What Really Can Be Done in Simulation to Improve Upset Training?

Advani, S.; Schroeder, Jeffery A.; Field, Moffett; Burks, Bryan

doi:10.2514/6.2010-7791

Cited by 15 publications

(9 citation statements)

References 2 publications

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“…These form the basis for both prevention techniques and recovery procedures, which are then practiced on Flight Simulator Training Devices (FSTDs). Unfortunately, current technology only allows limited simulation of LOC in FSTDs, as extended flight envelope models are still being developed [22][23][24]. Finally, on-aircraft training is used to practice recovery from full upset conditions, including effects of startle and disorientation.…”

Section: B Upset Prevention and Recovery Trainingmentioning

confidence: 99%

Design and Evaluation of Vertical Situation Display Reflecting Configuration Changes

Geel

Borst

Paassen

2020

AIAA Scitech 2020 Forum

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Loss of control is the largest contributor to the yearly aviation death toll, with energy mismanagement in low-energy conditions as one of its main causal factors. This has led to a large emphasis from both scientific and aviation safety communities on the prevention of aircraft upset conditions. Changes in aircraft configuration largely impact performance, and improved insight therein should allow pilots to better predict potentially dangerous situations, maintain suitable safety margins and more effectively react to unforeseen events. This paper presents the design and experimental evaluation of a Vertical Situation Display (VSD) with enhancements visualizing changes in the flight performance envelope. Sixteen pilots were tasked to fly approach and go-around scenarios with both a baseline and an ecological VSD, some of the scenarios containing flight control failures. Results show that the new display makes pilots maintain larger margins in velocity, thus spending less time below the advised minimum speed limit in final approach. However, these larger velocity margins also led to larger errors with respect to target velocities. Flight control failures were more often and more quickly discovered, and pilots reported feeling better able to predict dangerous situations. No significant differences in workload were recorded. These results conclude that the new VSD design enhances safety performance, but simultaneously raise the question whether the effect of enlarged safety margins is desirable if it causes a reduction in velocity tracking.

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Section: B Upset Prevention and Recovery Trainingmentioning

confidence: 99%

Design and Evaluation of Vertical Situation Display Reflecting Configuration Changes

Geel

Borst

Paassen

2020

AIAA Scitech 2020 Forum

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“…Keith George (23) described upset-recovery training conducted in centrifuge-based flight simulators at the Environmental Tectonics Corporation's NASTAR Centre. Finally, a follow-on article by Advani et al (24) is an excellent summary of ICATEE's accomplishments to date.…”

Section: Royal Aeronautical Society/icatee Initiative On Upset Prevenmentioning

confidence: 99%

The benefits and limitations of ground-based upset-recovery training for general aviation pilots

Rogers

Boquet

2012

Aeronaut. j. (1968)

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Research by and Leland et al established that flight simulator training can improve a pilot's ability to recover a general aviation aeroplane from an in-flight upset. To reach this conclusion, they administered simulator-based and classroom-based upset-recovery training to two groups of student pilots, then compared their performance in recovering an aerobatic Decathlon aeroplane from a series of four upsets with the performance of a third group of untrained control group pilots subjected to the same upsets. We extend this result by addressing the unanswered question of how much classroom-based training as opposed to simulator-based training contributes to improving a pilot's upset-recovery manoeuvring skills. After receiving classroom-based upset-recovery training but no simulator training, our participants were subjected to the same series of four upsets in the same Decathlon aeroplane. We then compared the performance of the classroom-trained pilots with the performances of control group pilots and the two groups of simulator-trained pilots. Statistical analysis suggests that classroom-based instruction alone improves a pilot's ability to recover an aeroplane from an upset. We summarise related research, describe the training experiment and the training program, analyse and interpret flighttest data, and explain what our research implies with respect to establishing career-long commercial pilot upset-recovery training requirements. • Briefly summarise relevant prior research • Describe the experiment • Explain how we instructed research participants • Present and interpret the experimental results • Explain what our research implies about the need for career-long pilot upset-recovery training PRIOR RESEARCHWe are aware of only a few research articles related to the transfer of simulator-based upsetrecovery training. In what follows we briefly summarise these articles in five subsections. The first subsection discusses research conducted at the Calspan In-Flight Upset Recovery Training Programme in Roswell, New Mexico. The second summarises articles which discuss human factors considerations in upset-recovery training. A third subsection discusses training transfer when all-attitude manoeuvring is taught using low-cost flight simulation software running on desktop computers. The fourth presents a single article on training transfer when upset-recovery training is conducted in a centrifugal flight simulator. The fifth subsection discusses articles emanating from the June 2009 RAeS Flight Simulation Group Conference and from ICATEE, an RAeS initiative. Calspan related researchCalspan provides in-flight simulator-based upset-recovery training in a variable stability Learjet 25 with fly-by-wire right-seat controls computer designed to simulate the control characteristics of a medium-size air transport aeroplane, e.g. a B737. The Calspan Lear can simulate various accident scenarios that in the past have resulted in air transport upsets leading to uncontrolled crashes, including hardover rudder displacement unreques...

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“…[4][5][6] Until recently simulators were not required to have an accurate representation of flight in the stall regime. [7][8][9] This implies that many aircraft dynamics models driving flight simulators must be updated in the coming years to include accurate stall and post-stall dynamics.…”

Section: Introductionmentioning

confidence: 99%

Aerodynamic Stall and Buffet Modeling for the Cessna Citation II Based on Flight Test Data

Horssen

Visser

Pool

2018

2018 AIAA Modeling and Simulation Technologies Conference

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To meet the required flight simulator-based stall recovery training that will become mandatory for all aircarrier pilots in 2019, many flight simulators will need to be updated with accurate flight models at high anglesof-attack. Using a database of 69 symmetrical and quasi-steady recorded stalls performed with TU Delft's Cessna Citation II laboratory aircraft, this paper aims to show to what extent relevant stall characteristics can still be modeled using flight test data from such "natural" stall flight test data (i.e., without additional flight test inputs). For modeling the (low-frequency) changes to the aerodynamic characteristics, the well-known stall model structure based on Kirchoff's flow separation theory is used. This aerodynamic stall model is augmented with a high-frequency stall buffet model identified based on power spectral density analysis of the flight test linear acceleration data. The stall model identification results obtained from a proposed methodology in which the aerodynamic and buffet model parameters were deliberately jointly estimated shows that the dynamic parameters capturing the stall hysteresis effect can indeed be estimated using quasi-steady stall maneuvers. Aerodynamic terms related to the pitch rate, however, are difficult to estimate for such quasi-steady maneuvers, given the correlation between pitch rate and angle-of-attack. It was found that estimating stall transient effects (i.e., hysteresis time constants), which normally require highly dynamic flight test maneuvers, was found to be improved with with explicit use of the measured accelerations caused by the stall buffet in the identification methodology.

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What Really Can Be Done in Simulation to Improve Upset Training?

Cited by 15 publications

References 2 publications

Design and Evaluation of Vertical Situation Display Reflecting Configuration Changes

Design and Evaluation of Vertical Situation Display Reflecting Configuration Changes

The benefits and limitations of ground-based upset-recovery training for general aviation pilots

Aerodynamic Stall and Buffet Modeling for the Cessna Citation II Based on Flight Test Data

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