Aircraft Simulator Motion and the Order of Merit of Flight Attitude and Steering Guidance Displays

1975 ◽  
Vol 17 (4) ◽  
pp. 388-400 ◽  
Author(s):  
Fuat Ince ◽  
Robert C. Williges ◽  
Stanley N. Roscoe
Keyword(s):  
Flight Path ◽  
Tracking Performance ◽  
Flight Performance ◽  
Motion Cues ◽  
Flight Experiment ◽  
Physical Motion ◽  
Vestibular Cues ◽  
Attitude Tracking ◽  
Simulator Study ◽  
Simulator Motion

Twenty-four nonpilot, volunteer subjects were tested on three flight tasks while flying four basic aircraft attitude presentations (moving horizon, moving airplane, frequency-separated, and kinalog) in a light twin-engine aircraft simulator providing three types of motion cues (no motion, standard GAT-2 motion, and washout motion). The flight tasks involved conflicting visual and vestibular cues and included disturbed attitude tracking, command flight path tracking in both pursuit and compensatory modes, and a series of recovery trials from discrete unknown attitudes. To provide a basis for comparison, the present simulator study closely replicated the procedures used in the Roscoe and Williges (1975) flight experiment. The frequency-separated display yielded performances at least equivalent and in some cases superior to those obtained with the conventional moving horizon display. Either type of simulator motion resulted in better disturbed attitude tracking performance than no motion, and washout motion provided stereotypic control responses in recovery from unknown attitudes most closely corresponding to those obtained in flight. It was concluded that care must be used in generalizing simulator results to flight performance when no physical motion cues or inappropriate ones are present in the simulator.

The Relationship between Flight Simulator Motion and Training Requirements

1979 ◽  
Vol 21 (4) ◽  
pp. 493-501 ◽  
Author(s):  
PAUL W. CARO
Keyword(s):  
Flight Simulator ◽  
Flight Performance ◽  
Motion Cues ◽  
Training Requirements ◽  
Simulator Design ◽  
Simulator Motion ◽  
External Forces ◽  
The Relationship ◽  
And Training ◽  
Disturbance Cues

Flight simulator motion has been demonstrated to affect performance in the simulator, but recent transfer of training studies have failed to demonstrate an effect upon in-flight performance. However, these transfer studies examined the effects of motion in experimental designs that did not permit a dependency relationship to be established between the characteristics of the motion simulated and the training objectives or the performance measured. Another investigator has suggested that motion cues which occur in flight can be dichotomized as maneuver and disturbance cues, i.e., as resulting from pilot control action or from external forces. This paper examines each type cue and relates it analytically to training requirements. The need to establish such relationships in simulator design is emphasized. Future transfer studies should examine specific training objectives that can be expected to be effected by motion.

The Transition of Experienced Pilots to a Frequency-Separated Aircraft Attitude Display: A Flight Experiment

1974 ◽  
Vol 18 (1) ◽  
pp. 62-70
Author(s):  
Dennis B. Beringer ◽  
Robert C. Williges ◽  
Stanley N. Roscoe
Keyword(s):  
Superior Performance ◽  
Flight Performance ◽  
Flight Experiment ◽  
Attitude Tracking

Twenty-four experienced pilots were given one flight in a Link GAT-2 simulator and one flight in a Beechcraft C-45H using either the moving horizon, moving airplane, or frequency-separated attitude display. The flight tasks performed by the subjects included recovery from unknown attitudes, disturbed attitude tracking, and completion of an area navigation course. Data collected in the C-45H aircraft demonstrated superior performance of both the frequency-separated and moving horizon displays when compared to the moving airplane display during unknown attitude recoveries. The frequency-separated display was superior to all others during disturbed-attitude tracking. It was concluded that the flight performance of experienced pilots during their initial transition to a frequency-separated flight attitude presentation is at least comparable and possibly superior to their flight performance with the conventional moving horizon presentation.

Motion Relationships in Aircraft Attitude and Guidance Displays: A Flight Experiment

1975 ◽  
Vol 17 (4) ◽  
pp. 374-387 ◽  
Author(s):  
Stanley N. Roscoe ◽  
Robert C. Williges
Keyword(s):  
Angular Acceleration ◽  
Path Tracking ◽  
Flight Path ◽  
Tracking Task ◽  
Frequency Separation ◽  
Initial Direction ◽  
Flight Experiment ◽  
Pursuit Tracking ◽  
Vestibular Cues

Sixteen nonpilot Naval ROTC students were tested on tasks involving conflicting visual and vestibular cues while flying with each of four basic aircraft attitude presentations (moving horizon, moving airplane, frequency-separated, and kinalog) in a Beechcraft C-45H airplane. Flight-director versions of each display presenting either compensatory or pursuit steering guidance were also compared on a command flight path tracking task involving random heading changes. For all attitude presentations, pursuit tracking was superior to compensatory tracking and the order of merit of the four attitude presentations in flight casts doubt upon the validity of previous simulator experiments. It was concluded that the principle of display frequency separation provides at least equivalent pilot steering performance to that obtained with the conventional moving horizon format, while the anticipatory cues it affords tends to reduce the incidence of control reversals under circumstances of subliminal angular acceleration by providing initial direction-of-motion compatibility.

scholarly journals The potential of physical motion cues

2016 ◽  
Author(s):  
Pedro Garcia Garcia ◽  
Enrico Costanza ◽  
Sarvapali D. Ramchurn ◽  
Jhim Kiel M. Verame
Keyword(s):  
Motion Cues ◽  
Physical Motion

Motion Simulation Based on Human Vestibular Sensors

2008 ◽  
Author(s):  
Carlos F. Rodri´guez ◽  
Nicola´s Ochoa Lleras
Keyword(s):  
Dynamic Models ◽  
Human Motion ◽  
Motion Cues ◽  
Motion Simulator ◽  
Reference Motion ◽  
Perception Model ◽  
Sensor Signals ◽  
Simulator Motion ◽  
Definition Of ◽  
Vestibular Organs

This article presents a methodology for the definition of vehicle simulator motion cues based on the biomechanical response of the vestibular organs to motion stimuli. The proposed method begins with an extension of the human motion perception model which includes the simulator kinematics. The goal of this procedure is to define the motion cues so that they reproduce vestibular sensor signals matching those of a reference motion, in terms of the Sensor-State vector. This vector is estimated by using dynamic models of the vestibular organs’ biomechanics. A definition of equivalent motion based on properties of these models is introduced. This definition allows for the proposal of a strategy to imitate the vestibular sensor signals. The methodology has been tested in simulation with a 3-dof planar motion simulator, resulting in satisfactory results. Finally, the potential of the proposed methodology is discussed.

Comparison of Time Delay during In-Flight and Ground Simulation

1989 ◽  
Vol 33 (2) ◽  
pp. 120-123 ◽  
Author(s):  
Valerie J. Gawron ◽  
Randall E. Bailey ◽  
Louis H. Knotts ◽  
Grant R. McMillan
Keyword(s):  
Time Delay ◽  
Flight Control ◽  
Visual Cues ◽  
Flight Time ◽  
Flight Control System ◽  
Motion Cues ◽  
Flight Experiment ◽  
Flying Qualities ◽  
Instrument Meteorological Conditions ◽  
Aerodynamic Simulation

An in-flight experiment was performed to investigate the effects of time delay on manual flight control and flying qualities. The experiment was conducted using the USAF/FDL variable-stability NT-33A aircraft. Pure time delay was added equally to the pitch and roll flight control system. Evaluation tasks were presented on a head-up display (HUD). Instrument meteorological conditions (IMC) were simulated which limited the visual cues available to the pilot to the 20 degree foveal scene provided by the HUD. The in-flight time delay data were generated with full fidelity, unlimited range of motion cues. Using the same cockpit and a digital aerodynamic simulation, the in-flight experiment was completely replicated as a fixed-based ground simulation. Thus, the effects of extreme conditions in motion cuing (i.e., full motion versus no-motion) were examined for constant visual cuing.

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