Human perception of angular acceleration and implications in motion simulation

Stewart, John

doi:10.2514/3.44263

Cited by 13 publications

(2 citation statements)

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“…Because ground-based motion systems must always have physical excursion limitations, a significant amount of theoretical and empirical effort has been devoted to determining the practical psychophysics of simulator construction and operation (Stewart, 1971). Although this area is far from adequately understood, the simulator engineer tries to take advantage of known human thresholds of linear and angular accelerations to decelerate the cabin as it approaches its physical excursion stops and also to return the cabin to its central position following maneuvering accelerations during closedloop pilot operations.…”

Section: Simulator Motion Systemsmentioning

confidence: 99%

Psychological aspects of aeronautical flight simulation.

Huff¹,

Nagel²

1975

American Psychologist

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T he simulation of piloted flight is almost as old as the history of flight itself. Ringham and Cutler (1954), Valverde (1973), and many others have pointed out that the earliest flight trainers date back to the 1910 period in England when such primitive devices as the "Sander's Teacher" and the "Eardly-Billings Oscillator" were used. Depending on one's conception of what a flight simulator is, moreover, such diverse equipment as wind tunnels, model airplanes, training aircraft, structural mock-ups, behavioral laboratory apparatus, or impact testing devices might be considered. The Wright brothers themselves developed one of the first wind tunnels to investigate the aerodynamic properties of different airfoils.For purposes of this article, the rubric of aeronautical flight simulation is restricted to the class of ground-based devices that have been used by scientists, engineers, and test pilots to evaluate current or future aircraft systems. Research evaluations in simulators are motivated for a variety of practical reasons, which include lower system development costs, increased safety, improved ability to efficiently produce situations of interest, and the opportunity to obtain otherwise impracticable measurements. It may be noted that neither the use of simulators for training purposes nor the use of variable stability aircraft for in-flight simulation is discussed. Although aircrew training continues to be one of the most important uses for simulators, the topic has been thoroughly reviewed (Adams,

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Section: Simulator Motion Systemsmentioning

confidence: 99%

Psychological aspects of aeronautical flight simulation.

Huff¹,

Nagel²

1975

American Psychologist

View full text Add to dashboard Cite

show abstract

“…INPUT Viewing the subject as a primitive information processor, in such a tracking task , the sensory system that provides the most lead (or least lag) at the greatest resolution for the erro r signal will be the system which allows for better average control performance. It is in this regard that the vestibular system , with its generally agreed on lower stimulation thresholds (or lower reactio n thresholds) (Ref 4,8,II ,40,42), should provide improved tracking performance over , say, a visua l presentation alone. However , the literature is restricted prim arily to the tradeo ff between very-small-field-of-view visual presentations and motion effects, so that the effect of a large field-of-view has onl y recently been addressed (Ref 40,43).…”

Section: Il Ground Simulation Studiesmentioning

confidence: 99%