Integration of imaging sensor data into a synthetic vision display

Theunissen, E.; Roefs, F.D.; Koeners, G.J.M.; Rademaker, R.M.; Etherington, Timothy J.

doi:10.1109/dasc.2004.1391308

Cited by 10 publications

(4 citation statements)

References 9 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…Adding SV to this situation through manual control might be intractable. Research (Theunissen, Roefs, Koeners, Rademaker, & Etherington, 2004) found that if the PF had to perform navigation integrity checking using EV and SV information, the situation was unacceptable.…”

Section: Ev and Sv Designs For Pilot Flyingmentioning

confidence: 96%

Commercial Flight Crew Decision Making During Low-Visibility Approach Operations Using Fused Synthetic and Enhanced Vision Systems

Kramer

Bailey

Prinzel

2009

The International Journal of Aviation Psychology

View full text Add to dashboard Cite

The use of an enhanced vision (EV) system in civil aircraft is projected to increase rapidly as the Federal Aviation Administration recently changed the aircraft operating rules under Part 91, revising the flight visibility requirements for conducting operations to civil airports. Operators conducting straight-in instrument approach procedures may now operate below the published approach minimums when using an approval EV system that shows the required visual references on the pilot's Head-Up Display (HUD). An experiment was conducted to evaluate the complementary use of synthetic vision (SV) and EV technologies, focusing on new techniques for integration and/or fusion of synthetic and enhanced vision technologies under the newly adopted FAA rules. The current paper describes a fixed-based simulation experiment that evaluated several display concepts located on the pilot-flying HUD and pilot-not-flying auxiliary display. Results specific to flight crew response, during non-normal events and below minimum visibility, using the fused synthetic/enhanced vision system are discussed here. The results demonstrated that the integrated SV/EV display did not adversely impact detection of lateral navigational solution errors on runway incursions. Additionally, flight crews were able to effectively use existing EV system procedures in their decision-making but found the visual transition from an excellent EV image to natural vision by 100 ft height above touchdown to be awkward. Finally, the addition of scene-linked symbology significantly enhanced flight crew go-around decision-making and reduced the number of illegal landings during approaches in which the required visual references to continue the landing were unavailable.

show abstract

Section: Ev and Sv Designs For Pilot Flyingmentioning

confidence: 96%

Commercial Flight Crew Decision Making During Low-Visibility Approach Operations Using Fused Synthetic and Enhanced Vision Systems

Kramer

Bailey

Prinzel

2009

The International Journal of Aviation Psychology

View full text Add to dashboard Cite

show abstract

“…Figure 4 illustrates the implementation of this concept in the autoland function shown in Figure 2. In [4] this concept has been explored for manned aviation. So, in case of a PDE and/or PEE, the synthetic runway and the real runway do not align.…”

Section: Guidance Integrity Assessmentmentioning

confidence: 99%

A display concept for UAV autoland monitoring: rationale, design and evaluation

Tadema

Theunissen

2007

2007 IEEE/AIAA 26th Digital Avionics Systems Conference

Self Cite

View full text Add to dashboard Cite

In manned aviation, the main reason for the development of an autoland capability was to be able to land in reduced visibility. For over thirty years already, the ILS Cat III autoland system provides aircraft with the capability to land under zero visibility conditions. For unmanned aircraft, the main reason for developing an autoland capability is to reduce the mishap rates associated with the landing. This raises the question whether there still is a role for the human operator during the landing, and if so, what this role is. Factors that influence the answer comprise the integrity and reliability of the autoland function and its dependency on operator consent. A UAV autoland concept is discussed that relies on the involvement of a human operator as a conformance and integrity monitor. An analysis of the suitability of a conventional display format and an advanced, perspective display format to support the conformance and integrity monitoring task is presented. In addition, the level of operator involvement is addressed. Finally, an evaluation of the two display concepts and two levels of operator involvement is presented. Results show advantages for the perspective display format with the integrity monitoring task. Differences for the level of operator involvement were less pronounced.

show abstract

“…Based on results from our own research into synthetic vision [10][11][12][13][14][15][16][17][18][19][20] and a review of other research we have identified a significant number of opportunities in the visualization domain to support SA and in the function domain to provide operator support.…”

Section: Synthetic Visionmentioning

confidence: 99%

“…Examples are increasing the field of view, adding symbology to support enhanced visual acquisition, visualization of elements not (yet) available in the sensor image, and guidance augmentation. The basic idea is to support the anticipation of environment features and compensate for effects of sensor limitations such as field of view, effective range and occlusion (caused e.g., by clouds, precipitation, smoke or terrain) 18 .…”

Section: Presentation Domainmentioning

confidence: 99%

Synthetic vision to augment sensor-based vision for remotely piloted vehicles

2006

View full text Add to dashboard Cite

In the past fifteen years, several research programs have demonstrated potential advantages of synthetic vision technology for manned aviation. More recently, some research programs have focused on integrating synthetic vision technology into control stations for remotely controlled aircraft. The contribution of synthetic vision can be divided into two categories. The depiction of the environment and all relevant constraints contributes to the pilot's situation awareness, while the depiction of the planned path and its constraints allows the pilot to control or monitor the aircraft with high precision. This paper starts with an overview of the potential opportunities provided by synthetic vision technology. A distinction is made between the presentation domain and the function domain. In the presentation domain, the benefits are obtained from making the invisible visible. In the function domain, benefits are obtained from the possibility to integrate data from the synthetic vision system into other functions. The paper continues with a number of examples of situation awareness support concepts which have been explored in the current research. After this, the potential contribution of synthetic vision technology to the manual control task is discussed and it is indicated how these potential advantages will be explored in the next research phase.

show abstract

Integration of imaging sensor data into a synthetic vision display

Cited by 10 publications

References 9 publications

Commercial Flight Crew Decision Making During Low-Visibility Approach Operations Using Fused Synthetic and Enhanced Vision Systems

Commercial Flight Crew Decision Making During Low-Visibility Approach Operations Using Fused Synthetic and Enhanced Vision Systems

A display concept for UAV autoland monitoring: rationale, design and evaluation

Synthetic vision to augment sensor-based vision for remotely piloted vehicles

Contact Info

Product

Resources

About