LVC Allocator: Aligning training value with scenario design for envisioned LVC training of fast-jet pilots

Author(s):  
Sanna Aronsson ◽  
Henrik Artman ◽  
Mikael Mitchell ◽  
Robert Ramberg ◽  
Rogier Woltjer

Live virtual constructive (LVC) flight simulations mix pilots flying actual aircraft, pilots flying in simulators, and computer-generated forces, in joint scenarios. Training resources invested in LVC scenarios must give a high return, and therefore pilots in both live aircraft and simulators need to experience training value for the extensive resources invested in both, an aspect not emphasized in current LVC research. Thus, there is a need for a function, in this article described as LVC Allocator, which assures that complex LVC training scenarios include aspects of training value for all participants, and, thus, purposefully align scenario design with training value. A series of workshops were carried out with 16 fast-jet pilots articulating the training challenges that LVC could contribute to solving, and allocating LVC entities in a training scenario design exercise. The training values for LVC included large scenarios, weapon delivery, flight safety, adversary performance, and weather dependence. These values guided the reasoning of how to allocate different entities to L, V, or C entities. Allocations were focused on adversaries as V, keeping entity types together, weather dependence, low-altitude and supersonic flying requirements, and to let L entities handle and lead complex tasks to keep the human in the loop.

Author(s):  
Kim-Phuong L. Vu ◽  
Jonathan VanLuven ◽  
Timothy Diep ◽  
Vernol Battiste ◽  
Summer Brandt ◽  
...  

A human-in-the-loop simulation was conducted to evaluate the impact of Unmanned Aircraft Systems (UAS) with low size, weight, and power (SWaP) sensors operating in a busy, low-altitude sector. Use of low SWaP sensors allow for UAS to perform detect-and-avoid (DAA) maneuvers against non-transponding traffic in the sector. Depending upon the detection range of the low SWaP sensor, the UAS pilot may or may not have time to coordinate with air traffic controllers (ATCos) prior to performing the DAA maneuver. ATCo’s sector performance and subjective ratings of acceptability were obtained in four conditions that varied in UAS-ATCo coordination (all or none) prior to the DAA maneuver and workload (higher or lower). For performance, ATCos committed more losses of separation in high than low workload conditions. They also had to make more flight plan changes to manage the UAS when the UAS pilot did not coordinate DAA maneuvers compared to when they did coordinate the maneuvers prior to execution. Although the ATCos found the DAA procedures used by the UAS in the study to be acceptable, most preferred the UAS pilot to coordinate their DAA maneuvers with ATCos prior to executing them.


Author(s):  
V.A. Malyshev ◽  
A.S. Leontyev ◽  
S.P. Poluektov ◽  
Е.М. Volotov

Low-altitude flight of an aircraft is an effective, but at the same time, a very complex tactical technique, during which the crew does not always have the opportunity to timely recognize the occurrence of an abnormal case, determine the way out of it and counteract an aviation accident development. Despite many advantages of the automatic mode of low-altitude flight performing, its practical implementation is associated with a number of features and disadvantages, which determined the preference for the manual mode of low-altitude flight control. These are the presence of telltale factors, limited ability of performing flights at night and in difficult weather conditions, insufficient reliability etc. The considered features determined the relevance of the of low-altitude flight safety ensuring problem in relation to the manual control mode. As a result of an experimental study of the low-altitude flight performing process in a manual control mode, it was found that when performing manually-controlled low-altitude flight, a hazard assessment of the flight situation becomes pivotal. However the crew being under such conditions is not always able to correctly assess the flight situation hazard due to a combination of objective reasons. The current state of the adaptive and on-board flight safety systems theory makes it possible to increase the safety of the manuallycontrolled low-altitude flight by using adaptive control algorithms based on the flight situation hazard assessment. To solve this problem an adaptive control algorithm is proposed that ensures the formation of a security corridor in the longitudinal control channel, where the upper limit is determined by the critical value of the aircraft detection hazard, and the lower limit is determined by the critical value of the error in maintaining a given flight altitude. For a continuous assessment of the flight situation hazard and the timely formation of control signals the complex information about the current true flight altitude and the foreground is needed. Taking into account the peculiarities of low-altitude flight a digital terrain map containing data on natural and artificial obstacles along the flight route is a more rational source of information, that will make it possible to predict the development of the flight situation hazard. The above reasoning makes it possible to form an aircraft low-altitude flight adaptive control algorithm. A distinctive feature of the proposed algorithm is the implementation of a combined control variety where the pilot is provided with ample manual control opportunities within the security corridor, and the automatic flight control system is assigned the role of a safety subsystem that ensures control and timely return of the flight situation to normal flight conditions. The presented algorithm will allow to increase the crew logical-analytical activity information support during continuous analysis of the existing flight situation due to the formation of protective control actions based on the current flight situation hazard analysis.


2015 ◽  
Vol 12 (3) ◽  
pp. 2763-2770 ◽  
Author(s):  
I. Akhrameev Vasily ◽  
V Ivan ◽  
V Andrey ◽  
S Zemlyaniy ◽  
S. M Sokolov

2016 ◽  
Vol 13 (6) ◽  
pp. 172988141667814 ◽  
Author(s):  
Bin Xu ◽  
Jie Chen

This article presents the review of modeling and control during the airdrop process of transport aircraft. According to the airdrop height, technology can be classified into high and low altitude airdrop and in this article, the research is reviewed based on the two scenarios. While high altitude airdrop is mainly focusing on the precise landing control of cargo, the low altitude flight airdrop is on the control of transport aircraft dynamics to ensure flight safety. The history of high precision airdrop system is introduced first, and then the modeling and control problem of the ultra low altitude airdrop in transport aircraft is presented. Finally, the potential problems and future direction of low altitude airdrop are discussed.


2007 ◽  
Vol 46 (4) ◽  
pp. 651-662 ◽  
Author(s):  
V. N. Danovskii ◽  
V. Ya. Kim ◽  
V. M. Lisitsyn ◽  
K. V. Obrosov ◽  
S. V. Tikhonova

2014 ◽  
Vol 511-512 ◽  
pp. 105-110
Author(s):  
Jing Juan Zhang ◽  
Wei Liu ◽  
Ming Yi Liu

The characteristics wind field impact flight safety, trajectory keeping, and navigation performance of Micro Unmanned Aerial Vehicles (MUAV) directly. Accurate wind field measurement is a premise for MUAVs to take various pre-reactions to gust disturbance. Due to its small size, light weight, and low speed, MUAV is easily affected by gust disturbance during its flight at low altitude. Real time wind speed estimation and flight control strategy adjusting can reduce the impact of gust and enhance flight safety. This paper proposes a method of using airborne IMU, GPS, and pressure sensors to estimate wind speed. Experimental results show that this method can effectively estimate wind speed accurately, and has important application value.


1987 ◽  
Vol 31 (7) ◽  
pp. 779-783 ◽  
Author(s):  
Glenn F. Wilson ◽  
Brad Purvis ◽  
June Skelly ◽  
Penny Fullenkamp ◽  
Iris Davis

Three physiological measures of workload; heart rate, eye blink, and EEG were recorded from eight experienced A-7 attack aircraft pilots. Each pilot flew the same familiar training mission three times; one mission in the lead position of a four ship formation and the other as wing, and once in an A-7 simulator. The mission lasted approximately 90 minutes and consisted of take-off, low altitude terrain following, high G maneuvers, inflight navigational updates, weapons delivery, and a high altitude cruise to base, ending in a formation landing. The data show significant differences between simulated and actual flights for all measures. There were also significant differences between mission segments for each pilot. The heart rate data most obviously reflect the changes in workload level throughout the mission and between flight position and simulator. Blink rate and duration were sensitive to changing visual attentional demands. The EEG data showed differences between the actual flight missions and the simulator.


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