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A New Control Paradigm: Multiple Aircraft Controlled by Multiple Operators

Remotely piloted aircraft systems (RPAS) are becoming more and more prevalent in the aerospace operations. This is true in a number of diverse domains; urban air mobility, medical product delivery, infrastructure inspection, high altitude pseudo-satellites, search and rescue, auto cargo and several other applications. One aspect that all of these share in common is the need for scalability to be viable and continue to grow. The Association of Uncrewed Vehicle Systems International (AUVSI) develops an annual economic report. They project that in the first three years of integration more than 70,000 jobs will be created in the US alone, with an economic impact of more than $13.6 billion. This benefit will grow through 2025 when we foresee more than 100,000 jobs created and economic impact of $82 billion. For many of these domains to reach these levels and have the scalability needed, they will require a remote pilot to control multiple aircraft (1:N) or the extension of that, multiple pilots controlling multiple aircraft (m:N). This is a new control paradigm that raises multiple issues in various areas. The issues include regulatory, technical, safety, community acceptance and Human Factors. Human factors issues include displays, pilot workload, pilot situation awareness just to name a few. This panel brings together researchers, developers and operators that have been working in the area of m:N. They will discuss the need, the issues and some potential solutions.

multi-vehicle control↗
NASA NTRS1985

Effect of time span and task load on pilot mental workload

Two sets of experiments were run to examine how the mental workload of a pilot might be measured. The effects of continuous manual control activity versus discrete assigned mental tasks (including the length of time between receiving an assignment and executing it) were examined. The first experiment evaluated the strengths and weaknesses of measuring mental workload with an objective perforamance (altitude deviations) and five subjective ratings (activity level, complexity, difficulty, stress, and workload). The second set of experiments built upon the first set by increasing workload intensities and adding another performance measure: airspeed deviation. The results are discussed for both low and high experience pilots.

Berg, S. L.↗
NASA NTRS1974

Turbulence flight director analysis and preliminary simulation

A control column and trottle flight director display system is synthesized for use during flight through severe turbulence. The column system is designed to minimize airspeed excursions without overdriving attitude. The throttle system is designed to augment the airspeed regulation and provide an indication of the trim thrust required for any desired flight path angle. Together they form an energy management system to provide harmonious display indications of current aircraft motions and required corrective action, minimize gust upset tendencies, minimize unsafe aircraft excursions, and maintain satisfactory ride qualities. A preliminary fixed-base piloted simulation verified the analysis and provided a shakedown for a more sophisticated moving-base simulation to be accomplished next. This preliminary simulation utilized a flight scenario concept combining piloting tasks, random turbulence, and discrete gusts to create a high but realistic pilot workload conducive to pilot error and potential upset. The turbulence director (energy management) system significantly reduced pilot workload and minimized unsafe aircraft excursions.

Johnson, D. E.↗
NASA NTRS1984

A flight test evaluation of the pilot interface with a digital advanced avionics system

A flight study was conducted to study pilot workload and the pilot interface with high levels of avionics capability and automation. The study was done in the context of general aviation, single-pilot IFR operations and utilized an experimental, digital, integrated avionics system. Results indicate that such advanced systems can provide improved information to the pilot and increased functional capability. The results also indicate that additional research is needed to increase the knowledge base required to design the pilot interfaces with highly capable systems. A CRT-based moving map display format tested provided excellent navigational situational awareness but was inferior to an HSI for manual path tracking. The complexity of navigation data management, autopilot management, and maintaining awareness of system status contributed to pilot workload and errors. Suggested guidelines for the design of the pilot/avionics interface for advanced avionics systems are given.

Hinton, D. A.↗
NASA NTRS1995

Simulator Investigation of Pilot Aids for Helicopter Terminal Area Operations with One Engine Inoperative

Two recent piloted simulation experiments have investigated advanced display concepts applied to civil transport helicopter terminal area operations. Civil Category A helicopter operations apply to multi-engine helicopters wherein a safe recovery (land or fly out) is required in the event of a single engine failure. The investigation used the NASA Ames Research Center Vertical Motion Simulator, which has a full six degrees of freedom, to simulate the flight task as closely as possible. The goal of these experiments was to use advanced cockpit displays to improve flight safety and enhance the mission performance of Category A terminal area operations in confined areas. The first experiment investigated the use of military display formats to assist civil rotorcraft in performing a Category A takeoff in confined terminal areas. Specifically, it addressed how well a difficult hovering backup path could be followed using conventional instruments in comparison to panel mounted integrated displays. The hovering backup takeoff, which enables pilots to land back to the confined area pad in the event of an engine failure, was chosen since it is a difficult task to perform. Seven NASA and Army test pilots participated in the experiment. Evaluations, based on task performance and pilot workload, showed that an integrated display enabled the pilot to consistently achieve adequate or desired performance with reasonable pilot workload. Use of conventional instruments, however, frequently resulted in unacceptable performance (poor flight path tracking), higher pilot workload, and poor situational awareness. Although OEI landbacks were considered a visual task, the improved performance on the backup portion, in conjunction with increased situational awareness resulting from use of integrated displays, enabled the pilots to handle an engine failure and land back safely. In contrast, use of conventional instruments frequently led to excessive rates of sink at touchdown. A second simulation (in progress - July - August) is being conducted to investigate the use of advanced displays to perform vertical and short takeoffs and landings. One Engine Inoperative trajectories, which were optimized based on safety of flight restrictions, are utilized. Based on comments from the first experiment and further analytic development, appropriate fly out and approach guidance was added. Displays include conventional instruments with raw data, and the following integrated displays: multi-view and side-view hover displays based on the Apache Pilot Night Vision System, and variations of the pathway-in-the-sky displays with a flight-path-vector, a leader and flight director modifications. Panel mounted and head-up displays are being evaluated. Engine modifications have been incorporated to simulate 30 second and 2 minute contingency power ratings. Evaluations are based on task performance and pilot workload. NASA, Army, FAA, and industry test pilots participated. Details concerning the design, conduct, and the results of the experiment will be reported in the proposed paper.

Iseler, Laura↗
NASA NTRS1984

Pilot errors as a source of workload

A pilot opinion survey was conducted to develop a database for creating simulation scenarios that impose predetermined levels of pilot workload. Twelve pilots estimated the effect of 163 events and activities (which they had encountered during their previous flying experiences) on performance, effort, workload, and stress. The events, described in the context of flight scenario segments, included control, navigation and communications activities, aircraft and system failures, and pilot errors. In general, workload, stress, and effort ratings were significantly correlated with each other but not with performance ratings; however, some different response patterns were found as a function of flight segment (e.g., workload, stress, and performance, but not effort, ratings varied with flight phase) and type of event. Errors were rated as a significant source of change for workload, stress, and performance, suggesting that errors could be conceptualized as a cause of workload rather than as a symptom.

Hart, S. G.↗
NASA NTRS1977

Survey of piloting factors in V/STOL aircraft with implications for flight control system design

Flight control system design factors involved for pilot workload relief are identified. Major contributors to pilot workload include configuration management and control and aircraft stability and response qualities. A digital fly by wire stability augmentation, configuration management, and configuration control system is suggested for reduction of pilot workload during takeoff, hovering, and approach.

Ringland, R. F.↗
NASA NTRS2016

Assessing Dual Sensor Enhanced Flight Vision Systems to Enable Equivalent Visual Operations

Flight deck-based vision system technologies, such as Synthetic Vision (SV) and Enhanced Flight Vision Systems (EFVS), may serve as a revolutionary crew/vehicle interface enabling technologies to meet the challenges of the Next Generation Air Transportation System Equivalent Visual Operations (EVO) concept - that is, the ability to achieve the safety of current-day Visual Flight Rules (VFR) operations and maintain the operational tempos of VFR irrespective of the weather and visibility conditions. One significant challenge lies in the definition of required equipage on the aircraft and on the airport to enable the EVO concept objective. A motion-base simulator experiment was conducted to evaluate the operational feasibility, pilot workload and pilot acceptability of conducting straight-in instrument approaches with published vertical guidance to landing, touchdown, and rollout to a safe taxi speed in visibility as low as 300 ft runway visual range by use of onboard vision system technologies on a Head-Up Display (HUD) without need or reliance on natural vision. Twelve crews evaluated two methods of combining dual sensor (millimeter wave radar and forward looking infrared) EFVS imagery on pilot-flying and pilot-monitoring HUDs as they made approaches to runways with and without touchdown zone and centerline lights. In addition, the impact of adding SV to the dual sensor EFVS imagery on crew flight performance, workload, and situation awareness during extremely low visibility approach and landing operations was assessed. Results indicate that all EFVS concepts flown resulted in excellent approach path tracking and touchdown performance without any workload penalty. Adding SV imagery to EFVS concepts provided situation awareness improvements but no discernible improvements in flight path maintenance.

Kramer, Lynda J.↗
NASA NTRS1974

Landing approach evaluation of an integrated CRT display for general aviation aircraft

A flight director adaptable to general aviation aircraft was evaluated for the landing approach task in a twin turbojet business aircraft. The flight director combined aircraft heading, pitch and roll atitude, and ILS (Instrument Landing System) signals into a single picture on a small cathode ray tube (CRT) to give the pilot an integrated picture of the aircraft situation. The display is unique in that it presents the information on a CRT and gives quasi-command signals to the pilot. The particular display investigated was a preproduction version of the Kaiser Model FP-50 flight director. Approaches made with visual references only, with a conventional ILS displacement instrument, and with the CRT display were compared in terms of tracking performance and pilot workload. Tracking performance of three research pilots using the CRT display was superior to that using the conventional ILS instrument and comparable to that under VFR conditions. Pilot workload (based on pilot comments) was not clearly decreased.

Talbot, P. D.↗
NASA NTRS1996

Yaw Motion Cues in Helicopter Simulation

A piloted simulation that examined the effects of yaw motion cues on pilot-vehicle performance, pilot workload, and pilot motion perception was conducted on the NASA Ames Vertical Motion Simulator. The vehicle model that was used represented an AH-64 helicopter. Three tasks were performed in which only combinations of vehicle yaw and vertical displacement were allowed. The commands issued to the motion platform were modified to present the following four motion configurations for a pilot located forward of the center of rotation: (1) only the linear translations, (2) only the angular rotation, (3) both the linear translations and the angular rotation, and (4) no motion. The objective data indicated that pilot-vehicle performance was reduced and the necessary control activity increased when linear motion was removed; however, the lack of angular rotation did not result in a measured degradation for almost all cases. Also, pilots provided subjective assessments of their compensation required, the motion fidelity, and their judgment of whether or not linear or rotational cockpit motion was present. Ratings of compensation and fidelity were affected only by linear acceleration, and the rotational motion had no significant impact. Also, when only linear motion was present, pilots typically reported the presence of rotation. Thus, linear acceleration cues, not yaw rotational cues, appear necessary to simulate hovering flight.

Schroeder, Jeffrey A.↗
NASA NTRS2015

Enhanced Flight Vision Systems Operational Feasibility Study Using Radar and Infrared Sensors

Approach and landing operations during periods of reduced visibility have plagued aircraft pilots since the beginning of aviation. Although techniques are currently available to mitigate some of the visibility conditions, these operations are still ultimately limited by the pilot's ability to "see" required visual landing references (e.g., markings and/or lights of threshold and touchdown zone) and require significant and costly ground infrastructure. Certified Enhanced Flight Vision Systems (EFVS) have shown promise to lift the obscuration veil. They allow the pilot to operate with enhanced vision, in lieu of natural vision, in the visual segment to enable equivalent visual operations (EVO). An aviation standards document was developed with industry and government consensus for using an EFVS for approach, landing, and rollout to a safe taxi speed in visibilities as low as 300 feet runway visual range (RVR). These new standards establish performance, integrity, availability, and safety requirements to operate in this regime without reliance on a pilot's or flight crew's natural vision by use of a fail-operational EFVS. A pilot-in-the-loop high-fidelity motion simulation study was conducted at NASA Langley Research Center to evaluate the operational feasibility, pilot workload, and pilot acceptability of conducting straight-in instrument approaches with published vertical guidance to landing, touchdown, and rollout to a safe taxi speed in visibility as low as 300 feet RVR by use of vision system technologies on a head-up display (HUD) without need or reliance on natural vision. Twelve crews flew various landing and departure scenarios in 1800, 1000, 700, and 300 RVR. This paper details the non-normal results of the study including objective and subjective measures of performance and acceptability. The study validated the operational feasibility of approach and departure operations and success was independent of visibility conditions. Failures were handled within the lateral confines of the runway for all conditions tested. The fail-operational concept with pilot in the loop needs further study.

Etherington, Timothy J.↗
NASA NTRS1986

Effect of time span and task load on pilot mental workload

Two sets of simulations designed to examine how a pilot's mental workload is affected by continuous manual-control activity versus discrete mental tasks that included the length of time between receiving an assignment and executing it are described. The first experiment evaluated two types of measures: objective performance indicators and subjective ratings. Subjective ratings for the two missions were different, but the objective performance measures were similar. In the second experiments, workload levels were increased and a second performance measure was taken. Mental workload had no influence on either performance-based workload measure. Subjective ratings discriminated among the scenarios and correlated with performance measures for high-workload flights. The number of mental tasks performed did not influence error rates, although high manual workloads did increase errors.

Berg, S. L.↗
NASA NTRS1981

Flight evaluation of the terminal guidance system

The terminal guidance system (TGS) is avionic equipment which gives guidance along a curved descending flight path to a landing. A Cessna 182 was used as the test aircraft and the TGS was installed and connected to the altimeter, DME, RMI, and gyro compass. Approaches were flown by three different pilots. When the aircraft arrives at the termination point, it is set up on final approach for a landing. The TGS provides guidance for curved descending approaches with guideslopes of 6 deg which required, for experienced pilots, workloads that are approximately the same as for an ILS. The glideslope is difficult to track within 1/2 n.m. of the VOR/DME station. The system permits, for experienced pilots, satisfactory approaches with a turn radius as low as 1/2 n.m. and a glideslope of 6 deg. Turn angles have little relation to pilot workload for curved approaches. Pilot experience is a factor for curved approaches. Pilots with low instrument time have difficulty flying steep approaches with small turn radius. Turbulence increases the pilot workload for curved approaches. The TGS does not correct to a given flight path over the ground nor does it adequately compensate for wind drift.

Sandlin, D. R.↗
NASA NTRS1983

Practical guidance for the design of controls and displays for single pilot IFR

This paper represents a first step in developing the criteria for pilot interaction with advanced controls and displays in a single pilot IFR (SPIFR) environment. The research program presented is comprised of an analytical phase and an experimental phase. The analytical phase consisted of a review of fundamental considerations for pilot workload taking into account existing data, and using that data to develop a SPIFR pilot workload model. The rationale behind developing such a model was based on the concept that it is necessary to identify and quantify the most important components of pilot workload to guide the experimental phase of the research which consisted of an abbreviated flight test program. The purpose of the flight tests was to evaluate the workload associated with certain combinations of controls and displays in a flight environment. This was accommplished as a first step in building a data base for single pilot IFR controls and displays.

Hoh, R. H.↗
NASA NTRS1976

Manual and automatic flight control during severe turbulence penetration

An analytical and experimental investigation of possible contributing factors in jet aircraft turbulence upsets was conducted. Major contributing factors identified included autopilot and display deficiencies, the large aircraft inertia and associated long response time, and excessive pilot workload. An integrated flight and thrust energy management director system was synthesized. The system was incorporated in a moving-base simulation and evaluated using highly experienced airline pilots. The evaluation included comparison of pilot workload and flight performance during severe turbulence penetration utilizing four control/display concepts: manual control with conventional full panel display, conventional autopilot (A/P-A) with conventional full panel display, improved autopilot (A/P-B) with conventional full panel display plus thrust director display, and longitudinal flight director with conventional full panel display plus thrust director display. Simulation results show improved performance, reduced pilot workload, and a pilot preference for the autopilot system controlling to the flight director command and manual control of thrust following the trim thrust director.

Johnston, D. E.↗
NASA NTRS1981

Defining the subjective experience of workload

Flight scenarios that represent different types and levels of pilot workload are needed in order to conduct research about, and develop measures of, pilot workload. In order to be useful, however, the workload associated with such scenarios and the component tasks must be determined independently. An initial study designed to provide such information was conducted by asking a panel of general aviation pilots to evaluate flight-related tasks for the overall, perceptual, physical, and cognitive workload they impose. These ratings will provide the nucleus for a data base of flight-related primary tasks that have been independently rated for workload to use in workload assessment research.

Hart, S. G.↗
NASA NTRS1988

Defining and measuring pilot mental workload

A theory is sought that is general enough to help the researcher deal with a wide range of situations involving pilot mental stress. A limited capacity theory of attention forms the basis for the theory. Mental workload is then defined as an intervening variable, similar to attention, that modulates or indexes the tuning between the demands of the environment and the capacity of the organism. Two methods for measuring pilot mental workload are endorsed: (1) objective measures based on secondary tasks; and (2) psychophysiological measures, which have not yet been perfected but which will become more useful as theoretical models are refined. Secondary-task research is illustrated by simulator studies in which flying performance has been shown not to be adversely affected by adding a complex choice-reaction secondary task.

Kantowitz, Barry H.↗