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VALIDATION OF FLIGHT DIRECTOR DESIGN PROCEDURE The analytic technique for flight director synthesis is included in the display methodology at the information level. Here, we optimally synthesize or aggregate the information states into a single information variable that could be displayed to the pilot. The flight director signal is designed to relate to the pilot task objectives, i.e. to minimize his workload and!or improve his control performance, and to satisfy the pilot's desired goal of behaving approximately as a gain and time-delay. The man-in-the-loop simulations validated the superiority of the flight director display (over all others considered) with respect to control performance. The ability to analytically design a flight director that is in harmony with pilot control and information processing limitations is a major feature of the methodology. In many situations flight directors are "designed" via extensive simulations and tuning using a pilot inthe-loop. The analytic design, when used as prescribed, can shorten this experimental procedure to a great extent. REFERENCES i. Hoffman, W.C., D.L. Kleinman, and L.R. Young, "Display/Control Requirements for Automated VTOL Aircraft," NASA Contractor Report 158905, ASI-TR-76-39. 2. Curry, R.E., D.L. Kleinman, and W.C. Hoffman, "A Design Procedure for Control/Display Systems," Human Factors, 1977, 19(5), pp. 421-436. 3. Kleinman, D.L. and S. Baron, "Manned Vehicle Systems Analysis by Means of Modern Control Theory," NASA CR-1753, June 1971. 4. Kleinman, D.L., S. Baron, and W.H. Levison, "A Control Theoretic Approach to Manned Vehicle Systems Analysis," IEEE Trans. on Automatic Control, Col. AC-16, No. 6, December 1971. 5. Kleinman, D.L. and S. Baron," Analytic Evaluation of Display Requirements for Approach to Landing," NASA CR-1952, November 1971. 6. Korn, J. and D.L. Kleinman,"Advanced Cockpit Pilot Information Modeling," ALPHATECH TR-II9, ALPHATECH, Inc., 3 New England Executive Park, Burlington, Massachusetts, 01803. 7. McRuer, D., I. Ashkenas, and D. Grahm, Aircraft Dynamics and Automatic Control, Princeton University Press, 1973. 8. Grunwald, A.J. and S.J. Merhav, "Vehicular Control by Visual Field Cues-- Analytical Model and Experimental Validation," IEEE Trans. on Systems, Man, and C[bernetics, Vol. SMC-6, No. 12, December 1976. 9. Grunwald, A.J. and S.J. Merhav, "Effectiveness of Basic Display Augmentation in Vehicular Control by Visual Field Cues," IEEE Trans. on Systems, Man, and Cybernetics, Vol. SMC-8, No. 9, September 1978. 291
REFERENCES (continued) i0. Grunwald, A.J., "An Experimental Evaluation of an Electronic Perspective Tunnel Display for 3-D Helicopter Approach-to-Landing," TECHNION, Faculty of Aeronautical Engineerlng Report, TAE 383, October 1979. ii. Tomizuka, M., "Optimal Continuous Finite Preview Problem," IEEE Trans. on Automatic Control, June 1975. 12. Lovinsky, V.S. and D.L. Kleinman, "Software Documentation for TRNFLW," University of Connecticut, Department of EECS, Technical Report TR-81-10. June 1981. APPENDIX C P AND D P VALUES (EQ. 26) T (sec) € (T) D (T) p p _._,,[::oo_ 013 _._._ .87 .93 _._o__._°_][_o] -8.65 0 -8.17 .75 0o °[o] 050 .39 .95 -36.68 0 -8.17 2 0 , .,. , ........ 292
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AFWAL-TR'83-3021 PROCEEDINGS OFTHEE
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UNCLASS I FI ED SECURITY CLASSIFiCA
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CONFERENCE CHAIRMAN : FrankL. Georg
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Eleventh Annual Conference on Manua
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CONTENTS(Cont' d) PAGE 6. A FUZZY M
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CONTENTS(Concluded) PAGE 4. DEXTERO
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AN INFORMATIONTHEORETICMODELOF THE
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RISK AND DECISION PROCESSES IN MANU
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In order to investigate manual cont
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may represent particularly efficien
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Results are summarized in Fig.7: In
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TABLE 1 "..,_BORDER- ABOV_ ' BELOW
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0.25, !/% 0.25 " I)'I I 1 1 ' I -5.
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FIG .6 PERFORMANCE OPERATING CURVE
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TIMEDOMAIN IDENTIFICATIONOFPILOT DY
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The human limitationsmodeled includ
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RATING FROM SIMULATION I I , I I I
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The identificationmethod proposed i
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With regard to the remainingterms i
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The algorithm is as follows: 1) Sel
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CLASSICALRESULTS Up(S) " ' - YP Yc
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EXAMPLE PLANT: = 11,7 S ec(s) 3,67
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m m oo --_ ::_ ---I oo o
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Conversely, the "corrected" set use
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Although improvedmethods are curren
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A TEST OF FITTS' LAW IN TWO DIMENSI
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INTRODUCTION We have undertaken a m
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ecomes smaller as the tonic pupil s
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i i i • 1 .......................
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FIGURE 3 : Test conditions for pupi
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k_ (A) : [,'J o_:. \ -80- [_J [....
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DISCUSSION Before attempting anothe
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Edinger-Westphal nucleus. CONCLUSIO
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COMPUTATIONALPROBLEMSIN HUMAN OPERA
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These time series analysismethods h
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The parametersn and m were chosen u
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models with m > I, m = 1 is chosen
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SAMPLING INTERVAL 0.1 SEC Fig. 3-a
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where H(z) is the transfer function
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TABLE 1. TRANSFERFUNCTION.MODEL:WIT
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Although the time series analysis i
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(10) Jex, H. R., and Allen, R. W.,
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CL{ANGES IN HUMAN JOINT COMPLIANCE
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esponse, but what that might be rem
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esulting angular position and stret
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mechanical consequences of the myot
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Merton, P.A. Speculations on the se
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p_ 10.0 FREQUENCY (HZ) 1.0 II111 "o
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...... E RJR042/056 ANGLE TA EMG SO
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aooT I- jU >_ EO '__ o i// V_. - \m
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-100 300 AO UJ GLG589 .J O Z -100 J
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- 22 MIN CO um UJ • - -500 JLEO 3
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RECORD f (hZ) _ J B K CONTROL 1 1.8
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ABSTRACT for 18th
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4). For example,in order to optimal
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For example, when system error and
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REFERENCES I. Birmingham, H.P,, and
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Ar ea 2 / A1 Area 2_ -A2 -A1 X Theo
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determinedboth by his interfacewith
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Procedure The subject sat before th
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e used in designingdiscrete-timetas
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Factor Beta-weight Beta-weight Cour
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SUSTAINEDTURN POSITIONING EXTENDING
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DEVELOPMENT OF PERFORMANCE MEASURES
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performed all nine conditions. Ther
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REFERENCES Moray, N. 1979. Mental W
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|'0 _L_ o.S, K _/.s K/5" K/S_ - - -
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RATING CONSISTENCY AND COMPONENT SA
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also mounted on the left arm of the
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necessitating continued attention b
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4_4 4_4141 4_4_0 00 OVERALLWORKLQAD
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whereas increasing the bandwidth fr
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Figure 3. He.an ratings and signifi
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Figure 4.. Hean ratings and signifi
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Figure 5. Mean ratings and signific
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._ o ,.,_m F-_rt o :1 ,-q x €:._
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Level (_-.585, E
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ing related to Overall Workload or
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Steinlnger, K. Subjective ratings o
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discriminable changes in the score
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RESULTS The computed scores for eac
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In general, the results of the expe
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TABLE 2 Workload Assessment Techniq
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TABLE 4 Logical Classification of T
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1.0 1 Q.S N z_ = -O,S = _€ -1,0 L
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SESSION3: SIMULATIONAND MODELBASEDA
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_ation For Time DelaysIn FlightSimu
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AN AUTOMOBILEAND SIMULATORCOMPARISO
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particularilycritical during the ac
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performanceduring productionruns wa
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using roadway cues from the left la
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epresentingan automobilefor a later
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PerformanceParameters D OVER C - T
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TRANSFEROF LEARNING GROUP 1 (SIMULA
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5.25m l.Tm _- --- I / _ I I ! i i 0
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FIGURE4 INSTRUMENTEDVEHICLEDURING O
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AN OPTIMAL CONTROL MODEL ANALYSIS O
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current standards) could result in
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ft/sec and 1.42 ft/sec, respectivel
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Table i. PERCEPTUAL THRESHOLDS* Var
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m Variable "Maximum" Allowable Devi
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given in Table 4. Also shown in the
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Table 5. MODEL PREDICTIONS FOR DIFF
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ii A io o _ 9 Delay = 133 ms i .,-4
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i0 _. Delay = 133 ms o 1.4 I .,,4 _
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sensitivity of the OCM to increases
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[6] Ricard, G.L., R.V. Parrish, B.R
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Air Force Aerospace Medical Researc
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III. TASK ANALYSIS USING SAINT In o
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equired to detect the target, The c
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Examination of histograms of these
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EXP: SClII COND 19 (FLYBY 1, EW, EC
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conditions corresponding to particu
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o 0 _ oD _ • eo olo ooee ee I I I
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• oeo_ eeee eoJo 0 0 0 0 0 0 0 0
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REFERENCES I. Kleinman, D.L. and To
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screen according to a pre-defined t
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error signal. The error signal repr
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Similarly Fig. 11 ,12, and 13 prese
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.OO3- ,0_. .O01 Figure 6. Tracking
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(sNnaoot) _._aoa.LV 6U_M paxk:l ,aO
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2_ T v TRACK AZIMUTH ANGULAR RATECO
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Page 249 and 250: manual control data to determine th
Page 251 and 252: elative cost penalty on control-rat
Page 253 and 254: pilot parameters. Conversely, a mat
Page 255 and 256: these changes to parameters that ar
Page 257 and 258: TABLE 2 Significance Test of Practi
Page 259 and 260: TABLE 3 Effects of Practice on Pilo
Page 261 and 262: variable(s) of interest. After para
Page 263 and 264: subjects, trained initially fixed-b
Page 265 and 266: A MODERNAPPROACHTO PILOTVEHICLEANAL
Page 267 and 268: Unfortunately,the methodology suffe
Page 269 and 270: DISTURBANCES lqw _ I ! i I MOTOR LA
Page 271 and 272: By validatingthat the OCM can be us
Page 273 and 274: SESSION4: MODELBASEDDESIGNAND CONTR
Page 275 and 276: VALIDATION OF AN ADVANCED COCKPIT D
Page 277 and 278: experimental program was conducted
Page 279 and 280: 0 1 0 0 0 0 0 0 0 1 0 0 0 0 _2U° 3
Page 281 and 282: is repeatedfor several values of co
Page 283 and 284: assumption. Indeed, including the Y
Page 285 and 286: Display System Synthesis STATUS DIS
Page 287 and 288: THREE _IMENSIONAL PERSPECTIVE TUNNE
Page 289 and 290: Implementation of the flight direct
Page 291 and 292: Using these numerical results, the
Page 293 and 294: which will not be addressed at this
Page 295 and 296: move towards the observer, but the
Page 297: absolute levels of control performa
Page 301 and 302: and healthand safety data are accur
Page 303 and 304: DESIGN ISSUES IN EMERGING AUTOMATIO
Page 305 and 306: complacent. The second issueisa dir
Page 307 and 308: _ ' ': _ _: _:_i ¸ i_:_ ,:>_:_ _ '
Page 309 and 310: One of the difficulties of the mult
Page 311 and 312: overview, the other, detailed views
Page 313 and 314: Figures 8 and 9 depict displayedinf
Page 315 and 316: REFERENCES Ackoff,RusselL.,"Managem
Page 317 and 318: HUMAN - COMPUTER DIALOGUE FRAGMENT
Page 320 and 321: FTGURE 4 3i3
Page 322 and 323: FIGURE 6 ENTRY_CONTROL INFORMATION
Page 324 and 325: HIERARCHICINTEGRATEDINFORHATIONDISP
Page 326 and 327: GROUPEDPRIMITIVESINTEGRATEDDISPLAY
Page 328 and 329: of functions to be displayed; (3) t
Page 330 and 331: APPARATUS The mode selection task w
Page 332 and 333: CONCLUSIONSAND RECOMMENDATIONS The
Page 334 and 335: AN ANALYSIS OF CONTROL RESPONSES AS
Page 336 and 337: The data suggest the need for rethi
Page 338 and 339: The ideal flight display is one tha
Page 340 and 341: 140 WIND- SHEAR z 12_0 CP \ k 0_ I0
Page 342 and 343: .6 ELEVATOR POWER SPECTRAL ANALYSIS
Page 344: left hand) on the right side of the
Page 347 and 348: the presentation of the stimulus wi
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at the bottom/center of the oscillo
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References Hartzell, E. J., Dunbar,
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typically located near the top of t
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7.1 ¸ It can be argued ni'ng,: e,x
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effect control. The two hands are p
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amplitude (A) and the narrowest tar
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Figure 5. The subject station with
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equal to 0.5 degrees per second ove
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CYCLIC MT IPSI CONT l m 1,155 1.387
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in the contralateral condition for
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slopes for the two conditions are s
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References 1. Fitts, P.M. & Seeger,
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CHARACTERISTICS OF A COMPENSATORY M
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of a subject via two sets of wet el
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experimental system contained an ad
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signals which are band-limitedat la
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are equal to McRuer and Elkind's av
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23. K. Tanie, S. Tachi, K. Komoriya
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I0 _ -...../..._ n, o.5 v_ x/,,,.._
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-(9- Fc=0.3 Hz Pl=10ms -_- Fc=0.5 H
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Fc=0.3Hz Fc=0.5Hz 10 Fc=0.8Hz 201 "
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e 20 20 em 10 •m ------ ------._.
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SESSION5: HUMAN-MACHINESYSTEMSAND C
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3. Model mimic techniques use a fai
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SOURCEHEAD PENDULUM _ LO\ I?_(_ =TC
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This Configuration Space with its C
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Y 6 Xo-- _ --_'-e s× C [BY,, to ,.
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In either the analytic or projectiv
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no longer holds. \ \ \ \\ \ \ ! \
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geometric machine with many moving
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Yo P w_ _ _ _7p t / , °p # # ; / i
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B. Minimum Information Storage Traj
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Each machine degree of freedom, as
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AXIS I FALSE ALARM" IAL ZONE TRUE C
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3. Kreifeldt,J., Kiel, R., Richichi
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PERCEPTUAL SCALING OF MOMENT OF INE
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DATA ANALYSIS Starting at the cente
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REFERENCES I. Kreifeldt,John G. and
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DEXTEROUS MANIPULATOR LABORATORY PR
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deviation appears to increase for T
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Fig. 2 Manipulator Task Board 424
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A DIRECTMEAN CTV MEAN • 3.3 TO 1
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which occur in the AFTI/F-16. In fi
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Table I - Newman-Keuls Multiple Com
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,_ Teta!Score MJ TrackingRelated _=
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(b co I 10 ;K FEED THROUGH H (Degre
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l, 4 Fo _.CE ST LC._,< l,d O,_ Figu
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i 1.:2 b l sPi..A¢ 9_.1"-!, EklT C
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proportional or preselected fixed r
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three microswitches. To latch safel
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Claw Control Three methods were imp
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C) Sensor display and visual access
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Note that the most time consuming s
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Table I. Time Performance Data of P
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CONTROL -_ BIAS POSITION BUTTON INP
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L_ Figure 3. Cylinderand Box Module
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A C B Figure 5. Latching Mechanism
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Ca) (b) (c) U"l Figure7. BerthingSe
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HELICOPTER INTEGRATED CONTROLLER RE
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METHOD Subjects. Subjects will be n
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illustrated in Figure 2. Subjects w
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amp. amp. amp. 4._ rrl _ -.4 --E [_
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TENTATIVE CRITERIA FOR CONTROLLERS
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simulator. Most soldiers who comple
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makes a mistake and is otherwise si
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The major future effort, other than
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FACTORSAFFECTINGIN-TRAIL FOLLOWINGU
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DISPLAY CONSIDERATIONS Location Our
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The three types of spacing cues ill
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that it tends to smooth out speed v
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symbology section, can also shed so
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If we apply the 50-second,5-percent
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REFERENCES I. Abbott, Terence S.; M
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TRAFFIC [ SELECTION CDTI ] SENSOR "
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cZ) P_ Figure6.- Conventionalcockpi
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\ 8_ Jacoxwaypoint"'_z_ JAC /kS_IG
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Figure I0.- Advanced cockpit CDTI f
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300 r--- ,,. f 250- _/_j' _ GROUNDS
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CHARACTERISTICSOF LEADAIRCRAFT STEA
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_ ' i ' ' ' 300- GROUNDSPEED, 250-
Page 518 and 519:
An informal analysis of projective
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on the metric line at the end of th
Page 522 and 523:
Special thanks to Fumei "Amy" Wu of
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fig. 2 Tag Placement I _ EYE -_ ' E
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d.ing A'I"C.,c:harts, maps, weather
Page 528 and 529:
- I _£2__ , r .I // !-Tr-\ \ \
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_'_Lm _ 030 . d 195 0S6 Figure 2: A
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Four instrument-rated general aviat
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TABLE I: Separation Violations that
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statist.ic:al analysis. Averages fo
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than without for" the pilots of the
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Figure 4 depicts the frequency of s
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Simulator Pilot Opinion At the conc
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communications with the addition of
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cared that the addition of CDTI int
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AIR TRAFFIC CONTROL OF SIMULATED AI
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joystick for the control yoke and a
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shown by a hexagon if the aircraft
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The number of seconds between an ai
Page 556 and 557:
LIST OF AUTHORS 553
Page 558:
AUTHORS CONCLUDED J. L. Lewis 440 E
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