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NASA NTRS1994

Handling Qualities Influences on Civil Tiltrotor Terminal Operating Procedure Development

The potential for tiltrotor aircraft as civil transports has been well recognized. Realization of that potential requires development of operating procedures tailored to take advantage of the tiltrotor's capabilities, including thrust vectoring independent of body pitch attitude and good low-speed control. While the tiltrotor shares flight characteristics with both fixed wing airplanes and helicopters, it must convert between those flight modes, typically within the context of precise terminal operations. A series of piloted simulation experiments has been conducted on the NASA Ames Research Center Vertical Motion Simulator (VMS) to investigate the influence of tiltrotor cockpit design features on developing certification and operating criteria for civil tiltrotor transports. Handling qualities evaluations have shaped cockpit design guidelines and operating procedure development for a civil tiltrotor. In particular, four topics demonstrate the interplay of handling qualities and operations profile in the development of terminal operating procedures and cockpit or control equipment for a civil tiltrotor: conversion (airplane to helicopter mode), final approach path angle, operating profile speeds and speed changes (particularly under instrument conditions), and one engine inoperative operational considerations.

Decker, William A.↗

NASA NTRS2011

The Emergency Landing Planner Experiment

In previous work, we described an Emergency Landing Planner (ELP) designed to assist pilots in choosing the best emergency landing site when damage or failures occur in an aircraft. In this paper, we briefly describe the system, but focus on the integration of this system into the cockpit of a 6 DOF full-motion simulator and a study designed to evaluate the ELP. We discuss the results of this study, the lessons learned, and some of the issues involved in advancing this work further.

Meuleau, Nocolas F.↗

NASA NTRSDate not supplied

Development of the Mod II X-57 Piloted Simulator and Flying Qualities Predictions

This paper discusses the development of the X-57 Mod II piloted simulator along with the predicted flight dynamics of the airplane. The piloted simulator models were initially based on data published by Tecnam on a P2006T airplane but were further improved upon through parameter identification of flight data as well as modeling tools such as computational fluid dynamics. In addition to having accurate flight models, a realistic cockpit was constructed to aid pilot training. From the piloted simulator, an understanding of how the airplane will behave throughout the flight envelope using established FAR and MIL standards is discussed. Using the simulation results, this paper will show that the airplane is predicted to be statically and dynamically stable as well as having Level 1 flying qualities.

Ryan Wallace↗

NASA NTRS1995

Optimal Trajectories and Control Strategies for the Helicopter in One-Engine-Inoperative Terminal-Area Operations

Engine failure represents a major safety concern to helicopter operations, especially in the critical flight phases of takeoff and landing from/to small, confined areas. As a result, the JAA and FAA both certificate a transport helicopter as either Category-A or Category-B according to the ability to continue its operations following engine failures. A Category-B helicopter must be able to land safely in the event of one or all engine failures. There is no requirement, however, for continued flight capability. In contrast, Category-A certification, which applies to multi-engine transport helicopters with independent engine systems, requires that they continue the flight with one engine inoperative (OEI). These stringent requirements, while permitting its operations from rooftops and oil rigs and flight to areas where no emergency landing sites are available, restrict the payload of a Category-A transport helicopter to a value safe for continued flight as well as for landing with one engine inoperative. The current certification process involves extensive flight tests, which are potentially dangerous, costly, and time consuming. These tests require the pilot to simulate engine failures at increasingly critical conditions, Flight manuals based on these tests tend to provide very conservative recommendations with regard to maximum takeoff weight or required runway length. There are very few theoretical studies on this subject to identify the fundamental parameters and tradeoff factors involved. Furthermore, a capability for real-time generation of OEI optimal trajectories is very desirable for providing timely cockpit display guidance to assist the pilot in reducing his workload and to increase safety in a consistent and reliable manner. A joint research program involving NASA Ames Research Center, the FAA, and the University of Minnesota is being conducted to determine OEI optimal control strategies and the associated optimal,trajectories for continued takeoff (CTO), rejected takeoff (RTO), balked landing (BL), and continued landing (CL) for a twin engine helicopter in both VTOL and STOL terminal-area operations. This proposed paper will present the problem formulation, the optimal control solution methods, and the key results of the trajectory optimization studies for both STOL and VTOL OEI operations. In addition, new results concerning the recently developed methodology, which enable a real-time generation of optimal OEI trajectories, will be presented in the paper. This new real-time capability was developed to support the second piloted simulator investigation on cockpit displays for Category-A operations being scheduled for the NASA Ames Vertical Motion Simulator in June-August of 1995. The first VMS simulation was conducted in 1994 and reported.

Chen, Robert T. N.↗

NASA NTRS1996

The Integrated Mode Management Interface

Mode management is the processes of understanding the character and consequences of autoflight modes, planning and selecting the engagement, disengagement and transitions between modes, and anticipating automatic mode transitions made by the autoflight system itself. The state of the art is represented by the latest designs produced by each of the major airframe manufacturers, the Boeing 747-400, the Boeing 777, the McDonnell Douglas MD-11, and the Airbus A320/A340 family of airplanes. In these airplanes autoflight modes are selected by manipulating switches on the control panel. The state of the autoflight system is displayed on the flight mode annunciators. The integrated mode management interface (IMMI) is a graphical interface to autoflight mode management systems for aircraft equipped with flight management computer systems (FMCS). The interface consists of a vertical mode manager and a lateral mode manager. Autoflight modes are depicted by icons on a graphical display. Mode selection is accomplished by touching (or mousing) the appropriate icon. The IMMI provides flight crews with an integrated interface to autoflight systems for aircraft equipped with flight management computer systems (FMCS). The current version is modeled on the Boeing glass-cockpit airplanes (747-400, 757/767). It runs on the SGI Indigo workstation. A working prototype of this graphics-based crew interface to the autoflight mode management tasks of glass cockpit airplanes has been installed in the Advanced Concepts Flight Simulator of the CSSRF of NASA Ames Research Center. This IMMI replaces the devices in FMCS equipped airplanes currently known as mode control panel (Boeing), flight guidance control panel (McDonnell Douglas), and flight control unit (Airbus). It also augments the functions of the flight mode annunciators. All glass cockpit airplanes are sufficiently similar that the IMMI could be tailored to the mode management system of any modern cockpit. The IMMI does not replace the functions of the FMCS control and display unit. The purpose of the INMI is to provide flight crews with a shared medium in which they can assess the state of the autoflight system, take control actions on it, reason about its behavior, and communicate with each other about its behavior. The design is intended to increase mode awareness and provide a better interface to autoflight mode management. This report describes the IMMI, the methods that were used in designing and developing it, and the theory underlying the design and development processes.

Hutchins, Edwin↗

NASA NTRS1989

Evaluating the effectiveness of cockpit resource management training

The concept of providing flight crews with intensive training in crew coordination and interpersonal skills (cockpit resource management training - CRM) is outlined with emphasis on full mission simulator training (line-oriented flight training - LOFT). Findings from several airlines that have instituted CRM and LOFT are summarized. Four types of criteria used for evaluating CRM programs: observer ratings of crew behavior, measures of attitudes regarding cockpit management, self-reports by participants on the value of the training, and case studies of CRM-related incidents and accidents are covered. Attention is focused on ratings of the performance of crews during line flights and during simulator sessions conducted as a part of LOFT. A boomerang effect - the emergence of a subgroup that has changed the attitudes in the opposite direction from that desired is emphasized.

Helmreich, Robert L.↗

NASA NTRS2006

Software Tools for Developing and Simulating the NASA LaRC CMF Motion Base

The NASA Langley Research Center (LaRC) Cockpit Motion Facility (CMF) motion base has provided many design and analysis challenges. In the process of addressing these challenges, a comprehensive suite of software tools was developed. The software tools development began with a detailed MATLAB/Simulink model of the motion base which was used primarily for safety loads prediction, design of the closed loop compensator and development of the motion base safety systems1. A Simulink model of the digital control law, from which a portion of the embedded code is directly generated, was later added to this model to form a closed loop system model. Concurrently, software that runs on a PC was created to display and record motion base parameters. It includes a user interface for controlling time history displays, strip chart displays, data storage, and initializing of function generators used during motion base testing. Finally, a software tool was developed for kinematic analysis and prediction of mechanical clearances for the motion system. These tools work together in an integrated package to support normal operations of the motion base, simulate the end to end operation of the motion base system providing facilities for software-in-the-loop testing, mechanical geometry and sensor data visualizations, and function generator setup and evaluation.

Bryant, Richard B., Jr.↗

NASA NTRS1982

A flight investigation of simulated data-link communications during single-pilot IFR flight. Volume 2: Flight evaluations

Key problems in single pilot instrument flight operations are in the management of flight data and the processing of cockpit information during conditions of heavy workload. A flight data console was developed to allow simulation of a digital data link to replace the current voice communications stem used in air traffic control. This is a human factors evaluation of a data link communications system to determine how such a system might reduce cockpit workload, improve flight proficiency, and be accepted by general aviation pilots. The need for a voice channel as backup to a digital link is examined. The evaluations cover both airport terminal area operations and full mission instrument flight. Results show that general aviation pilots operate well with a digital data link communications system. The findings indicate that a data link system for pilot/ATC communications, with a backup voice channel, is well accepted by general aviation pilots and is considered to be safer, more efficient, and result in less workload than the current voice system.

Parker, J. F., Jr.↗

NASA NTRS2000

A Flight Training Simulator for Instructing the Helicopter Autorotation Maneuver (Enhanced Version)

Autorotation is a maneuver that permits a safe helicopter landing when the engine loses power. A catastrophe may occur if the pilot's control inputs are incorrect, insufficient, excessive, or poorly timed. Due to the danger involved, full-touchdown autorotations are very rarely practiced. Because in-flight autorotation training is risky, time-consuming, and expensive, the objective of the project was to develop the first helicopter flight simulator expressly designed to train students in this critical maneuver. A central feature of the project was the inclusion of an enhanced version of the Pilot-Rotorcraft Intelligent Symbology Management Simulator (PRISMS), a virtual-reality system developed by Anacapa Sciences and Thought Wave. A task analysis was performed to identify the procedural steps in the autorotation, to inventory the information needed to support student task performance, to identify typical errors, and to structure the simulator's practice environment. The system provides immediate knowledge of results, extensive practice of perceptual-motor skills, part-task training, and augmented cueing in a realistic cockpit environment. Additional work, described in this report, extended the capabilities of the simulator in three areas: 1. Incorporation of visual training aids to assist the student in learning the proper appearance of the visual scene when the maneuver is being properly performed; 2. Introduction of the requirement to land at a particular spot, as opposed to the wide, flat open field initially used, and development of appropriate metrics of success; and 3. Inclusion of wind speed and wind direction settings (and random variability settings) to add a more realistic challenge in "hitting the spot."

Rogers, Steven P.↗

NASA NTRS1981

Flight test of a full authority Digital Electronic Engine Control system in an F-15 aircraft

The Digital Electronic Engine Control (DEEC) system considered is a relatively low cost digital full authority control system containing selectively redundant components and fault detection logic with capability for accommodating faults to various levels of operational capability. The DEEC digital control system is built around a 16-bit, 1.2 microsecond cycle time, CMOS microprocessor, microcomputer system with approximately 14 K of available memory. Attention is given to the control mode, component bench testing, closed loop bench testing, a failure mode and effects analysis, sea-level engine testing, simulated altitude engine testing, flight testing, the data system, cockpit, and real time display.

Barrett, W. J.↗

NASA NTRS1980

Technical approaches for measurement of human errors

Human error is a significant contributing factor in a very high proportion of civil transport, general aviation, and rotorcraft accidents. The technical details of a variety of proven approaches for the measurement of human errors in the context of the national airspace system are presented. Unobtrusive measurements suitable for cockpit operations and procedures in part of full mission simulation are emphasized. Procedure, system performance, and human operator centered measurements are discussed as they apply to the manual control, communication, supervisory, and monitoring tasks which are relevant to aviation operations.

Clement, W. F.↗

NASA NTRS1982

Effect of perceived threat on avoidance maneuvers selected while viewing cockpit traffic displays

Ten airline pilots rated the collision danger of air traffic presented on cockpit displays of traffic information (CDTI) while they monitored simulated departures from Denver. They selected avoidance maneuvers when necessary for separation. Most evasive maneuvers were turns rather than vertical maneuvers. Evasive maneuvers chosen for encounters with low or moderate perceived collision danger were generally toward the intruding aircraft. This tendency lessened as the perceived threat level increased. In the highest threat situations pilots turned toward the intruder only at chance levels. Some of the implications of the pilots' turning-towards tendencies are discussed with respect to automatic collision avoidance systems and coordination of avoidance maneuvers of conflicting aircraft.

Smith, J. D.↗

NASA NTRS1980

Synthesized voice approach callouts for air transport operations

A flight simulation experiment was performed to determine the effectiveness of synthesized voice approach callouts for air transport operations. Flight deck data was first collected on scheduled air carrier operations to describe existing pilot-not-flying callout procedures in the flight context and to document the types and amounts of other auditory cockpit information during different types of air carrier operations. A flight simulation scenario for a wide-body jet transport airline training simulator was developed in collaboration with a major U.S. air carrier and flown by three-man crews of qualified line pilots as part of their normally scheduled recurrent training. Each crew flew half their approaches using the experimental synthesized voice approach callout system (SYNCALL) and the other half using the company pilot-not-flying approach callout procedures (PNF). Airspeed and sink rate performance was better with the SYNCALL system than with the PNF system for non-precision approaches. For the one-engine approach, for which SYNCALL made inappropriate deviation callouts, airspeed performance was worse with SYNCALL than with PNF. Reliability of normal altitude approach callouts was comparable for PNF on the line and in the simulator and for SYNCALL in the simulator.

Simpson, C. A.↗

NASA NTRS1991

Microburst avoidance simulation tests

Implementation issues for uplinked microburst alerts are presented in the form of view-graphs. The following topics are covered: evaluation, transmission, and presentation of ground-based Doppler weather radar derived information through a limited bandwidth digital data link; electronic cockpit presentation of uplinked wind shear alerts (pilot opinion survey, part-task simulation experiment); presentation modes (verbal, textual, and graphical); and ground evaluation of ground-measures wind shear data.

Hansman, John↗

NASA NTRS1977

The effects of cockpit environment on long-term pilot performance

A fixed-base helicopter simulator was used to examine pilot performance as influenced by noise, vibration, and fatigue. Subjects flew the simulator for periods ranging between three and eight hours while exposed to vibrations (at 17 Hz) ranging from 0.1 to 0.3 g, and noise stimuli varying between 74 (ambient) and 100 dB. Despite reports of extreme fatigue on these long flights, subject performance did not degrade. Within the limits of this study, performance tended to improve as environmental stress increased. However, subjects did suffer from lapses resulting in abnormally poor performance. These lapses are probably of short duration (seconds) and occur at unpredictable times. If such lapses occur in actual flight, they could provide an explanation for many so-called 'pilot error' accidents.

Stave, A. M.↗

NASA NTRS2016

3D-CDTI User Manual v2.1

The 3D-Cockpit Display of Traffic Information (3D-CDTI) is a flight deck tool that presents aircrew with: proximal traffic aircraft location, their current status and flight plan data; strategic conflict detection and alerting; automated conflict resolution strategies; the facility to graphically plan manual route changes; time-based, in-trail spacing on approach. The CDTI is manipulated via a touchpad on the flight deck, and by mouse when presented as part of a desktop flight simulator.

3D CDTI↗

NASA NTRS1992

Beyond the cockpit: The visual world as a flight instrument

The use of cockpit instruments to guide flight control is not always an option (e.g., low level rotorcraft flight). Under such circumstances the pilot must use out-the-window information for control and navigation. Thus it is important to determine the basis of visually guided flight for several reasons: (1) to guide the design and construction of the visual displays used in training simulators; (2) to allow modeling of visibility restrictions brought about by weather, cockpit constraints, or distortions introduced by sensor systems; and (3) to aid in the development of displays that augment the cockpit window scene and are compatible with the pilot's visual extraction of information from the visual scene. The authors are actively pursuing these questions. We have on-going studies using both low-cost, lower fidelity flight simulators, and state-of-the-art helicopter simulation research facilities. Research results will be presented on: (1) the important visual scene information used in altitude and speed control; (2) the utility of monocular, stereo, and hyperstereo cues for the control of flight; (3) perceptual effects due to the differences between normal unaided daylight vision, and that made available by various night vision devices (e.g., light intensifying goggles and infra-red sensor displays); and (4) the utility of advanced contact displays in which instrument information is made part of the visual scene, as on a 'scene linked' head-up display (e.g., displaying altimeter information on a virtual billboard located on the ground).

Johnson, W. W.↗

NASA NTRS1980

Response time effects of alerting tone and semantic context for synthesized voice cockpit warnings

Some handbooks and human factors design guides have recommended that a voice warning should be preceded by a tone to attract attention to the warning. As far as can be determined from a search of the literature, no experimental evidence supporting this exists. A fixed-base simulator flown by airline pilots was used to test the hypothesis that the total 'system-time' to respond to a synthesized voice cockpit warning would be longer when the message was preceded by a tone because the voice itself was expected to perform both the alerting and the information transfer functions. The simulation included realistic ATC radio voice communications, synthesized engine noise, cockpit conversation, and realistic flight routes. The effect of a tone before a voice warning was to lengthen response time; that is, responses were slower with an alerting tone. Lengthening the voice warning with another work, however, did not increase response time.

Simpson, C. A.↗