Improvements in Hover Display Dynamics for a Combat Helicopter

Eshow, Michelle M.; Schroeder, Jeffery A.

doi:10.4050/jahs.38.17

Cited by 4 publications

(2 citation statements)

References 3 publications

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“…59). The display law design was applied to the Apache helmet-mounted display format, using the Apache vehicle dynamics to tailor the dynamics of the velocity predictor symbol.…”

Section: Figure 4 Automated Noe Cockpit and Test Coursementioning

confidence: 99%

Rotorcraft Research at the NASA Vertical Motion Simulator

Aponso

Tran²,

Schroeder³

2009

AIAA Atmospheric Flight Mechanics Conference

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In the 1970's the role of the military helicopter evolved to encompass more demanding missions including low-level napof-the-earth flight and operation in severely degraded visual environments. The Vertical Motion Simulator (VMS) at the NASA Ames Research Center was built to provide a high-fidelity simulation capability to research new rotorcraft concepts and technologies that could satisfy these mission requirements. The VMS combines a high-fidelity large amplitude motion system with an adaptable simulation environment including interchangeable and configurable cockpits. In almost 30 years of operation, rotorcraft research on the VMS has contributed significantly to the knowledgebase on rotorcraft performance, handling qualities, flight control, and guidance and displays. These contributions have directly benefited current rotorcraft programs and flight safety. The high fidelity motion system in the VMS was also used to research simulation fidelity. This research provided a fundamental understanding of pilot cueing modalities and their effect on simulation fidelity.

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“…59). The display law design was applied to the Apache helmet-mounted display format, using the Apache vehicle dynamics to tailor the dynamics of the velocity predictor symbol.…”

Section: Figure 4 Automated Noe Cockpit and Test Coursementioning

confidence: 99%

Rotorcraft Research at the NASA Vertical Motion Simulator

Aponso

Tran²,

Schroeder³

2009

AIAA Atmospheric Flight Mechanics Conference

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“…Second, the availability of an accurate model allows a credible analytical evaluation of the pilot-vehicle-display closed-loop dynamics during display design trade-offs prior to piloted evaluation. 1 - 2 Different levels of model complexity are available to accomplish the Apache display design and evaluation. A full-envelope, rotormap mathematical model of the AH-64 exists and has been compared with flight data.…”

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confidence: 99%

Identification and Simulation Evaluation of a Combat Helicopter in Hover

Schroeder

Tischler

Watson

et al. 1995

Journal of Guidance, Control, and Dynamics

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Frequency-domain parameter identification techniques were used to develop a hover mathematical model of the AH-64 Apache helicopter from flight data. The unstable AH-64 bare-airframe characteristics, without a stability augmentation system, were parameterized in the conventional stability-derivative form. To improve the model's vertical response, a simple transfer-function model approximating the effects of dynamic inflow was developed. The model, with and without stability augmentation, was then evaluated by AH-64 pilots in a moving-base simulation. It was the opinion of the pilots that the simulation was a satisfactory representation of the aircraft for the tasks of interest. The principal negative comment was that height control was more difficult in the simulation than in the aircraft.Nomenclature a x ,a y ,a z = longitudinal, lateral, and vertical applied specific force, ft/s 2 del = delayed j = complex variable, \/-I L, M, N = roll, pitch, and yaw applied specific moments, rad/s 2 Ion, lat, ped, col = longitudinal, lateral, directional, and vertical cockpit inputs, in. p,q,r = roll, pitch, and yaw angular rate perturbations, rad/s u,v,w = longitudinal, lateral, and vertical airspeed perturbations, ft/s X, Y, Z = longitudinal, lateral, and vertical applied specific force perturbations, ft/s 2 8 -control input, in. 0 = pitch angle perturbation, rad 0 = pitch rate perturbation, rad/s r = time delay, sec 0 = roll angle perturbation, rad 0 = roll rate perturbations, rad/s a) = frequency, rad/s o Introduction BTAINING accurate mathematical models of actual flight vehicles is important for many reasons. The models are used

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Piloted Simulator Investigation of Category a Civil Rotorcraft Terminal Area Cockpit Displays

Iseler¹

1998

j am helicopter soc

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A piloted simulation experiment was conducted in the NASA Ames Research Center Vertical Motion Simulator as a preliminary invcstiplion of lhc use of integrated cwkpil dicplays in iermin;~l srra I I I I P K I~~O I I S for (.'atc~ury A civil n,t~~rrrafl. (:ate. gury A is the lranvport calcgory (~frt~torcrafl nhich arc rt.suired lo hv al,lc I,, recover frtm an enainu P~ilurc and rnnlinuc 11"e ~ ing. A UH-60 Black Hawk model was used for the simulation, with modifications made to the power available to simulate a civil mtorcraft. Hovering backups were flown from a confined area, raised vertiport site to a takeoRdecision point (TDP), followed by normal flyout. Pilots flew the task with the standard Black Hawk instrument set or with one of two integrated formats presented on a color, panel-mounted display. Engine failures \vere randomly inserted slightly before and slightly afier the TDP. The pilot was instructed to make a visual landback to the pad when an engine failed prior to reaching the I'DP and BI continue the flyout when an engine failed after passine through the TDP. Weather conditions were varied from calm. clear m n -ditions to low visibility and ceilings, with crosswinds and tnrhulence. Evaluations were conducted with seven pilots. Objective and subjective data describing task performance and pilot workload were collected. It was hypothesized that even rvithout the benefit of display assistance, pilots would achieve hetter performance handling an engine failure by using integraled displays during the all-engines-operating back up phase prior to the engine failure occurring. As expected, the pilots were ahle to maintain more precise flight path control during the backup with the integrated display. This precise control, in turn, placed the pilot in a better situation from which tn handle an engine failure. Pilot recognition of the TDP location was also highly improved with an integrated display. Emergency landhacks, on runs using the integrated display during the backup portion, were all performed within the specified tolerances. Some of the landhacks using the standard instrument set, however, exceeded the adequate performance parameters. Cooper-Harper Handling Qualities Ratings confirmed that pilot rvorkload was reduced and pilots were ahle to fly more consistently within the desired performance parameters with the integrated display than wilh the standard instruments and visual cues. Acronyms CATAPOD =Category A Terminal Area Procedures OEl Displays HQR = Cooper-Harper Handling Qualities Rating HCI = Horizontal Command Indicator OEl =One Engine Inoperative PMD = Pancl Mounted Display PNVS =Pilot Night Vision System RASCAL = Rotorcraff Aircrew Systems Concepts Airborne Laboratory TDP =Takeoff Decision Point JOURNAL OF THE AMERICAN HELICOF'TER SOClE' l"I' This project adapted military hover integrated display technology to Category A civil terminal operations. The goal of this project is to reduce !

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Improvements in Hover Display Dynamics for a Combat Helicopter

Cited by 4 publications

References 3 publications

Rotorcraft Research at the NASA Vertical Motion Simulator

Rotorcraft Research at the NASA Vertical Motion Simulator

Identification and Simulation Evaluation of a Combat Helicopter in Hover

Piloted Simulator Investigation of Category a Civil Rotorcraft Terminal Area Cockpit Displays

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