyer (even par. scale / radar). P ', this x
This eliminates the pilots themselves assess dist "nd to m" l, how close they are,
what their speed direction (using Bib) etc.
Wind Restrictions. Sammanh "contents momentum vector control orders, glide path line and x
. Civil Ratio "Condition of between IS and BR values. Relative Position
right outside begrsningaen must be automatic
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Analysis, selection and matching
6 Analysis, selection and matching
Partly consisted analysis of the previously presented categorization of the interviews in

the form of the five overarching design principles, as well as to identify the overlaps
existed between the results for 'n workshops and interviews. First, it consisted of utifr' n that
Processed results, weighted with their own studies of documentation, visualization and
like as well as knowledge acquired through literature studies, selecting the most appropriate
Design examples and design principles to match against each other, and in that in the end also "
describe this match. This section presents the analysis, selection and
matching work.
6.1.1 Analysis and selection of design examples
The choice of design examples emerged gradually by 1) more and more frst4else for
various systems and its presentation forms accumulated through interviews, workshops, and their own
studies of documentation, visualizations and the like, and 2) that more and more theoretical
knowledge about design principles erh4llits through more in-depth literature studies. The
Design examples finally selected is often s4dana who have either 4terkommit during
several interviews and / or repeated at b4de interviews and workshops and / or highlighted as
important in the documentation, dropped out during the study limitations and fokusomr4den and
utifr4n the gradually increasing theoretical knowledge of design principles deemed appropriate as
Examples p4 applications of the same. This assessment has also been validated by
intervjufr4gor and utg4ngspunkter used during the workshop.
Design examples selected have allts4:
Aterkommit on several interviews, and / or
repeated at b4de interviews and workshops, and / or
emphasized the importance of documentation
Fallen during the study's limitations and fokusomr4den
deemed appropriate examples p4 applications of design principles
These design examples based on 1) the relative position of speed, altitude and course p4 different
indicators, 2) how abbreviations made, 3) design symbolism of various indicators, 4)
attitude presentation and its design implications, 5) ramknapparnas position and structure,
6) Controller control mode, 7) ground collision warning and the artificial horizon, 8) the
driving angularly oriented map, 9) flight data instruments or kinstrumenteringenk, 10)
sweep mark p4 radar, 11) load beam shape for the presentation of the hinged cargo, 12) warnings
b4de with text and sound, 13) how to determine avst4nd items to the map, 14) design p4
attitude globe, 15) filtering and correlating the measured object, 16) head the warning given in
several steps, 17) the amount of information because of uppdragsfas and height, 18) that do not show
el4scheman and hydralinstrument, 19) the solicitation talk orvar estimates, 20)
conversion opportunities between different data formats, 21) displaying the remaining fuel, 22)
control order, 23) that was originally designed in monochrome, 24) how to select background color,
p4 color text and color symbolism and 25) how to set the color map, radar and attitude globe.
6.1.2 Analysis and selection of design principles
The choice of design principles were also progressively by more and more knowledge
system, its forms of presentation and design principles themselves accumulated and
were analyzed. It was based partly p4 what is emphasized in several interviews and existing
materials p4 p4 now the same theme, and p4 design principle of the mutual generalizability,
frequency in the literature and which forskningsomr4den 4sammanhang and they originate in.
The principles chosen has been primarily general, high frequency and g4tt to 4terfinna in several
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Analysis, selection and matching
relevant research traditions. They have ocks4 assessed as most suitable to describe the
design examples emerged during the work g4ng, and validated by the workshop's rich
results.
The selected design principles have been allts4 s4dana as:
Been general that is applied p4 b4de high and L4G abstraktionsniv4 and worked
several tillmpningsomr4den
Aterfunnits frequently in the literature that is formulated p4 been more or less
equivalent manner in large parts of the selected literature
emphasized during interviews and in existing material fr4n now p4 same theme
originated in relevant research traditions and have been consolidating and researched
assessed as most suitable to describe the design examples emerged during the work
g4ng, and validated by the workshop's rich results
These consist of 1) the principle of design consistency, 2) the principle of supporting mental models,
3) the principle of redundancy, 4) the principle that kh4lla the enkeltk and 5) the principles of color.
The principle of using a kdirekt useful formatk, who broke out of the principle that kh4lla
it enkeltk and had to form a separate category during the workshop, was never intended to serve as
own overarching principle, and floated s4ledes back into the subprincip to the principle that
kh4lla the enkeltk after the workshop. It is conceivable that this meant that some emphasis of example
P4 thereby erh4llits this principle, and that if subprinciper p4 thus been separated from the Second
overarching principles s4 might also more examples f4tts p4 them. However, this was not
preponderance of examples s4 great in the end and has not been considered n4got problems in the results.
6.1.3 Matching between design examples and design principles
Just as the selection of design examples and design principles have matching between
design examples and design principles emerged gradually by more and more knowledge
b4de system, its forms of presentation and the theoretical design principles acquired.
The matching is mainly built p4 applied by the gradually increasing knowledge of ethical theory
design principles, but also p4 whether n4gon form of correspondence to match
4terkommit several interview opportunities, and how p4 p4 matches suggestions received and
discussed during the workshop that is the result of the validation of the categorization of
design examples based p4 analysis of the interview material. Even the thoughts and ideas on this
type of match that is documented earlier p4 company has been used as a form
validation and reference materials for their match.
The criteria for matching between design examples and design principles have been allts4:
Matching is deemed appropriate by applying the theory of ethical knowledge
design principles
Equivalent matching has 4terkommit the interview occasions
Proposal p4 matching (categorization) has been raised, discussed and validated (received
well) during the workshop
Matching is consistent with or build upon earlier p4 material on similar existing
try to matches between design examples and design principles that are now p4
Matching finally was described in the next section.
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Matching / Description
7 Matching / Description
This section describes the matches made between design principles and design examples
utifr 's earnings as "n conversations and interviews, workshops and literature studies. The descriptions
ed "is from" n the five selected overall design principles and each principle is presented,
using text and image, the parts of the driver's environment presentation and maneuvering assessed
serve as examples of "principle. For each example, a brief description and a reference to
whom or which the principles (from "n summary boxes in the theory section) as it primarily
connects to. For n "few of examples are also several examples of" example, to
further clarify n "got, this is done not undergone" basis.
7.1 Example of the principle of design consistency
7.1.1 Mutual location of the speed, altitude and course
Information about the aircraft's speed, altitude and course has genomg4ende, p4 places where this type of
flight data displayed (flight data indicator, FI, head-up display, SI, indicator of the helmet visor, HMD,
multi-sensor indicator, MI and in particular M4N also p4 tactical indicator, TI), the same relative
placing on its own symbol. Speed is always displayed to the left of their own symbol and height always
Right. When the price shown placed this always above its own symbol. See the example in Figure 26 below.
COURSE COURSE COURSE

ABOVE ABOVE ABOVE
SPEED HEIGHT SPEED HEIGHT SPEED HEIGHT
RIGHT LEFT RIGHT LEFT RIGHT LEFT
FI upper part due to flight data Lower part FI ndmonitor SI

Figure 26: Consistent relative position of information
P4 this way be genomg4ende in the placement of information or kelementk p4 screen

consistent with many of the previously introduced design principles p4 theme
design consistency. Mainly match this to the following principles:
A4) Where undergone "only in the design of messages, format menus, Y / C ', 2 / K2
'CJC C , the language "kbruk used, the user's attention f" NGAS, and s "
further.
A10) Use and reinforcement design consistency in terminology system, Y / C ', 2 / K2,' /,
and its functionality between different modes.
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7.1.2 Abbreviations
Abbreviations of l4nga words are generally produced by the same method, which consists of several steps: 1)
First checked if there is a standard or acceptable abbreviation or acronym for
function name, unless s4 selected 2) the most distinctive part of the name p4 function out
(Words kdatak, kelectronick, etc. deleted) and you try if the first four letters
serves as shorthand by the distinctive word. If this does not work adds 3) last
consonant in the word and does not work, this can instead 4) choose to remove the vowels
the word. Example P4 n4gra s4dana abbreviations shown in Table 8:
Table 8: Abbreviations
'',, 2 '', 2 '2 C2

EMGY EMERGENCY Vowels removed
MSSN MISSION Vowels removed
RDR RADAR Vowels removed
WPN WEAPON Vowels removed
GENE GENERAL FLIGHT DATA First letters
WARN WARNING first letters
SKIN Head-up display conventionally
INFO INFORMATION Canonical / letters
P4 this way genomg4ende designing abbreviations by the same method exemplifies

principle of design consistency, mainly network it is up to the principles:
A4) Where undergone "only in the design of messages, format menus, location
screen elements, the language "kbruk used, the user's attention f" NGAS, and s "
further.
A10) Use and reinforcement design consistency in terminology system, placement of information
7.1.3 Symbology between MI and TI and FI and TI
Symbols of radarm4l (own, unknown, hostile, and the like) are always the same p4 b4de MI and
TI. See examples p4 this in Figure 27 below. Likas4 are symbols of threats always identical p4 b4de FI
and TI. Threats are not shown p4 MI and M4L not p4 FI, 11 contrast, color and explanatory text
Always the same meaning p4 all color indicators.
11 Not in all versions.
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Radar MI symbolism MI
TI ELKA symbolism TI
Figure 27: Consistent symbolism MI and TI
Genomg4ende symbolism within and between mother and p4 different indicators is an example p4
design consistency. Mainly tie this than to principles:
A5) Designing symbols consistent current size, angles and more.
7.1.4 Attitude Presentation and its design implications
The idea behind the design of the attitude of the presentation of the pilot are
in a large space stable sphere and has betraktningssttet kinside4outk monitored not only for the
attitude presentation p4 SI, but 4terfinns in the design in several other parts of the presentation.
Attitude sphere p4 FI, for example, designed in accordance with the concept. Although the electronic
map, ELKA, turning to their own course, ie the process of oriented angle, is correct
consistent with betraktningssttet with the own symbol and variable horizon. See Figure 28. Further,
ground collision Association, MKV, design with arrows upp4t consistent with the ktaggarnak p4
Space stable sphere that marks upp4t. This is also consistent with the arrows p4
attitude globe that reinforce upp4t. See Figure 29th
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MOVABLE
HORIZON/ FAST EGEN4
SYMBOL
ENVIRONMENT
SI Inside out FI Attitude Ball TI Map

Figure 28: Consistent view mode in multiple presentations
STRENGTHENING upwards
SI Inside out FI Attitude Ball TI MKV

Figure 29: Consistency in multiple presentation
P4 this way be genomg4ende of how different methods of presentation are linked is an example p4
principle of design consistency. Mainly exemplifies this principle:
7.1.5 Ramknappar - position and structure
How choices are made with ramknappar built up genomg4ende p4 same way (see the section on menus
teroidelen) and selected ramknappar has always the same position. Ndmodsknappen kEMGYk is
for example, always located at the top left and the button to select huvudbildmod, the
ie the main menu button kMENUk, is always located in the lower left corner. See Figure 30th
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EMGY4
BUTTON
menu4
BUTTON
Ramknappar p "FI Ramknappar p" TI Ramknappar p "MI

Figure 30: Consistency in the location of important ramknappar
This network primarily with principles:

A3) Do's "to similar situations in a system can always be handled in" a similar manner.
A4) Where undergone "only in the design of messages, format menus, location
screen elements, the language "kbruk used, the user's attention f" NGAS, and s "
further.
7.1.6 The hand control control mode
The hand control steering of the cursor is always the same, regardless of courage, indicator and S4 on.
A3) Do's "to similar situations in a system can always be handled in" a similar manner.
and the ,, / JC 2 CJJ / 2 Y / 2 C ' .
7.2 Example of the principle of supporting
user mental models
7.2.1 Attitude Presentation
Attitude presentation utg4r described previously fr4n the established conceptual model
kinside4outk. This puts the user (the pilot) into focus and his position as
utg4ngspunkt force including viewing angle. See Figure 31. It amplifies ocks4
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the user's view of the world and can be said to be an external representation of what would
could be the user's inner picture of the attitude information. Attitude presentation presents
as mentioned also consistent across the system. Further, even texture and
correspondence between the motion of the aircraft represented p4 screen and how it actually
moving in reality
Figure 31: Attitudes Presentation example of "application of a conceptual model
Attitydpresentationens ways to support the development of mental models consistent mostly agree
principles which says:
B1) Use of clearly defined conceptual models and metaphors in the design of
presentation.
B2) reflect the user and not the designers mental model.
B3) Monkey familiar concepts and mimic's "way already learned of the user.
B17) Ensure that's "way that is movable p" screen follows the user's mental model of how the
as the variable portion represents actually moving.
7.2.2 Ground Collision Warning
Mark collision Association symbolism to show that the land is dangerously close, the driver should
upp4t control (see Figure 29) to get away fr4n hazardous consists of a large, red, U4formad
dubbel4pil. See Figure 32. The arrow importance can be seen as a metaphor for kfarligt near the ground,
control upp4tk 12 and is an intuitive and clear indication of what it is to be made. The
ocks4 enhances the user's view of its position relative to the ground. When avst4ndet to the ground
reduced further reduced, even avst4ndet between themselves and the arrow symbol fartvektorn, which
more should be consistent with the driver's mental image of how the aircraft is approaching
ground, which in turn can be considered as an example p4 principle of the variable part (see
below, basically B17).
Figure 32: Ground Collision Warning (TI)
12 MKV may also in some cases point ned4t, for example if the g4r faster to continue a looping than
stem the plunge and pick up the nearest way to the horizon. (Comment by engineer).
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The design principles to support the user's mental model that this is primarily linked to are:
presentation.
B17) Ensure that's "way that is movable p" screen follows the user's mental model of how the
as the variable portion represents actually moving.
7.2.3 Onboard Angle Oriented map

Map twisting with their own course and h4ller own symbol firmly in the direction of travel is
presentation attitude like the conceptual model inside4out. See Figure 33. The exemplify
s4ledes not only the use of a conceptual model but also an example P4 texture in
use of a s4dan which is n4got which help the user to vidmakth4lla and
further develop the mental model of the situation relative to the horizon through F4S
attitude presentation. If the user wishes, however, the map can be set to be oriented north.
VARIABLE HORIZON / IN ACCORDANCE WITH

ENVIRONMENT ATTITYD4
PRESENTATION
FAST own symbol
Figure 33: Route angularly oriented map (TI) in accordance with presentation attitude p "including SI

presentation.
7.2.4 Instrumentation
Introducing the flight data, fuel and the like is designed in analogy with the classic analog
instruments that were previously standard in the cabin. Flight data presentation using thus a
well-known metaphor fr4n the manual in the design world by mimicking the s4dant
the user may then previously. One can see that the design ktalar user spr4kk,
follow the habits and expectations rather than forcing them to learn a new way of presentation
just that it would be possible to develop a s4dant. Here you can ocks4 to mention that they have taken
to be P4 and passed on the knowledge that is behind the l4nga development of the analog
design of the instruments. See Figure 34 below.
Although placement of important flight data in the form of kBasic4Tk (see Figure 23, 24 and 26) for using a
user well-known concept for the presentation that follows user habits and expectations.
Attitude The sphere itself is besides this also the conceptual model kinside4outk.
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Current cabin design (Griffin) Cabin lay older aircraft (barrel)
Figure 34: Metaphors in the presentation of flight data
P4 this way, using metaphors and follow users' expectations and habits networks primarily
An principles:
presentation.
B4) Follow expectations, habits and routines and use established connotations, word choice and
symbols or speak the user's language "k.
7.2.5 Radar - scanning marker
Radarpresentationens sweep marker, commuting back and forth above the radar screen, is a
metaphor for how the radar sensor sweeps, as in older versions followed by how the analog
Indicator drew up the sensor image. The sweep is no longer utritningen p4 screen
but has been preserved in the presentation in order to align it with older versions, and follow
user expectations, habits and routines that says that the radar is ig4ng and works d4
scanning selection sweeps back and forth. See Figure 35th
oscillating movement
FOR SWEEP MARKER
Slide cursor
Figure 35: Metaphors of the radar presentation
This network essentially an principles:

presentation.
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B4) Follow expectations, habits and routines and use established connotations, word choice and
symbols or speak the user's language "k.
7.2.6 Load Beam Shape
To show hung load p4 aircraft used a picture of the aircraft utg4r fr4n driver
position and how the load is in frh4llande to him. P4 this way, the driver need not ktnkak
to determine where a particular load hanging, but can be directly read this fr4n picture. The load beam shape,
see Figure 36, primarily follows the user and not the designer's view of the aircraft (perhaps
would rather f4 same information using an image p4 aircraft uppifr4n). Themselves
load beam shape can in itself be seen as a metaphor for the aircraft.
DRIVER POSITION
RELATIVELY THE LOAD
LAST BEAM TO RESPOND

In the aircraft
kGENOMSKRNINGk
LAST LEFT ON LAST TO THE RIGHT OF

DRIVER DRIVER
Figure 36: Load Beam Shape
P4 this way put the user in focus, use a clear presentation and take into account their
picture of the situation network primarily with principles:
presentation.
B2) reflect the user and not the designers mental model.
7.3 Example of the principle of redundancy
7.3.1 Ground Collision Warning
To warn the driver that the plane is too close to the ground are used in
ground collision warning several ways to convey this. Firstly, it is used U4formade dubbel4pilen
emerging p4 s4vl SI, FI, TI MI, and an audible chatter orvar up kPull up! k which
Overall, this means that the information can be retrieved b4de p4 several ways and p4 several places, see
Figure 37th
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>> PULL UP! << CHAT ORVAR NING

WITH SAME INFO
SAME INFO PA
SEVERAL PLACES
MKV p 'SI MKV p "FI MKV p "TI

Figure 37: Redundancy in MKV
P4 this way tillhandah4lla same information several ways p4 and p4 several places in a situation
d4 it is really important to the user to receive information, is an example p4 principle
for redundancy. The principles on which this is mainly linked to are:
C1) Present critical information in multiple physical formats simultaneously, especially during Ratio "Condition of
which senses as sight and hearing are reduced, since multiple forms of presentation means that
the likelihood that the information should be interpreted correctly increases.
C2) Do not use redundancy unnecessarily, but only where it can really be beneficial for
user and create the context and order or to assist in comparisons.
7.3.2 Instrument
Instruments for flight data, engine, and more often b4de analog and digital scale, to function
b4de for fast and accurate reading. They have in many cases additionally shading beyond this, for
to give a quick indication further. See the example in Figure 38 below.
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ANALOG DISPLAY 4 QUICK Digital display 4

4 QUICK SHADING
READING CAREFUL READING
INDICATION
(HERE OF SPEED, ENGINE VARAVTAL & engine temperature)

Figure 38: Redundancy in the speed and scale of engine data
P4 this way present the same data p4 several ways such as p4 principle of redundancy.
Mainly tie these examples with the principle:
7.3.3 Text and Audio
At the warnings and exhortations given auditory, in the form of s4 called Prator or using
warning tones, written warning or prompt generally even out in the text p4 TI. See Figure 39th
>> WARNING MARES! <<
warning tone
with redundant
TEXT PRESENTATION
Figure 39: Text and audio redundancy (TI)
This example p4 redundancy ties mainly with the principle:
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7.3.4 Symbology (sensorinmtta goals)
The symbols for sensorinmtta M4L used to symbolize friend, enemy, etc. are
b4de form4, frg4 and text-coded, providing some redundancy 4t presentation. The shape speaks
b4de whether the symbol is equivalent to a friend or foe, and whether it belongs to the land or
air. The color in turn is correlated to soil and air, but strengthens whether
symbol corresponds to friend or foe. There ocks4 adds the dimension by various
color dividing friend from foe in kneutrala civil and vnnerk, respectively kfientliga and okndak,
text which in turn provides redundancy 4t with abbreviations friend, hostile, unknown and S4 on. 13
The redundancy color / shape is s4ledes mainly in the judgment of the symbol is friend or foe.
In addition to these codes will include also the symbol can be filled or not, which
has to do with how secure the position of the corresponding object is measured. It can also be large
or small, which indicates whether the input object is a priority (p4 displayed MI and TI) or
(display only p4 MI). Large symbols are prioritized.
In Figure 40, a schematic view of how the color and shape are used to provide different significance 4t
symbols.
FRIEND ENEMY
FRIEND / NEUTRAL CIVIL UNKNOWN / FIETLIG
AIR
GROUND
Figure 40: Schematic representation of the symbol redundancy (sensorinmtta m "l)
This type of redundancy network mainly, but not entirely, with the principle:
C3) Do not use color as the sole carriers of information, but merely as redundant
Information design monochrome.
7.3.5 Distance to Object
To determine avst4nd to a selected destination (control orders), the driver b4de underestimate the map p4 TI
using the map ruler and f4 information directly in nautical mil by reading in
the indicator's lower right corner. See Figure 41st
13 The text is replaced, however, sometimes with information about height, but can F4S front with a button.
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DESTINATION The distance to a destination

Can both OVERRATED ANALOG
(MHA RULER OF H GIVE IN
MAP)
AND PHASE DIGITAL (R NEDANF

MAP TO GIVE H, R RANGE)
distance distance
ANALOG (MHA DIGITAL
RULER)
Figure 41: Redundancy in reading dist "nd destination
Although this example p4 redundancy ties mainly with the principle:

7.3.6 Attitude sphere
P4 attitude globe are a number of codes that will reinforce the direction in which the driver has land
and sky. Secondly, there are lines whose attitude deviation shows how the aircraft moves (relatively
upp4t and ned4t seen fr4n driver's position), and there are arrows pointing in the direction away fr4n
ground and reinforces what is absolutely ned4t. In addition, there is also a color coded where absolute
ned4t, to the ground, reinforced with brown and absolutely upp4t, the sky, with bl4tt. See Figure 42nd
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ATTITYDLINJERNAS DEFLECTION
INDICATION (relatively) UP / DOWN
Coloring INDICATES (absolute)

UP / DOWN (DVS HEAVEN / MARK)
The arrows on the lower half INDICATES

(Absolute) UP / DOWN (DVS HEAVEN / MARK)
Figure 42: Redundancy in attitude globe
Although this example p4 redundancy network primarily with principles:

C3) Do not use color as the sole carriers of information, but merely as redundant
Information design monochrome.
7.3.7 Attitude Presentation (SI)

The attitude
Secondly, of the
there arepresentation p4that
attitudes lines SI reinforced theby
are deflected attitude
the upand the upand
/ down, / down / ground
presented / sky p4 p4
the attitude several
theseways.
lines directly on the numbers indicated for positive or negative attitude (up / down). addition
amplifies b4de attitydlinjernas deflection and ktaggark what is upp4t ned4t respectively. See
Figure 43rd
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ATTITUDE IN PLAIN LANGUAGE,

WITH ABSOLUTELY
DIRECTION UP / DOWN (+ / 4)
ATTITUDE LINES
Bent by the (relative)
UP / DOWN
TAGS INDICATING
What is absolutely
UP / DOWN
Figure 43: Redundancy in attitude presentation
This ties mainly with the principle:

7.4 Example of the principle of "keeping it
easy"
7.4.1 Standby instruments
No backup instrument appears in the cabin normally, but is only produced when needed. They can
4t accomplished by using the emergency button kEMGYk, who always sits at the top right p4
indicator.
D7) Be consistent.
7.4.2 MKV and artificial horizon
As the aircraft approaches the ground or at higher operating rash but not otherwise shown
the artificial horizon, which is normally only available SI P4, P4 other indicators. See
Figure 44. When the aircraft will further close to the ground lights even ground collision warning.
This extinguish in turn, almost all information p4 TI ie symbols and text showing
friends / enemies, map information, menus, and s4 s4 continue to focus completely can be added to p4
avoid collision with the ground. See Figure 45th
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Artificial horizon PA TI
When flying at low altitude
Figure 44: Artificial horizon p "TI is displayed only when necessary
GROUND COLLISION WARNING

Cancels out information on the TI
TI COMPARE WITH AND WITHOUT MKV
Figure 45: MKV cancels out tactical data p "TI
P4 this way only display information when it is needed and clear information
is not necessary to solve a certain task (in this case, avoid the collision with the ground) network
primarily with the principles:
D1) Eliminate unnecessary elements and s "way that does not contribute to the effective system usage.
7.4.3 Filtration and correlating the measured object
The various sensors which measure the outside world takes in m4nga items in their measurements, but all
these are not presented p4 indicators. A filter made p4 avst4nd to f4, the most relevant
the items in the presentation.
Furthermore, the various sensors and gauges little different accuracy and 4R not always
exactly the same data for the same object. In the past, this meant the same object could show up
that various items in the presentation and the driver got d4 decide whether the various
Entries are in fact the same object and which of the various inputs that had
highest quality. Now, this has been replaced with a korreleringsfunktion weighing up measurements
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fr4n the various measuring instruments and presents those the kbedmerk be the same items
a single object. This function does not need the driver nor determine the quality itself.
D8) Present the data in a user directly usable format
D14) Minimize the number of choices presented to the user.
An exception to this is that an object that b4de loaded as one M4L (MI) and threats (FI) in
some versions are presented TV4 symbols p4 TI.
7.4.4 Main Warning - presented in stages, information in several layers
Warnings about n4got is wrong in a system is always presented step by step and admonishing, which
means that the user step by step 4R information about the error and suggestions on how it should be
act to counter it. By p4 this way not only to warn n4got is wrong, but also to talk
about what is wrong and how it is solved, the idea is that it facilitates the user's workload
by that he does not have to transform warning information to potential
solution acts, but quicker to act by directly useful instructions.
The steps that the warning given in best4r of: 1) The user is made aware p4 which system
n4got is wrong in p4 panel to the right (this freg4s also an audio warning), 2) information on what
is wrong F4S via the LCP (Left Hand Control Panel) to the left and 3) instructions to manage
error is produced p4 TI. See Figure 46 for the warning gradually presented.
3
2 1
Figure 46: Stepwise alert on error

D3) Do not show all the functionality of the system from "n the beginning, use layers p" layer.
7.4.5 amount of information as a function of height and uppdragsfas
Information p4 TI which is not necessary in a certain mode is cleared away, s4 that only the information
needed for the data mode is intended to remain. For example, appears more
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Information about what is p4 ground in attackmod than jaktmod since the attack against
ground and race to the air.
Available information is ocks4 correlated to the height of the aircraft is. More information about
which items are p4 ground (eg masts, henhouses and fur farms 14 ) displayed
for example p4 L4G height d4 this type of information is needed, and less p4 high altitude, d4 this
not as crucial. See Figure 47th
TI p "l" g height, displays more detailsTI p "high altitude, this appears not as m" nga
the map such as the visible master, details of the map
henhouses and fur farms
Figure 47: Information Amount dependent on altitude

7.4.6 Electrical diagrams and hydralinstrument
S4dant that the driver can not 4tgrda shown generally not. Plain is otherwise the presentation of EL4
Schedules and hydralinstrument is available to the driver, but the driver can not d4 p4verka
These have chosen to not make it in the Gripen. For the same reason, shown generally f4
engine instruments for the driver.
To not bring s4dant that do not contribute to system use is linked to the principle:
7.4.7 admonishing Prator
Pratormeddelanden given in a variety of situations is generally admonishing and not

admonishing. That is, the information they provide are directly useful, and need not
kversttask to translate into handlig. If the speed is too high for example, said pratorn:
kReduce speedk and not n4got like kToo fastk or kSpeed too highk. Likas4 case at
for example, a ground collision warning that pratorn says kPull UPK and not kToo close to groundk
or equivalent.
14 Is there a risk that the animals run amok.
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D8) Present the data in a user directly usable format .

Pratormeddelanden may also be informed, in order to alert p4 n4got
chosen, set and S4 on. These messages are not naturally admonishing p4
same way.
7.4.8 Convert between formats
In communication with ground units and air control, different types of coordinate systems
used as the example mission p4 ground sometimes be correlated with an assignment in the air.
To the pilot in these cases be able to use the coordinates F4S fr4n ground, or give
information about their coordinates to ground p4 a way they frst4r, there is a
the conversion feature of the LCP which can convert the coordinates to a user directly
usable format. In this case fr4n s4kallade UTM4koordinater (used p4 ground) to
longitude / latitude (used in the air), or vice versa. Settings can also be made whether
longitude / latitude is displayed in decimal minutes or decimal seconds, which is about ocks4
provide user data in an immediately usable format, the format desired. See Figure 48 below.
LCP: Coordinates in UTM format LCP Converted coordinates, LCP: Converted coordinates,
longitude / latitude. Here in longitude / latitude. Here in
decimal minutes. decimal seconds.
Figure 48: Conversion to directly usable format

7.4.9 Playtime - not fuel
Instead of just displaying the remaining fuel, shown here even how l4ng time
fuel quantity is enough (with the current speed, mission type, etc.). Fr4n this time also
subtracted
49th fuel necessary for hemflygningstiden. This is called kPlaytimek. see Figure
PLAY TIME REMAINING

TIME WITH PRESENT
fuel quantity
Figure 49: FI bottom: Residual fuel in a directly usable format
P4 this way, the air driver does not calculate how long the fuel lasts, but 4R
desired information in an immediately usable format.
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This links to the principle:

7.4.10 Commands
A control order is a type of instruction that shows how a driver to steer to get to a
certain M4L / a particular destination. It takes into account b4de its own aircraft and the desired
m4lets course and speed, and points allts4 usually not krakt p4 m4letk but in the direction where the
own aircraft and m4let, with the current course and speed, will kmtask. By
follow the control words thus need the driver fails to assess this, utifr4n data on the measured
objects and their own course and speed, which makes it easier for the driver in an already very
complex situation.
The control words also works continuously, without interruption, change of destination, and count how
control should be performed with the new conditions, s4 that the driver need not take into account s4dana
changes, but just continue to follow the control words.
Figure 50 shows that the control words are not pointing straight p4 m4let but in the direction where m4let and shareholders
the aircraft will be met at current course and speed.
MOTH Commands
Figure 50: Control Order data directly usable format

7.5 Examples of principles of color usage
Note that only the color set for daytime treated here.
7.5.1 Originally monochrome design
When the development of the presentation and operation of the JAS 39 Gripen driving environment began
used monochrome indicators (green and black), because there was not enough
color indicators to tillg4 at the time. The interfaces are s4ledes originally developed
to work completely without color, but has good color indicators became available amplified
with a number of colors. The use, however, has been s4 restrictive in that only the colors f4tal
added to the interfaces and only where it is really proven to facilitate or speed up
use.
How to work and reasoning surrounding the introduction of color is linked to the principles:
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E1) Designing monochrome ensure that the interface works without color, just add it as a
redundant code.
E2) limit the colors used to their numbers, about 5 2 pieces recommended.
E4) Avoid unnecessary and non-meaningful color that distracts the user and adds unnecessary
noise.
7.5.2 Background color and text
As background color daytime menu, textbaserade4moder and text in other modes, is used
a bright GR4 tonnes (TI and MI) or a light beige tone (FI, MI) and the corresponding text
used a n4got GR4 darker tone, without s4 great contrast to the background. See Figure 51. Normally,
want to have much greater contrast than that between text and background for readability, but this
Instead, the idea is to avoid drawing undue attention to the text. Attention
should instead be directed against, for example the tactical inneh4llet or n4gon other important information
about the mission or status of the airplane.
background Color Background Color and Background color and color Background color and color p "text
and color p "text color p "text for the menu
p "text, apply b" the MI text-based mode, TI. P "MI
Menu p "FI apply b "the MI & & TI presents equivalent to
TI beige background.
Figure 51: Color p "text and background daytime
This links to the principles:

E18) Emphasize elements by making them in a lighter color than the background, and does the opposite
to draw not draw attention to the elements.
7.5.3 Background color and symbols
For symbols (friend / enemy, etc.) used a f4tal, a 5-6 pieces, bright strong colors
contrasts well against
cursor pointing theThe
device). background. These
backgrounds theyarepresented
red, orange, green,
against GR4,
either BL4
light and(FI)
beige black
or (count
bl4a bright and light beige (map p4 TI and radar p4 MI). Symbols The colors are to some extent a
redundant code (see previous section) and is consistent p4 color indicators. colors
meaning follows Western tradition.
The way they used the colors p4 existing symbols linked to the principles:
E5) Take into consideration the expectations that come with different color codes and anchor with
users which color codes are "der in their domain.
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E7) Be consistent in color use use the same color coding throughout the system and
ensure that the chosen colors have the same meaning in all contexts, and is consistent in
groupings.
7.5.4 Attitude Ball
Attitude color sphere is set to enhance the direction in which the land and sky is. the color is
added as a redundant code, because this information can also be F4S via arrows p4 world. See
Figure 42 and 52. The land is indicated by brown and sky with bl4tt b4de daytime and evenings.
Figure 52: Attitudes of the sphere colors
This links to the principle:

redundant code.
7.5.5 Map
The map has been color (daytime) s4 that country is light beige and water is bright bl4tt. These are
redundant codes (the g4r AND4 to discern what's what) that has been added to the map as they
facilitates and speeds up the interpretation process. Because they are colors that are quan FWD fr4n reality
and even ifr4n the other maps are color set. The colors are bright, peaceful pastels not
competing with the symbolism in the foreground, which besides contrasts well against this. see Figure
53rd
MAP AND
superimposed light blue light beige
SYBOLIK WATER COUNTRY
Figure 53: Colors in the map, ELKA, p "TI.
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redundant code.
E15) Use lung and harmonious colors as the background rather than screaming. suitable are
also unsaturated colors and colors in the spectrum extremes (eg bl "tt).
Radar 7.5.6
P4 radars used (daytime) the same light beige and light BL4 as p4 ELKA, here, however, to show
and reinforce that it is measured omr4det and not what is land and water. See
Figure 54. This violates the same color code is used consistently, because this is a different
important than the map. However bibeh4lls p4 this way, consistency in the contrast between the background and
superimposed symbols.
NON surveyed FIELD, light blue
Measured area light beige
Figure 54: The color of the radar
The color also here, like in the map, added as a redundant code and also contrasts this well
with symbolism. Therefore also ties this example, deals primarily with the principles:
redundant code.
E15) Use calm and harmonious colors as the background rather than screaming. suitable are
also unsaturated colors and colors in the spectrum extremes (eg bl "tt).
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Conclusion
8 Conclusion
This section presents the conclusions of the thesis.

The main conclusion of this work is that it is possible to describe parts of JAS39
Gripen presentation and maneuvering with the help of the following five overarching design principles
usability:
The principle of design consistency
The principle of supporting the users' mental models
The principle of redundancy
The principle of kh4lla the enkeltk
Principles of color
It is concluded that for each of these overarching design principles are a number
more specifically formulated subprinciper which partially overlap existing inneh4ll,
meaning and application b4de between and within the broad principles that ocks4
these can be used for these purposes and to enrich the description of the designed examples.
Likas4 is concluded that the appropriate design example from JAS39 Gripen's presentation and
operation can be identified and described by utg4ngspunkt of design principles
utility. More specifically, the conclusion that these can be categorized in and described as
Examples p4 five ovanst4ende overall design principles.
Furthermore, it can be stated that n4gra of design examples attitude presentation,
ground collision warning, attitude sphere, the instrumentation and the symbolism connects to several of
design principles, while others only connect to one of them. N4gra of design examples are based
Moreover p4 same underlying design idea, the conceptual model kinside4outk,
while others are more frist4ende.
For the principle of design consistency was matched six design examples, including TV4 pieces,
attitude presentation and symbolism, also linked to other design principles, the principle of
to support mental models, the principle of redundancy and principles of color.
For the principle of supporting mental models were matched ocks4 six design examples, including three
pieces, presentation, attitude, instrumentation and ground collision warning, switch to
other design principles, the principle of design consistency, the principle of redundancy and principle
that kh4lla the enkeltk.
For the principle of redundancy match was seven design examples, of which five pieces,
attitude presentation, attitude globe, ground collision warning, instruments and symbolism,
Also connects to other design principles, the principle of mental models, the principle of
Design consistency principle that kh4lla the enkeltk and principles of color.
To the principle that kh4lla the enkeltk matched Ten design examples, one of which,
ground collision warning, also connects to other design principles, the principle of supporting
mental models and the principle of redundancy.
To the principles of color matched six design examples, one of which, the symbolism, also connects to
other principles principle of design consistency and principle of redundancy.
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Discussion
9 Discussion
This section discusses the thesis, its methods and results, and performed analysis, selection
and matching work, in their entirety. The discussion concludes with a proposal on "further work.
9.1 Discussion of the work as a whole
M4let of this thesis was to study, identify and describe the design principles
usability that is relevant to describe the presentation and maneuvering in the driver's environment
JAS 39 Gripen, and to link them to concrete examples in the design.
The aim was that the results would hopefully be used 1) as a tool in future
development, 2) to clarify the design principles that are represented and sometimes
implicitly applied in the design of the display and operation, and 3) to test
the strength of r4dande general design principles in a specific development environment and p4 this way f4
increased frst4else for which omr4den which can benefit from knowledge of these. The idea was also to
the description could be used as a tool to s4vl new employees as customers,
faster to become more familiar with the operating environment and frst4 how the design of the cabin switches
the design principles of usability.
The overall fr4gestllningen was formulated utifr4n the design principles
utility as would be used to describe parts of JAS39 Gripen's driving environment,
as well as the examples from the driver's environment that would be suitable to describe using
these and how this description could look like.
Through my work I have been able to identify and describe a number of general design principles
usability that links to and describes concrete examples of the design of JAS39
Gripen's driving environment. I have also been able to make a description / matching between those who utg4r
fr4n design principles and using design examples from the cockpit to p4 these examples.
Obviously they had with other boundaries and fokusomr4den been able to find additional
design principles to use to describe further elements of the driver's environment. And of course there
more examples of the driver's environment that can be described using the identified design principles,
as p4 due to time, space and subject boundaries could not be included.
Furthermore, the focus of my studies to match the example from the cockpit to the design principles
usability always been p4 to find just such p4, and not crimes against design principles.
The study itself does not give a basis for pointing out examples where the n4gon reason violated
the principles or has not been consistent in using them. However, I think it would
be possible to use the results of this work as the basis for making a genomg4ng of
operator environment to identify the instance where there may be the potential for improvement utifr4n
Labor utg4ngspunkter.
Hopefully my description of the driver's environment presentation and maneuvering as well as how
Examples from it connects to the design principles of usability also be beneficial for people
who want to quickly familiarize themselves with the new employees and customers p4 SAAB AB. mainly because
not previously available n4gon accessible and comprehensive documentation with this focus.
Furthermore, it is my hope that my genomg4ng and description of design principles
usability, b4de overall how they are described in the literature and how interrelated and dependent
of hierarchically and omr4desmssigt and more specifically how the task for central
design principles described, can be beneficial for those who want to know more about design principles
utility. For those who are interested in design principles and their applicability may
probably also my match between these examples and the driver's environment of interest. It can
hopefully provide increased frst4else and insight into the design principles of usability can
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Discussion
applied in practice, and perhaps primarily how they can be applied p4 this type of high-tech
project.
9.2 Discussion of the method and results
9.2.1 Interviews and conversations
It was necessary to come ig4ng with the interview process early in the work, which meant that
it got p4brjas before n4gon deeper insight could erh4llas on the design of
driver environment. It is possible that it would have been an advantage to be more versed in the cockpit during
interviews by other types of fr4gor d4 possibly could be. However favored
likely current arrangement the exploratory touch that interviews had. Current
ocks4 approach may have contributed to leading fr4gor and seduces expectations p4 results
interviews were avoided. Naturally p4verkades is likely AND4 interviews, and they fr4gor
that emerged during these, my going in parallel with the interview process studied
design principles and constantly had the frest4ende match between these and
Design examples in 4tanke.
The division of the interview results in categories by way of example p4 a number of general
design principles evolved in parallel with more and more knowledge of design principles
accumulated, and was based in part p4 the unspoken conclusions drawn from
literature studies. These conclusions had likely been different for n4gon another.
Among other things, in order to avoid my judgment excessively degree p4verkade was held
workshop that had the categorization as utg4ngspunkt.
A further p4pekande about the results of the interviews is that it mainly came kgoda
exempelk p4 design and not s4 much as it is kmissnjdk with, which may give the impression that
the examples do not provide a complete picture of the driver environment. This can be explained by what I efterfr4gade
was designed examples where ktnkt Clse or where one could imagine that the design principles were
exemplified, which got just that result.
9.2.2 Workshop
Overall my impression is that the workshop was very successful. All participants were very
active during the workshop and could not see n4gon tendency of dominant characters
discussions or brainstorming sessions. Sometimes revealed different approaches p4 same
design examples, this was discussed d4 and mostly everyone agreed an approach. All
brainstorm resulted in m4nga overlap with design examples and rewarding subsequent
discussions. All participants had a positive attitude and participated wholeheartedly in the exercises.
In addition, the subsequent discussion 4terkoppling positive results of the study so far
and could validate the conclusions drawn utifr4n own studies and interviews with
engineers individually. P4pekandet that the principles of how to deal with automation ocks4
could be relevant to describe the driver's environment is important for a possible
further development of my description. However, assessed the deepening of this being outside the
fokusomr4den that I had for my study.
One important thing to note ang4ende workshop and its results is that the design examples
I raised that kexempel p4 exempelk of design principles in my presentation to the respective
brainstorm, of course, may have p4verkat what kind of response I got from the participants. Here tried
I strike a balance between being clear about what I meant, and not in their kstyrak
answers very p4 n4got sp4r. My assessment is that this was not n4got major problems
AND4 because it was a fairly wide range of responses and m4nga completely new examples arrived.
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Discussion
9.2.3 Analysis, selection and matching
The outcome of the analysis, selection and matching is probably very p4 work consisted in TV4
parallel huvudsp4r, which still flowed into each other. By more and more knowledge
s4vl design principles to the design of the presentation and operation of the JAS 39 Gripen
operator environment were accumulated in parallel, was the selection of design principles thus p4verkas of
sample of design examples and vice versa. My hope is that this makes matching and
analysis stronger and richer than the processes taken place without overlapping.
Furthermore, I think that the hierarchical and omr4desmssiga overlaps identified in
literature between and within the design principles, to some extent reflected in how the different
Design examples of the JAS 39 Gripen presentation and maneuvering turns the design principles.
This in part by the same design examples are sometimes linked to a number of design principles
and thus p4visar certain dependence between them, and in part by various design examples
linked to subprinciper that overlap between the overall design principles
9.3 Suggestions for further work
The final results of this thesis matches between design principles

usability and examples of the JAS 39 Gripen presentation and maneuvering can
Hopefully used as a tool b4de for future development and to make
new employees and other employees a little more familiar with the links between
the design of the cockpit and the design principles of usability. A further development of the
existing description, that would likely become an even more accessible tool for this,
would be to utifr4n my descriptions build a graphically interactive (digital) description
allows users to search and fill p4 with examples where the development fortg4r.
The next step would be to ocks4 with my results and my description as a base to make a
review and analysis of the driver's environment to identify any breaches of the design principles and
see if they are unconscious or if there are other rationales. There unaware violations
design principles, which are not necessary, there is potential for improvement are and where
crimes are necessary entries can be made that facilitate frst4elsen of why things
thing is designed as is.
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Literature
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A URING SSON , U LF 4L. (1993). Mnnsikovara Functional ergonomics designers . Grove:
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Practicek, p. 189221, the W EIR , G EORGE RS & A LTY , J AMES . (Eds.). human Computer
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C HAPANIS , A LPHONSE . (1968). Man Machine Engineering . Belmont, USA: Wadsworth
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Interaction Design . Indianapolis, USA: Wiley Publishing, Inc.
E HN , P ESSENTIAL . (1997). Design for Quality4in4use: Human4Computer Interaction Meets
Information Systems Developmentk, p. 299 311, the H Elanders , M Artin G .; L ANDAUER ,
T homas K. & P RABHU , P RASAD V. (Ed.). Handbook of Human Computer Interaction
Second, Completely Revised Edition . Amsterdam: Elsevier Science BV
E NDSLEY , M ICA R .; B Olte , B ETTY & J ONES , D EBRA G. (2003). Designing for Situation
Awareness An Approach to User Centered Design . New York: Taylor & Francis Inc.
F ROHLIC D AVID M. (1997). Direct Manipulation and Other Lessonsk, p. 463485, from
H Elanders , M Artin G .; L ANDAUER T homas K. & P RABHU , P RASAD V. (Ed.). Handbook of
Human Computer Interaction Second, Completely Revised Edition . Amsterdam,
Netherlands: Elsevier Science BV
H AWKINS , F RANK H. (1987). Human Factors in Flight , Second edition revised by Orlady,
Harry W. Brookfield, Vermont: Ashgate Publishing Company.
G ALITZ , W Ilbert O. (2007). The Essential Guide to User Interface Design An Introduction to
GUI Design Principles and Techniques , Third Edition. Indinapolis, USA: Wiley Publishing,
Inc.
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England: Pearson Education Limeted. Prentice Hall.
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Inc.
J OHANSSON , L ARS G Oran . (1999). Introduction to the Theory of Science , p. 52 67. Stockholm:
Thales.
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know . Lund: Studentlitteratur.
M ARCUS , A ARON . (1997) User .kGraphical Interfacesk, p. 423 440, the H Elanders , M Artin G .;
L ANDAUER T homas K. & P RABHU , P RASAD V. (Ed.). Handbook of Human Computer
Interaction Second, Completely Revised Edition . Amsterdam: Elsevier
Science BV
N emeth , C HRISTOPHER P. (2004). Human Factors Methods for Design: Making Systems
Human Centered . London, England: Taylor & Francis, CRC4Press.
N IELSEN , J AKOB . (1993). Usability Engineering . San Diego: Academic Press.
P REECE , J ENNIFER ; R ger , Y vonne & S HARP , H PANEL . (2002). Interaction Design Beyond
Human Computer Interaction . New York: John Wiley & Sons, Inc.
R Eising , J OHN M., L IGGET , K grid K & M Unna , R OBERT C. (1999). kControls, Display, and
Workplace Designk, p. 327 354, the G ARLAND , D ANIEL ; W ISE , J OHN A. & H OPKIN , V. D AVID .
Handbook of Aviation and Human Factors . New Jersey: Lawrence Erlbaum Associates,
Inc., Publishers.
S ANDERS , M ARK S. & M C C ORMICK , E RNEST J. (1993). Human Factors in Engineering and
Design , Seventh Edition. Singapore: McGraw4Hill, Inc.
S HNEIDERMAN , B, A & P LAISANT , C ATHRINE . (2005). Designing the User Interface Strategies
for Effective Human Computer Interaction , Fourth Edition. Boston: Pearson Addison Wesley,
Pearson Education, Inc.
S INGER , G IDEON . (1999). Filling the Gaps in the Human Factors Certification Netk, p. 87 107,
from D Ekker , S IDNEY & H OLLNAGEL , E CIC . (Eds.). Coping with Computers in the cockpit .
Brookfield, Vermont: Ashgate Publishing Company.
S TEWART , S TANLEY . (1992). Flying the Big Jets , Third Edition. Shrewsbury, England:
Airlife Publishing Ltd.
S TENSMO , C HRISTER . (2002). Theory and Methodology for Teacher , chap. 2. Uppsala:
Knowledge publisher.
T MARCOULLIS T homas S. (1997). Screen Designk, p. 503528, from H Elander , M artin G .;
L ANDAUER T homas K. & P RABHU , P RASAD V. (Ed.). Handbook of Human Computer
Interaction Second, Completely Revised Edition . Amsterdam: Elsevier
Science BV
W Agner , E RIC . (1994). System Interface Design A Broader Perspective . Grove:
University Press.
W ICKENS , C HRISTOPHER D. (1992). Engineering Phychology and Human Performance , Other
edition. New York: HarperCollins Publishers Inc.
W ICKENS , C HRISTOPHER D .; L EE , J OHN D .; L IU , Y ILI & G Ordon , B ECKER , S ALLIE E. (2004).
An Introduction to Human Factors Engineering , Second Edition. New Jersey: Pearson
Education, Inc. Pearson Prentice Hall.
W ILLIGES , R OBER C., W ILLIGES , B EVERLY H. & C AINTER R OBERT G. (1988). kSoftware
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Factors in Aviation , Second Edition. San Diego: Academic Press, Inc.
In addition, some internal material from "n SAAB AB used.
78
Page 87
Appendix 1
Appendix 1
Comment 1: Note that the results listed below , C2 '2 / , but my' reproduction
of what was said during the interviews.
Results of the interview / call 1
The examples of the presentation and maneuvering which ktnkt Clse or applied n4gon form of
design principles that came up during the interview / call 1 were:
1A) Only's "way is necessary in a particular situation is shown / presented. (Example
was given).
1B) Abbreviations and acronyms will always be produced according to the same method.
1C) Certain programmable ramknappar always have the same positions. (Examples given).
1D) To select different menus can b "the pressing" button and point the cursor.
1E) Things that are located up "t up" t is often important. (Examples given).
1F) P "FI's location meant to minimize scanning time.
1G) What is land and sky (up / down) has been enhanced with color p "attitude globe.
Even Arrows reinforces this.
1H) Generally not the color's "a lot, but the map and globes are the exception because it
will's "much easier.
1I) At air refueling are text and images excessive, as it requires finesse.
1J) The important modern image g 'is taking up on "more than one place. (Examples given).
Note 2: In addition to these were also a number of design examples outside
thesis focus area "during the interview / conversation. These are not reported here. Mainly
applied these purely ergonomic aspects of the design, or was of more aeronautical or
tactical character.
In addition to the design examples, preceded the interview / call one of the four main indicators and their
various anvndningsomr4den and image modes through. Although the different menus available and how
navigation and selection is made in those treated. Then, preceded some basic symbolism and
color selection and design of including aberrations in menus through. While overall
placing the electrical indicators in the cabin and on how it is intended that the
development was raised.
Results of the interview / talk 2
design principles that came up during the interview / talk 2 were:
2A) Symbolism and the like should hang together. The driver should not have to learn how much
any.
2B) You want it to g "to control the spinal cord instinctively and be so" easy
as possible. Carefree flying.
2C) Important Information (may) appear on "more than one indicator. It was only supposed to
indicators would be pure, but drivers are p "pointed out that they could not watch p"
various indicators simultaneously.
2D) The shown are not always objective truth, especially the speed vector which is solved
and by prediction calculations. (Description given).
79
Page 88
Appendix 1
2E) Toner and audio warnings warns's "the driver time to react. (Description given).
2F) Ground Collision Warning, its symbolism and dual information. (Description given).
2G) Attitude Presentation. (Description given).
2H) Attitude Ball, altitude and speed. (Description given).
See comments 2nd
In addition to discussing such p4 kbrak presentation and maneuvering p4 indicators
engineer mainly worked with, SI, FI, treated interview / talk 2 also much about how
development g4tt to, and what the process looked like and what factors p4verkat
design. This provided insight into how design decisions have been made and how the process changed through
4ren.
design principles raised during the interview / call 3 was:
3A) integrating information from 'n sensors and the like are available everywhere.
3B) Korreleringsfunktion items from "n different sensors correlated's" that the driver will not
making quality assessments based on "superimposed symbols for 's radar, data link and
ROSE.
3C) It seeks a small number of symbols, because it helps the driver.
3D) M "nga symbols are inherited (but new) from" n Viggen
3E) flight angle Oriented map.
3F) Menu Depth 1 to facilitate, no kr "ngliga menus.
3G) Intuitive name p "menu selection.
3H) S "(color) neutral map as possible, in order to see the important superimposed
information. Yellow / brown for the country because we do not want the dark background, d "the
can Def "ra contrasts.
3I) Map (TI) has been placed in the middle because you wanted it centrally.
3J) Shadow Markers p "TI when hitting p" MI.
3K) Feedback f "s including by luminance changes (lighter color) p" text selected
the button and the item flashes and you feel keypress d "
items are selected using the pointing device.
3L) The same symbolism is used regardless of mode, main mode also applies to J, A and S.
3M) Basically, there are no clean "few / undo functions because in this complex
real-time system would mean for large information storage.
3N) The radar echoes marked p "MI to appear on" TI can be removed from the 'n TI by
using the same key used to select them (the double switch).
See comments 2nd
In addition s4 treated during the interview / call 3 mainly integrated presentation and examples
fr4n the parts of the presentation and maneuvering that the engineer had been working with TI and MI.
What is meant by integration and what to strive to facilitate the driver
ocks4 discussed.
The interview / conversation organized to clarify ambiguities that uppst4tt when work to compare
the structured list of design principles with the design examples from the driver's environment highlighted in
80
Page 89
Appendix 1
previously had p4brjats interviews. During the interview / conversation preceded why they fr4gor as
recorded in the comparison through and the engineer could provide answers p4 them and exemplify the
needs. This report is made closer to here.
Overall s4 treated interview / call 5 mostly general system characteristics and the
development paradigm p4verkat design, as well as the expression of this p4verkan have taken.
The conversation revolved also around the special conditions that apply in the design of systems in a
fighter aircraft and its consequences 4R p4 development and kslutproduktenk.
Examples of presentation and maneuvering which ktnkt Clse or applied n4gon form of
design principles that came up during the interview / call 5 were:
5A) Much effort has been put on "the form code, s" that color can act only as redundant
information.
5B) Much of the design is derived from "n previous models, s" way to know
works of man.
5C) Overall, this was to introduce s "little information as possible on" a simple and
intuitive.
5D) The system includes a part's "called handrails designed to facilitate the first" consent of
for example, what courage is currently in use.
5E) There are different ways to do the same thing always an easy way to solve a problem
(Suited for drivers in training) and in addition to this a way to solve the problem for those who
want to f "more out of the system (experienced drivers).
5F) The aircraft must have's "safe and manageable as possible, carefree flying, s" to
drivers can pay their power "for their mission. Design Examples such as this led to the
attitude presentation and ground collision warning.
5G) You have to be on the "l" nga tradition and development of mechanical
instruments and "marketers hijacked the classic analog instruments digitally instead of
find new more intuitive way to present flight data.
5H) between MI and TI's "symbols are equal and there is also shadow markers.
5I) Multisensor integration is used to reduce the amount of information
presents.
See comments 2nd
81
Page 90
TRITA CSC-E 2008: 121

ISRN KTH / CSC / E - 08/121 - SE
ISSN 1653-5715
www.kth.se

Design Principles For Usability in The JAS 39 Gripen

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Page 1

Thesis in Media Technology 30 credits

TRITA CSC-E 2008: 121

Royal Institute of Technology

Design principles for usability in the JAS 39 Gripen

Usability Design Principles in JAS 39 Gripen

1 Introduction ................................................. .................................................. ..................... 1

5.1 Results of conversations and interviews ............................................. .................................. 41

8 Conclusion ................................................. .................................................. 73 ............................

1.1 Background to the project

P4's mnniska4maskininteraktion p4 SAAB Aerosystems has since l4ng time

1.2 Goals and objectives

1.3 Issues / problem

The overall fr4gestllningen for this thesis is:

D4 study done as a thesis in omr4det media comprises a demarcation of the

1.5 Overall approach - the two

huvudsp4ret has consisted of selecting suitable presentations4 and maneuvering example

2.1 The two main tracks

BOOK SEARCH DOCUMENTATION, visualization

LITERATURE STUDIES INTERVIEWS WITH ENGINEERS

DESIGN PRINCIPLES DESIGN EXAMPLE

Advanced studies of littertur,

Figure 1: Schematic of the work

2.2 Literature search

2.3 Identification and structuring

7) Finally, a number of elected

Figure 2: Schematic of the structuring of design principles

2.4 Studies of documentation, visualizations

Documentation, visualizations and simulations fr4n parts of Saab's development work

2.5 Interviews and conversations

2.5.1 Choosing the method to conduct interviews

2.5.3 Comments on my interviews

2.6.1 Prior workshop

2.6.2 Design and Implementation

The workshop's design and implementation consisted of:

2.7 Reliability and Validity - discussion

Reliability or reliability concerns whether a measurement or observation provides the same

3.1 Design Principles - an overview

3.1.2 Design principles extracted from the literature

tillmpningsomr4den. In addition, the 4) grouped / klustrats p4 ways and highlighted various

p. 564 565, 568; ), Situational awareness, (Endsley m.fl.2003, p. 83 88) , attention

3.2 Key design principles - Depression

Through my studies I have in addition to the above-described hierarchical and omr4desmssiga

3.2.1 The principle of design consistency

P4 overall niv4 is the principle of design consistency on TV4 things: 1) designing

Summary R4d and guidelines that provide design consistency

3.2.2 The principle of supporting the users' mental models

Short of mental models

Summary R4d and guidelines that support users' mental models

3.2.3 The principle of redundancy

Summary R4d and guidance on redundancy

3.2.4 The principle of "keep it simple"

Summary 4 R4d and guidance as kh4ller the enkeltk

3.2.5 Principles on the use of color

Color can be a powerful tool to communicate with users of a system. (Marcus

attention. This is suitable for example to alert p4

Summary R4d and guidance on color

4 JAS 39 Gripen - presentation

4.1 Introduction to the JAS 39 Gripen

4.2 Introduction to the presentation and maneuvering

4.2.1 The head-up display, SI

Figure 4: Line of Sight Indicator