18th annual conference on manual control.pdf - Acgsc.org

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Special thanks to Fumei "Amy" Wu of Informatics, Inc. for her patient assistance with the intricacies of RS.X-11!_, for her expert help in converting the demonstration pro_r am to its multi-tasked form for Funning experiments, and for her continuing efforts to maintain and perfect that version. _LEER_ENC_ I. Herbert. G. Weiss and Richard W. Bush, "The Role of an Airborne Traffic Situation Display in Bn Evolving ATC Environment," Aviation Advisory Commission report P_- 215 714, Lincoln Laboratory, Massachusetts Institute of Technology (May 1, 1972). 2. P,oeing Commercial Airplane Company, "Cockpit Displayed Traffic Information Study," D6-_2968, Seattle, Washington (September 1977). Sponsored by Federal Aviation Administration, Advanced Concepts Staff, Office c.f Systems Engineering Nanagement 3. E.A. Palmer_ So J. Jago, D. L. Baty, and S. L. O'Conner, "Percept:ion of Horizontal Aircraft Sep_ration on a Cockpit Display of Traffic Information," IJU_B F_a.f._E} Vol. 22(5), pp.605-620 (Uctober 1980). _. S.g. Hart and L. I. Loomls, "Evaluation of the Potential Format and Content of a Cockpit Display of Traffic lnformat ion," Hu__aD Fa___tgEs Vol. 22(5), pp .591-604 (Dctober 1980). 5. S.J. Hart, "Relative Altitude Display Requirements for a Horizontal Traffic Situation Display," Pl_c_e_in_s {2f _be !Z_b Annual _onf_n_ gn _anual. _ontrol (June 1.981). This work was partially sponsored by NASA grant NCC 2-86. Stephen R. Ellis, research psychologist at NASA's Ames Research Center, monitored the work and generously offered assistance and advice. 519
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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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itl ,ii11 i _l,lJl]illJ_ , i,'i , .
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manual control data to determine th
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elative cost penalty on control-rat
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pilot parameters. Conversely, a mat
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these changes to parameters that ar
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TABLE 2 Significance Test of Practi
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TABLE 3 Effects of Practice on Pilo
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variable(s) of interest. After para
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subjects, trained initially fixed-b
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A MODERNAPPROACHTO PILOTVEHICLEANAL
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Unfortunately,the methodology suffe
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DISTURBANCES lqw _ I ! i I MOTOR LA
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By validatingthat the OCM can be us
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SESSION4: MODELBASEDDESIGNAND CONTR
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VALIDATION OF AN ADVANCED COCKPIT D
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experimental program was conducted
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0 1 0 0 0 0 0 0 0 1 0 0 0 0 _2U° 3
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is repeatedfor several values of co
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assumption. Indeed, including the Y
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Display System Synthesis STATUS DIS
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THREE _IMENSIONAL PERSPECTIVE TUNNE
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Implementation of the flight direct
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Using these numerical results, the
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which will not be addressed at this
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move towards the observer, but the
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absolute levels of control performa
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REFERENCES (continued) i0. Grunwald
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and healthand safety data are accur
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DESIGN ISSUES IN EMERGING AUTOMATIO
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complacent. The second issueisa dir
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_ ' ': _ _: _:_i ¸ i_:_ ,:>_:_ _ '
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One of the difficulties of the mult
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overview, the other, detailed views
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Figures 8 and 9 depict displayedinf
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REFERENCES Ackoff,RusselL.,"Managem
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HUMAN - COMPUTER DIALOGUE FRAGMENT
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FTGURE 4 3i3
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FIGURE 6 ENTRY_CONTROL INFORMATION
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HIERARCHICINTEGRATEDINFORHATIONDISP
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GROUPEDPRIMITIVESINTEGRATEDDISPLAY
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of functions to be displayed; (3) t
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APPARATUS The mode selection task w
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CONCLUSIONSAND RECOMMENDATIONS The
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AN ANALYSIS OF CONTROL RESPONSES AS
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The data suggest the need for rethi
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The ideal flight display is one tha
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140 WIND- SHEAR z 12_0 CP \ k 0_ I0
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.6 ELEVATOR POWER SPECTRAL ANALYSIS
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left hand) on the right side of the
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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
Page 471 and 472: HELICOPTER INTEGRATED CONTROLLER RE
Page 473 and 474: METHOD Subjects. Subjects will be n
Page 475 and 476: illustrated in Figure 2. Subjects w
Page 477 and 478: amp. amp. amp. 4._ rrl _ -.4 --E [_
Page 479 and 480: TENTATIVE CRITERIA FOR CONTROLLERS
Page 481 and 482: simulator. Most soldiers who comple
Page 483: makes a mistake and is otherwise si
Page 486 and 487: The major future effort, other than
Page 488 and 489: FACTORSAFFECTINGIN-TRAIL FOLLOWINGU
Page 491 and 492: DISPLAY CONSIDERATIONS Location Our
Page 493 and 494: The three types of spacing cues ill
Page 495 and 496: that it tends to smooth out speed v
Page 497 and 498: symbology section, can also shed so
Page 499 and 500: If we apply the 50-second,5-percent
Page 501 and 502: REFERENCES I. Abbott, Terence S.; M
Page 503 and 504: TRAFFIC [ SELECTION CDTI ] SENSOR "
Page 505 and 506: cZ) P_ Figure6.- Conventionalcockpi
Page 507 and 508: \ 8_ Jacoxwaypoint"'_z_ JAC /kS_IG
Page 509: Figure I0.- Advanced cockpit CDTI f
Page 512 and 513: 300 r--- ,,. f 250- _/_j' _ GROUNDS
Page 514 and 515: CHARACTERISTICSOF LEADAIRCRAFT STEA
Page 516 and 517: _ ' i ' ' ' 300- GROUNDSPEED, 250-
Page 518 and 519: An informal analysis of projective
Page 520 and 521: on the metric line at the end of th
Page 524 and 525: fig. 2 Tag Placement I _ EYE -_ ' E
Page 526 and 527: d.ing A'I"C.,c:harts, maps, weather
Page 528 and 529: - I _£2__ , r .I // !-Tr-\ \ \
Page 530 and 531: _'_Lm _ 030 . d 195 0S6 Figure 2: A
Page 532 and 533: Four instrument-rated general aviat
Page 534 and 535: TABLE I: Separation Violations that
Page 536 and 537: statist.ic:al analysis. Averages fo
Page 538 and 539: than without for" the pilots of the
Page 540 and 541: Figure 4 depicts the frequency of s
Page 542 and 543: Simulator Pilot Opinion At the conc
Page 544 and 545: communications with the addition of
Page 546 and 547: cared that the addition of CDTI int
Page 548 and 549: AIR TRAFFIC CONTROL OF SIMULATED AI
Page 550 and 551: joystick for the control yoke and a
Page 552 and 553: shown by a hexagon if the aircraft
Page 554 and 555: 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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