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At least 667 records · Page 37
All sourcesNASA NTRSDOE OSTI
NASA NTRS1986

Anthropometric considerations for a 4-axis side-arm flight controller

A data base on multiaxis side-arm flight controls was generated. The rapid advances in fly-by-light technology, automatic stability systems, and onboard computers have combined to create flexible flight control systems which could reduce the workload imposed on the operator by complex new equipment. This side-arm flight controller combines four controls into one unit and should simplify the pilot's task. However, the use of a multiaxis side-arm flight controller without complete cockpit integration may tend to increase the pilot's workload.

Debellis, W. B.↗
NASA NTRS1985

Pilots of the future - Human or computer?

In connection with the occurrence of aircraft accidents and the evolution of the air-travel system, questions arise regarding the computer's potential for making fundamental contributions to improving the safety and reliability of air travel. An important result of an analysis of the causes of aircraft accidents is the conclusion that humans - 'pilots and other personnel' - are implicated in well over half of the accidents which occur. Over 70 percent of the incident reports contain evidence of human error. In addition, almost 75 percent show evidence of an 'information-transfer' problem. Thus, the question arises whether improvements in air safety could be achieved by removing humans from control situations. In an attempt to answer this question, it is important to take into account also certain advantages which humans have in comparison to computers. Attention is given to human error and the effects of technology, the motivation to automate, aircraft automation at the crossroads, the evolution of cockpit automation, and pilot factors.

Chambers, A. B.↗
NASA NTRS1984

Aircrew-aircraft integration - A summary of U.S. Army research programs and plans

A review of selected programs which illustrate the research efforts of the U.S. Army Aeromechanics Laboratory in the area of aircrew-aircraft integration is presented. Plans for research programs to support the development of future military rotorcraft are also described. The crew of a combat helicopter must, in general, perform two major functions during the conduct of a particular mission: flightpath control and mission management. Accordingly, the research programs described are being conducted in the same two major categories: (1) flightpath control, which encompasses the areas of handling qualities, stability and control, and displays for the pilot's control of the rotorcraft's flightpath, and (2) mission management, which includes human factors and cockpit integration research topics related to performance of navigation, communication, and aircraft systems management tasks.

Key, D. L.↗
NASA NTRS1985

Techniques of subjective workload assessment - A comparison of two methodologies

With increasing complexity of systems, evaluation techniques based on close examination of an operator's performance become more and more difficult to perform, and it is much easier to base on evaluation of a workload on the opinion of the operator involved in performing the task. The present paper has the objective to compare two of the general subjective workload assessment techniques which have been developed. One of these techniques, the Subjective Workload Assessment Technique (SWAT), has been developed primarily at the USAF Aerospace Medical Research Laboratory for use in cockpit environments. The second technique, the NASA weighted-bipolar technique, is a development tool to examine the underlying relationships among many factors. One of the two goals of the study is concerned with the general validity of subjective workload assessments, while, according to the second goal, any particular strengths or weaknesses with respect to either of the two techniques are to be observed. It is concluded that both techniques appear to be worthwhile.

Vidulich, M. A.↗
NASA NTRS1985

Realistic training for effective crew performance

Evaluation of incident and accident statistics reveals that most problems occur not because of a lack of proficiency in pilot training, but because of the inability to coordinate skills into effective courses of action. Line-Oriented Flight Training (LOFT) and Cockpit Resource Management (CRM) programs provide training which will develop both individual crew member skills, as well as those associated with effective group function. A study conducted by NASA at the request of the U.S. Congress supports the argument for training that enhances crew performance in addition to providing individual technical skills, and is described in detail.

Foushee, H. C.↗
NASA NTRS1986

Effect of time delay on flying qualities - An update

Flying qualities problems of modern, full-authority electronic flight control systems are most often related to the introduction of additional time delay in aircraft response to a pilot input. These delays can have a significant effect on the flying qualities of the aircraft. This paper reexamines time delay effects in light of recent flight test experience with aircraft incorporating new technology. Data from the X-29A forward-swept-wing demonstrator, a related preliminary in-flight experiment, and other flight observations are presented. These data suggest that the present MIL-F-8785C allowable-control system time delay specifications are inadequate or, at least, incomplete. Allowable time delay appears to be a function of the shape of the aircraft response following the initial delay. The cockpit feel system is discussed as a dynamic element in the flight control system. Data presented indicate that the time delay associated with a significant low-frequency feel system does not result in the predicted degradation in aircraft flying qualities. The impact of the feel system is discussed from two viewpoints: as a filter in the control system which can alter the initial response shape and, therefore, the allowable time delay, and as a unique dynamic element whose delay contribution can potentially be discounted by special pilot loop closures.

Smith, R. E.↗
NASA NTRS1986

Pilot evaluation of experimental flight trajectories in the near-terminal area

Advanced cockpit avionics systems now under development at NASA Langley Research Center will provide the means for effectively utilizing MLS technology to achieve a number of important objectives in the near-terminal airspace. A simulator study has recently been completed at NASA Langley Research Center in which guest pilots from a number of airlines were asked to fly curved ground tracks designed to avoid population centers in four airport communities. Eight two-man crews comprised of commercial line pilots, and three NASA crews each evaluated a total of eight departures and eight approaches on the basis of such factors as workload, safety, passenger acceptance, controllability, and piloting skill. Various physical measurements were also made, including cross-track errors, altitude errors, bank angles, and fuel flow rates. Half of the trajectories were curved and designed to be population-minimal, and half were designed to represent conventional ground tracks. The objective of the study was to determine if statistically significant differences could be detected between curved and conventional ground tracks on the basis of these parameters.

Deloach, R.↗
NASA NTRS1985

Flight test experience and controlled impact of a large, four-engine remotely piloted airplane

A controlled impact demonstration (CID) program using a large, four engine, remotely piloted transport airplane was conducted. Closed loop primary flight control was performed from a ground based cockpit and digital computer in conjunction with an up/down telemetry link. Uplink commands were received aboard the airplane and transferred through uplink interface systems to a highly modified Bendix PB-20D autopilot. Both proportional and discrete commands were generated by the ground pilot. Prior to flight tests, extensive simulation was conducted during the development of ground based digital control laws. The control laws included primary control, secondary control, and racetrack and final approach guidance. Extensive ground checks were performed on all remotely piloted systems. However, manned flight tests were the primary method of verification and validation of control law concepts developed from simulation. The design development, and flight testing of control laws and the systems required to accomplish the remotely piloted mission are discussed.

Kempel, R. W.↗
NASA NTRS1986

Flight training for Space Shuttle missions

The training performed for flights of the Space Shuttle is intensive and extremely complicated. The training is totally dependent on computer generated training situations in both cockpit simulations and in integrated simulations between the simulators and the Mission Control Center (MCC). These simulations form a complex set of dress rehearsals of the actual spaceflight allowing the participants to address problems in a real world situation and utilize problem solving rationale just as they will be called upon to do during the real flight. The benefits of this type of training have been demonstrated during the flights of the Shuttle as individual flight controllers and whole teams have been tested by various untoward situations. This system of integrated simulation and training, more complex than ever, will be continued in use in the future using even more intricate man-machine interactions required to initialize, control, and operate it.

Hughes, F. E.↗
NASA NTRS1987

Real-Time Simulation Clock

Fiber-optic network delivers time signals to widely separated simulator sites. Real-time digital flight simulation used to support variety of research programs. Majority of research involves man-in-the-loop simulation requiring interconnection of digital computers, simulation cockpits, control consoles, graphics subsystems, and related equipment. Real-time simulation subsystem consists of several CYBER(R) computers and over 20 simulation sites. Allows for several simultaneous simulation jobs on one CYBER(R) as well as any combination of sites in each integrated simulation job.

Bennington, Donald R.↗
NASA NTRS1986

Crew Communication as a Factor in Aviation Accidents

The crew communication process is analyzed. Planning and explanation are shown to be well-structured discourse types, described by formal rules. These formal rules are integrated with those describing the other most important discourse type within the cockpit: the command-and-control speech act chain. The latter is described as a sequence of speech acts for making requests (including orders and suggestions), for making reports, for supporting or challenging statements, and for acknowledging previous speech acts. Mitigation level, a linguistic indication of indirectness and tentativeness in speech, was an important variable in several hypotheses, i.e., the speech of subordinates is more mitigated than the speech of superiors, the speech of all crewmembers is less mitigated when they know that they are in either a problem or emergency situation, and mitigation is a factor in failures of crewmembers to initiate discussion of new topics or have suggestions ratified by the captain. Test results also show that planning and explanation are more frequently performed by captains, are done more during crew- recognized problems, and are done less during crew-recognized emergencies. The test results also indicated that planning and explanation are more frequently performed by captains than by other crewmembers, are done more during crew-recognized problems, and are done less during-recognized emergencies.

Goguen, J.↗
NASA NTRS1986

Flight Dynamics Laboratory overview

The Flight Dynamics Laboratory (FDL) is one of four Air Force Wright Aeronautical Laboratories (AFWAL) and part of the Aeronautical Systems Division located at Wright-Patterson AFB, Ohio. The FDL is responsible for the planning and execution of research and development programs in the areas of structures and dynamics, flight controls, vehicle equipment/subsystems, and aeromechanics. Some of the areas being researched in the four FDL divisions are as follows: large space structures (LSS) materials and controls; advanced cockpit designs; bird-strike-tolerant windshields; and hypersonic interceptor system studies. Two of the FDL divisions are actively involved in programs that deal directly with LSS control/structures interaction: the Flight Controls Division and the Structures and Dynamics Division.

Sandford, Thaddeus↗
NASA NTRS1987

Piloted simulator study of allowable time delays in large-airplane response

A piloted simulation was performed to determine the permissible time delay and phase shift in the flight control system of a specific large transport-type airplane. The study was conducted with a six degree of freedom ground-based simulator and a math model similar to an advanced wide-body jet transport. Time delays in discrete and lagged form were incorporated into the longitudinal, lateral, and directional control systems of the airplane. Three experienced pilots flew simulated approaches and landings with random localizer and glide slope offsets during instrument tracking as their principal evaluation task. Results of the present study suggest a level 1 (satisfactory) handling qualities limit for the effective time delay of 0.15 sec in both the pitch and roll axes, as opposed to a 0.10-sec limit of the present specification (MIL-F-8785C) for both axes. Also, the present results suggest a level 2 (acceptable but unsatisfactory) handling qualities limit for an effective time delay of 0.82 sec and 0.57 sec for the pitch and roll axes, respectively, as opposed to 0.20 sec of the present specifications for both axes. In the area of phase shift between cockpit input and control surface deflection,the results of this study, flown in turbulent air, suggest less severe phase shift limitations for the approach and landing task-approximately 50 deg. in pitch and 40 deg. in roll - as opposed to 15 deg. of the present specifications for both axes.

Grantham, William D.↗
NASA NTRS1985

Development of ADOCS controllers and control laws. Volume 2: Literature review and preliminary analysis

The Advanced Cockpit Controls/Advanced Flight Control System (ACC/AFCS) study was conducted by the Boeing Vertol Company as part of the Army's Advanced Digital/Optical Control System (ADOCS) program. Specifically, the ACC/AFCS investigation was aimed at developing the flight control laws for the ADOCS demonstrator aircraft which will provide satisfactory handling qualities for an attack helicopter mission. The three major elements of design considered are as follows: Pilot's integrated Side-Stick Controller (SSC) -- Number of axes controlled; force/displacement characteristics; ergonomic design. Stability and Control Augmentation System (SCAS)--Digital flight control laws for the various mission phases; SCAS mode switching logic. Pilot's Displays--For night/adverse weather conditions, the dynamics of the superimposed symbology presented to the pilot in a format similar to the Advanced Attack Helicopter (AAH) Pilot Night Vision System (PNVS) for each mission phase as a function of ACAS characteristics; display mode switching logic. Findings from the literature review and the analysis and synthesis of desired control laws are reported in Volume 2. Conclusions drawn from pilot rating data and commentary were used to formulate recommendations for the ADOCS demonstrator flight control system design. The ACC/AFCS simulation data also provide an extensive data base to aid the development of advanced flight control system design for future V/STOL aircraft.

Landis, Kenneth H.↗
NASA NTRS1985

Development of ADOCS controllers and control laws. Volume 3: Simulation results and recommendations

The Advanced Cockpit Controls/Advanced Flight Control System (ACC/AFCS) study was conducted by the Boeing Vertol Company as part of the Army's Advanced Digital/Optical Control System (ADOCS) program. Specifically, the ACC/AFCS investigation was aimed at developing the flight control laws for the ADOCS demonstator aircraft which will provide satisfactory handling qualities for an attack helicopter mission. The three major elements of design considered are as follows: Pilot's integrated Side-Stick Controller (SSC) -- Number of axes controlled; force/displacement characteristics; ergonomic design. Stability and Control Augmentation System (SCAS)--Digital flight control laws for the various mission phases; SCAS mode switching logic. Pilot's Displays--For night/adverse weather conditions, the dynamics of the superimposed symbology presented to the pilot in a format similar to the Advanced Attack Helicopter (AAH) Pilot Night Vision System (PNVS) for each mission phase is a function of SCAS characteristics; display mode switching logic. Results of the five piloted simulations conducted at the Boeing Vertol and NASA-Ames simulation facilities are presented in Volume 3. Conclusions drawn from analysis of pilot rating data and commentary were used to formulate recommendations for the ADOCS demonstrator flight control system design. The ACC/AFCS simulation data also provide an extensive data base to aid the development of advanced flight control system design for future V/STOL aircraft.

Landis, Kenneth H.↗
NASA NTRS1985

Development of ADOCS controllers and control laws. Volume 1: Executive summary

The Advanced Cockpit Controls/Advanced Flight Control System (ACC/AFCS) study was conducted by the Boeing Vertol Company as part of the Army's Advanced Digital/Optical Control System (ADOCS) program. Specifically, the ACC/AFCS investigation was aimed at developing the flight control laws for the ADOCS demonstrator aircraft that will provide satisfactory handling qualities for an attack helicopter mission. The three major elements of design considered during the study are as follows: Pilot's integrated Side-Stick Controller (SSC) -- Number of axes controlled; force/displacement characteristics; ergonomic design. Stability and Control Augmentation System (SCAS)--Digital flight control laws for the various mission phases; SCAS mode switching logic. Pilot's Displays--For night/adverse weather conditions, the dynamics of the superimposed symbology presented to the pilot in a format similar to the Advanced Attack Helicopter (AAH) Pilot Night Vision System (PNVS) for each mission phase as a function of SCAS characteristics; display mode switching logic. Volume 1 is an Executive Summary of the study. Conclusions drawn from analysis of pilot rating data and commentary were used to formulate recommendations for the ADOCS demonstrator flight control system design. The ACC/AFCS simulation data also provide an extensive data base to aid the development of advanced flight control system design for future V/STOL aircraft.

Landis, Kenneth H.↗
NASA NTRS1987

A simulation evaluation of a pilot interface with an automatic terminal approach system

The pilot-machine interface with cockpit automation is a critical factor in achieving the benefits of automation and reducing pilot blunders. To improve this interface, an automatic terminal approach system (ATAS) was conceived that can automatically fly a published instrument approach by using stored instrument approach data to automatically tune airplane radios and control an airplane autopilot and autothrottle. The emphasis in the ATAS concept is a reduction in pilot blunders and work load by improving the pilot-automation interface. A research prototype of an ATAS was developed and installed in the Langley General Aviation Simulator. A piloted simulation study of the ATAS concept showed fewer pilot blunders, but no significant change in work load, when compared with a baseline heading-select autopilot mode. With the baseline autopilot, pilot blunders tended to involve loss of navigational situational awareness or instrument misinterpretation. With the ATAS, pilot blunders tended to involve a lack of awareness of the current ATAS mode state or deficiencies in the pilots' mental model of how the system operated. The ATAS display provided adequate approach status data to maintain situational awareness.

Hinton, David A.↗
NASA NTRS1985

Traffic scenario generation technique for piloted simulation studies

Piloted simulation studies of cockpit traffic display concepts require the development of representative traffic scenarios. With the exception of specific aircraft interaction issues, most research questions can be addressed using traffic scenarios consisting of prerecorded aircraft movements merged together to form a desired traffic pattern. Prerecorded traffic scenarios have distinct research advantages, allowing control of traffic encounters with repeatability of scenarios between different test subjects. A technique is described for generation of prerecorded jet transport traffic scenarios suitable for use in piloted simulation studies. Individual flight profiles for the aircraft in the scenario are created interactively with a computer program designed specifically for this purpose. The profiles are then time-correlated and merged into a complete scenario. This technique was used to create traffic scenarios for the Denver, Colorado area with operations centered at Stapleton International Airport. Traffic scenarios for other areas may also be created using this technique, with appropriate modifications made to the navigation fix locations contained in the flight profile generation program.

Williams, David H.↗