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Head Position and Frame of Reference in Flight: The Opto-kinetic Cervical Reflex. Jennie J. Gallimore, Ph.D. June 24, 2009 NASA Langley. Topics. Spatial Disorientation Attitude Indicator OKCR Research Considerations for Cockpit Displays Other On Going Research at WSU. - PowerPoint PPT Presentation
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Pilot Spatial Awareness Models Conventional Paradigm Revised Paradigm
Primary Visual Spatial Cue(stable horizon)
Secondary VisualSpatial Cue(moving cockpit)
Department of Biomedical, Human Factors, & Industrial Engineering
Pilot Spatial Awareness Models Conventional Paradigm Revised Paradigm
Primary Visual Spatial Cue(stable horizon)
Secondary VisualSpatial Cue(moving cockpit)
Department of Biomedical, Human Factors, & Industrial Engineering
Pilot Spatial Awareness Models Conventional Paradigm Revised Paradigm
Primary Visual Spatial Cue(stable horizon)
Secondary VisualSpatial Cue(moving cockpit)
Department of Biomedical, Human Factors, & Industrial Engineering
Opto-Kinetic Cervical Reflex (OKCR)Pilots align their heads toward the horizon during Visual Meteorological Conditions (VMC) flight.Pilots do not tilt their heads during Instrument Meteorological Conditions (IMC) flight.Visual to Instrument transition can cause reversal errors.
Department of Biomedical, Human Factors, & Industrial Engineering
Head Tilt
Patterson (1989) noticed that pilots align their heads with the horizon.If they are aligning their heads with the aircraft then the view from the windscreen is a fixed horizon (not moving).
Department of Biomedical, Human Factors, & Industrial Engineering
F/A-18 aircraft (Blue Angel) 73 degrees of bank (VMC, +Gz Turn).OKCR Head tilt = 31degrees away from the Gz axis.Horizon Linewith 73 degrees of bank angleOpto-Kinetic Cervical Reflex (In-flight)
Department of Biomedical, Human Factors, & Industrial Engineering
WSU Research Investigating Head TiltPatterson (1995, 1997)Smith et al (1997)Merryman et al (1997)Gallimore et al (1999, 2000)Liggett & Gallimore (2001)Gallimore, Liggett & Patterson (2001)Others since
Department of Biomedical, Human Factors, & Industrial Engineering
OKCR Studies
AuthorPlat-formVisual Field SizeInstru-mentsVMCTaskOCKR Found?IMCTaskOKCRFound?UATaskCRE%SubsPatterson(1995)Fixed aircraftsimFull dome180oHDDAIXYesXNoX65%16Smith et al. (1997)Fixed aircraftsimFull dome180oHDDAIXYes16Merryman et al. (1997)F-15aircraftRealworldHDD AIHUDXYes9Braithwaiteet al (1998)MovingHeli-copter SimHalf dome160o H FOVHDDAINVGXYesXNoX25%20Gallimore et al. (1999)Fixed aircraftsimFull dome180oHDDAIXYesXNoX31%12Gallimoreet al. (2000)Fixed aircraftsimFull dome180oHDDAIIXYesXNo26
Department of Biomedical, Human Factors, & Industrial Engineering
Horizon Roll Vs. Head Roll for Low-Level RoutePatterson et al.
Department of Biomedical, Human Factors, & Industrial Engineering
Three graduate studies: Patterson, Merryman, Smith
Department of Biomedical, Human Factors, & Industrial Engineering
Merryman & Smith
Department of Biomedical, Human Factors, & Industrial Engineering
Results: Head tilt with respect to aircraft bank during low-level routeGallimore, et al (1999)
Chart1
9.3530556
9.9955556
10.0208333
10.5797222
9.8725
9.6883333
9.0202778
8.7402778
8.9416667
8.4391667
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7.4027778
6.8866667
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5.0013889
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1.2461111
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Aircraft Bank
Head Tilt
Sheet1
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Sheet1
9.3530556
9.9955556
10.0208333
10.5797222
9.8725
9.6883333
9.0202778
8.7402778
8.9416667
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Aircraft Bank
Head Tilt
Sheet2
4.29944444
6.46166667
5.58527778
6.51194444
6.04416667
5.22
4.88166667
4.63472222
4.02638889
3.35472222
3.13361111
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1.34888889
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-9.09111111
-7.27555556
-6.97138889
-5.60111111
-4.51166667
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Aircraft Bank
Head Tilt
Figure 3-2: Head Tilt as a Function of Aircraft Bank for Solo Figure 8 VMC
Sheet3
5.22472222
6.22611111
9.23833333
9.51888889
8.57111111
7.91138889
7.64944444
7.28722222
7.255
6.71722222
6.59194444
5.97277778
4.68027778
4.01777778
3.98722222
3.62416667
2.61388889
1.56
-0.80305556
-2.64888889
-4.14944444
-4.01166667
-5.0525
-5.49555556
-5.735
-6.47611111
-6.17472222
-6.65805556
-6.56638889
-6.88888889
-7.46222222
-7.60388889
-8.29888889
-9.05444444
-9.10888889
-7.44833333
-6.47277778
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Aircraft Bank
Head Tilt
Figure 3-3: Head Tilt as a Function of Aircraft Bank for Formation Figure 8 VMC
Sheet4
2.50638889
1.75222222
0.87416667
1.88861111
1.94166667
1.19416667
0.91333333
1.10027778
0.95611111
1.47888889
0.35722222
0.32888889
1.21888889
0.43027778
0.18333333
0.17305556
0.20277778
-0.41333333
-1.79944444
-1.91194444
-1.91083333
-1.94277778
-2.76888889
-2.53888889
-1.38194444
-1.86305556
-2.11527778
-2.61277778
-1.67694444
-2.75722222
-3.16055556
-3.49555556
-3.65
-5.23944444
-3.41833333
-3.40833333
-2.71944444
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Aircraft Bank
Head Tilt
Figure 3-5: Head Tilt as a Function of Aircraft Bank for Formation Figure 8 IMC
Sheet5
-0.53638889
-0.06333333
1.895
2.30944444
3.27583333
3.22444444
3.03083333
3.07722222
3.08916667
2.84305556
3.52638889
3.58722222
3.48861111
2.79138889
3.74694444
2.81805556
3.29888889
2.83194444
1.26222222
-0.49222222
-2.22944444
-3.19083333
-3.81305556
-2.28305556
-5.22888889
-6.25194444
-5.54666667
-5.125
-5.53194444
-6.01861111
-6.45944444
-6.19194444
-6.52277778
-6.45916667
-6.16083333
-6.46138889
-5.16777778
-4.72361111
-5.005
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Aircraft Bank
Head Tilt
Figure 3-4: Head Tilt as a Function of Aircraft Bank for Transition Maneuver VMC
Sheet6
-1.54194444
-1.37722222
-1.48416667
-0.81611111
-1.54222222
-1.31
0.18555556
0.54833333
0.67027778
0.51083333
0.45333333
1.04138889
0.97611111
1.16805556
0.78
0.23138889
-0.28916667
0.10861111
-0.18444444
-1.12444444
-1.69444444
-1.99611111
-1.86583333
-2.41694444
-2.53111111
-2.42333333
-2.57416667
-2.59138889
-2.37111111
-1.91388889
-1.95555556
-2.21333333
-2.40694444
-2.43472222
-2.61138889
-2.6425
-1.67472222
-1.94555556
-2.86111111
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Aircraft Bank
Head Tilt
Figure 3-6: Head Tilt as a Function of Aircraft Bank for Transition Maneuver IMC
Sheet7
-2.37371429
-2.40914286
-2.36057143
-2.536
-2.31285714
-2.27
-2.21942857
-2.17914286
-2.16914286
-2.12542857
-2.23428571
-2.26971429
-2.38228571
-2.42057143
-2.58828571
-2.63828571
-2.80085714
-2.81942857
-2.982
-3.048
-3.27
-3.126
-2.78257143
-2.89371429
-3.08542857
-3.30542857
-2.99828571
-2.62542857
-2.16314286
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Aircraft Bank
Head Tilt
Figure 3-7: Head Tilt as a Function of Aircraft Bank for Low Level Navigation IMC
Sheet8
-3.94388889
-4.98638889
-4.2875
-5.04666667
-5.23638889
-4.71527778
-4.92
-4.88916667
-4.89444444
-4.04388889
-5.26388889
-4.49444444
-3.415
-3.26444444
-2.82555556
-1.86583333
-1.32027778
-0.70666667
0.0225
0.90166667
1.05555556
1.75694444
2.21611111
2.03138889
2.65944444
2.91666667
3.03472222
3.66194444
4.07638889
4.0975
4.36694444
3.78861111
2.65972222
2.61666667
2.88722222
2.44666667
1.95305556
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Aircraft Bank
Head Yaw
Figure 3-19: Head Yaw as a Function of Aircraft Bank for Low Level VMC
Sheet9
-7.0236111
-8.2580556
-9.0636111
-7.7116667
-7.6838889
-7.2302778
-6.7508333
-7.8105556
-10.3938889
-10.8622222
-12.0063889
-11.2841667
-6.6647222
-4.9216667
-2.2180556
4.7366667
8.3936111
6.3744444
7.4738889
9.2891667
8.4275
6.1844444
9.2969444
9.2616667
8.52
8.5816667
9.4366667
8.3597222
6.0219444
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Aircraft Bank
Head Yaw
Figure 3-20: Head Yaw as a Function of Aircraft Bank for Solo Figure 8 VMC
Sheet10
-7.63055556
-6.79944444
-6.70111111
-6.7025
-5.48
-5.63416667
-5.21388889
-3.54861111
-4.92861111
-6.21055556
-5.06861111
-3.97805556
-5.15333333
-5.61416667
-5.63416667
-5.28611111
-4.51
-2.52111111
-2.25527778
-1.74916667
-1.38222222
-0.59166667
-0.44194444
-0.71416667
-0.40805556
-0.05138889
0.40666667
0.71833333
0.21833333
0.39916667
0.90166667
1.51166667
2.78944444
3.31194444
4.7725
6.32055556
5.47555556
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Aircraft Bank
Head Yaw
Figure 3-21: Head Yaw as a Function of Aircraft Bank for Formation Figure 8 VMC
Sheet11
-2.60055556
-5.37027778
-6.52972222
-5.86555556
-4.4375
-3.02111111
-2.66833333
-1.94694444
-1.20555556
-2.86416667
-3.00555556
-2.805
-4.19666667
-3.31472222
-3.7425
-3.19722222
-3.58833333
-3.41472222
0.09916667
-1.44472222
-1.04555556
-1.90305556
-1.62638889
-1.0075
-2.60944444
-0.92972222
-2.30222222
-2.10444444
-2.54583333
-1.33638889
-1.86638889
-1.72277778
-0.53722222
1.3925
4.92277778
5.72472222
3.9825
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Aircraft Bank
Head Yaw
Figure 3-23: Head Yaw as a Function of Aircraft Bank for Formation Figure 8 IMC
Sheet12
-9.1994444
-11.9922222
-9.6141667
-9.6491667
-9.5941667
-9.4202778
-10.8561111
-9.9666667
-10.6755556
-11.1230556
-9.2277778
-7.8925
-6.73
-7.2819444
-5.9441667
-6.2522222
-7.5038889
-8.5402778
-8.4230556
-6.0408333
-6.9033333
-5.4433333
-3.5088889
-1.8383333
-0.0938889
1.9983333
3.93
4.585
4.4372222
4.3005556
4.1716667
3.4480556
2.7083333
4.1244444
3.8463889
3.6291667
3.6275
5.7175
0.7344444
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Aircraft Bank
Head Yaw
Figure 3-22: Head Yaw as a Function of Aircraft Bank for Transition Maneuver VMC
Sheet13
-2.36055556
-1.85083333
-1.69888889
-4.24972222
-3.96611111
-5.70194444
-6.82083333
-6.54972222
-7.69083333
-7.57777778
-7.26111111
-6.72972222
-7.46916667
-6.94944444
-7.38944444
-7.69138889
-7.50416667
-7.12722222
-5.47861111
-3.57833333
-2.68333333
-3.82527778
-2.63361111
-0.89027778
0.46138889
1.095
-0.60416667
-0.42305556
0.68972222
0.23666667
-0.39222222
-1.475
-0.58777778
-2.53638889
-0.68583333
-1.76277778
-1.71138889
-0.99666667
-0.08638889
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Aircraft Bank
Head Yaw
Figure 3-24: Head Yaw as a Function of Aircraft Bank for Transition Maneuver IMC
Sheet14
-0.65171429
-0.57885714
-0.15085714
0.16542857
-0.338
-0.29342857
-0.61028571
-0.58628571
-0.57542857
-0.14
-0.02857143
0.05942857
0.07371429
0.52857143
0.70485714
0.29942857
0.42428571
0.02428571
0.14771429
0.53571429
0.43885714
0.68085714
0.17142857
0.36571429
0.54457143
1.10971429
0.70285714
1.01857143
0.374
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Aircraft Bank
Head Yaw
Figure 3-25: Head Yaw as a Function of Aircraft Bank for Low Level IMC
Sheet15
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Department of Biomedical, Human Factors, & Industrial Engineering
OKCR Results
Sheet3
Aircraft Bank Angle-90-85-80-75-70-65-60-55-50-45-40-35-30-25-20-15-10-5051015202530354045505560657075808590
Merryman (1995)22.95229822.738119522.32829421.735562520.97266620.052345518.98734217.790396516.4742515.051643513.53531811.938014510.2724748.55143756.7876464.99384053.1827621.3671515-0.44025-2.2267015-3.979462-5.6857905-7.332946-8.9081875-10.398774-11.7919645-13.075018-14.2351935-15.25975-16.1359465-16.851042-17.3922955-17.746966-17.9023125-17.845594-17.5640695-17.044998
Patterson (1995)15.769416.3906516.755416.8786516.775416.4606515.949415.2566514.397413.3866512.239410.970659.59548.128656.58544.980653.32941.64665-0.0526-1.75335-3.4406-5.09935-6.7146-8.27135-9.7546-11.14935-12.4406-13.61335-14.6526-15.54335-16.2706-16.81935-17.1746-17.32135-17.2446-16.92935-16.3606
Smith [Active] (1994)14.622061614.62823297514.529877614.32634687514.017705613.60473197513.088917612.47246747511.758310.95004697510.05205369.0693784758.00779366.8737843755.67454964.4180014753.11276561.7681809750.3943-0.998111525-2.3975744-3.791896025-5.1681704-6.512778125-7.8113864-9.048949025-10.2097064-11.277185525-12.2342-13.062850025-13.7445224-14.259890525-14.5889144-14.710840625-14.6042024-14.246819525-13.6157984
Smith [Passive] (1994)8.890368811.834212314.136496815.846162517.010920817.677254317.890416817.694433317.132116.244984315.073424813.656531312.032184810.23703758.30651286.27480534.17488082.0384763-0.1039-2.2229687-4.2906792-6.2802097-8.1659672-9.9235875-11.5299352-12.9631037-14.2024152-15.2284207-16.0229-16.5688617-16.8505432-16.8534107-16.5641592-15.9707125-15.0622232-13.8290727-12.2628712
Braithwaite (1997)26.52224.761428571426.898333333326.158525.827524.451522.48220.131518.682516.85314.599512.26059.8046.97854.13150.9875-2.871-6.723-9.068-11.166-13.046-14.8965-15.8285-17.048-19.0115-20.089-20.7378947368-23.1629411765-22.5615384615-20.608-20.3157142857
Aircraft bank-87.5-82.5-77.5-72.5-67.5-62.5-57.5-52.5-47.5-42.5-37.5-32.5-27.5-22.5-17.5-12.5-7.5-2.52.57.512.517.522.527.532.537.542.547.552.557.562.567.572.577.582.587.592.5
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Sheet1
22.95229815.769414.62206168.8903688-90
22.738119516.3906514.62823297511.8342123-85
22.32829416.755414.529877614.136496826.522
21.735562516.8786514.32634687515.846162524.7614285714
20.97266616.775414.017705617.010920826.8983333333
20.052345516.4606513.60473197517.677254326.1585
18.98734215.949413.088917617.890416825.8275
17.790396515.2566512.47246747517.694433324.4515
16.4742514.397411.758317.132122.482
15.051643513.3866510.95004697516.244984320.1315
13.53531812.239410.052053615.073424818.6825
11.938014510.970659.06937847513.656531316.853
10.2724749.59548.007793612.032184814.5995
8.55143758.128656.87378437510.237037512.2605
6.7876466.58545.67454968.30651289.804
4.99384054.980654.4180014756.27480536.9785
3.1827623.32943.11276564.17488084.1315
1.36715151.646651.7681809752.03847630.9875
-0.44025-0.05260.3943-0.1039-2.871
-2.2267015-1.75335-0.998111525-2.2229687-6.723
-3.979462-3.4406-2.3975744-4.2906792-9.068
-5.6857905-5.09935-3.791896025-6.2802097-11.166
-7.332946-6.7146-5.1681704-8.1659672-13.046
-8.9081875-8.27135-6.512778125-9.9235875-14.8965
-10.398774-9.7546-7.8113864-11.5299352-15.8285
-11.7919645-11.14935-9.048949025-12.9631037-17.048
-13.075018-12.4406-10.2097064-14.2024152-19.0115
-14.2351935-13.61335-11.277185525-15.2284207-20.089
-15.25975-14.6526-12.2342-16.0229-20.7378947368
-16.1359465-15.54335-13.062850025-16.5688617-23.1629411765
-16.851042-16.2706-13.7445224-16.8505432-22.5615384615
-17.3922955-16.81935-14.259890525-16.8534107-20.608
-17.746966-17.1746-14.5889144-16.5641592-20.3157142857
-17.9023125-17.32135-14.710840625-15.970712575
-17.845594-17.2446-14.6042024-15.062223280
-17.5640695-16.92935-14.246819525-13.829072785
-17.044998-16.3606-13.6157984-12.262871290
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Merryman (1995)
Patterson (1995)
Smith [Active] (1994)
Smith [Passive] (1994)
Braithwaite (1997)
PREDICT
-0.44025Intercept
-0.35981X
0.000419XX
0.000016988XXX
Aircraft Bank AngleMerryman (1995)Patterson (1995)Smith [Active] (1994)Smith [Passive] (1994)Braithwaite (1997)
-9022.9515.7714.628.89
-8522.7416.3914.6311.83
-8022.3316.7614.5314.1426.52
-7521.7416.8814.3315.8524.76
-7020.9716.7814.0217.0126.90
-6520.0516.4613.6017.6826.16
-6018.9915.9513.0917.8925.83
-5517.7915.2612.4717.6924.45
-5016.4714.4011.7617.1322.48
-4515.0513.3910.9516.2420.13
-4013.5412.2410.0515.0718.68
-3511.9410.979.0713.6616.85
-3010.279.608.0112.0314.60
-258.558.136.8710.2412.26
-206.796.595.678.319.80
-154.994.984.426.276.98
-103.183.333.114.174.13
-51.371.651.772.040.99
0-0.44-0.050.39-0.10-2.87
5-2.23-1.75-1.00-2.22-6.72
10-3.98-3.44-2.40-4.29-9.07
15-5.69-5.10-3.79-6.28-11.17
20-7.33-6.71-5.17-8.17-13.05
25-8.91-8.27-6.51-9.92-14.90
30-10.40-9.75-7.81-11.53-15.83
35-11.79-11.15-9.05-12.96-17.05
40-13.08-12.44-10.21-14.20-19.01
45-14.24-13.61-11.28-15.23-20.09
50-15.26-14.65-12.23-16.02-20.74
55-16.14-15.54-13.06-16.57-23.16
60-16.85-16.27-13.74-16.85-22.56
65-17.39-16.82-14.26-16.85-20.61
70-17.75-17.17-14.59-16.56-20.32
75-17.90-17.32-14.71-15.97
80-17.85-17.24-14.60-15.06
85-17.56-16.93-14.25-13.83
90-17.04-16.36-13.62-12.26
&A
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PREDICT
22.95229815.769414.62206168.8903688
22.738119516.3906514.62823297511.8342123
22.32829416.755414.529877614.1364968
21.735562516.8786514.32634687515.8461625
20.97266616.775414.017705617.0109208
20.052345516.4606513.60473197517.6772543
18.98734215.949413.088917617.8904168
17.790396515.2566512.47246747517.6944333
16.4742514.397411.758317.1321
15.051643513.3866510.95004697516.2449843
13.53531812.239410.052053615.0734248
11.938014510.970659.06937847513.6565313
10.2724749.59548.007793612.0321848
8.55143758.128656.87378437510.2370375
6.7876466.58545.67454968.3065128
4.99384054.980654.4180014756.2748053
3.1827623.32943.11276564.1748808
1.36715151.646651.7681809752.0384763
-0.44025-0.05260.3943-0.1039
-2.2267015-1.75335-0.998111525-2.2229687
-3.979462-3.4406-2.3975744-4.2906792
-5.6857905-5.09935-3.791896025-6.2802097
-7.332946-6.7146-5.1681704-8.1659672
-8.9081875-8.27135-6.512778125-9.9235875
-10.398774-9.7546-7.8113864-11.5299352
-11.7919645-11.14935-9.048949025-12.9631037
-13.075018-12.4406-10.2097064-14.2024152
-14.2351935-13.61335-11.277185525-15.2284207
-15.25975-14.6526-12.2342-16.0229
-16.1359465-15.54335-13.062850025-16.5688617
-16.851042-16.2706-13.7445224-16.8505432
-17.3922955-16.81935-14.259890525-16.8534107
-17.746966-17.1746-14.5889144-16.5641592
-17.9023125-17.32135-14.710840625-15.9707125
-17.845594-17.2446-14.6042024-15.0622232
-17.5640695-16.92935-14.246819525-13.8290727
-17.044998-16.3606-13.6157984-12.2628712
&A
Page &P
Merryman (1995)
Patterson (1995)
Smith [Active] (1994)
Smith [Passive] (1994)
Aircraft Bank Angle (degrees)
Pilot Coronal Head Tilt (degrees)
Chart2
16.755414.529877614.136496822.32829426.52210.0208333
16.8786514.32634687515.846162521.735562524.761428571410.5797222
16.775414.017705617.010920820.97266626.89833333339.8725
16.4606513.60473197517.677254320.052345526.15859.6883333
15.949413.088917617.890416818.98734225.82759.0202778
15.2566512.47246747517.694433317.790396524.45158.7402778
14.397411.758317.132116.4742522.4828.9416667
13.3866510.95004697516.244984315.051643520.13158.4391667
12.239410.052053615.073424813.53531818.68258.4066667
10.970659.06937847513.656531311.938014516.8537.4027778
9.59548.007793612.032184810.27247414.59956.8866667
8.128656.87378437510.23703758.551437512.26055.9011111
6.58545.67454968.30651286.7876469.8045.0013889
4.980654.4180014756.27480534.99384056.97853.9177778
3.32943.11276564.17488083.1827624.13152.6275
1.646651.7681809752.03847631.36715150.98751.2461111
-0.05260.3943-0.1039-0.44025-2.871-0.9572222
-1.75335-0.998111525-2.2229687-2.2267015-6.723-3.27
-3.4406-2.3975744-4.2906792-3.979462-9.068-4.7522222
-5.09935-3.791896025-6.2802097-5.6857905-11.166-6.0572222
-6.7146-5.1681704-8.1659672-7.332946-13.046-7.3480556
-8.27135-6.512778125-9.9235875-8.9081875-14.8965-7.8577778
-9.7546-7.8113864-11.5299352-10.398774-15.8285-8.6980556
-11.14935-9.048949025-12.9631037-11.7919645-17.048-9.7088889
-12.4406-10.2097064-14.2024152-13.075018-19.0115-10.0072222
-13.61335-11.277185525-15.2284207-14.2351935-20.089-10.6127778
-14.6526-12.2342-16.0229-15.25975-20.7378947368-10.8555556
-15.54335-13.062850025-16.5688617-16.1359465-23.1629411765-10.7141667
-16.2706-13.7445224-16.8505432-16.851042-22.5615384615-10.6419444
-16.81935-14.259890525-16.8534107-17.3922955-20.608-10.6841667
-17.1746-14.5889144-16.5641592-17.746966-20.3157142857-10.4219444
-17.32135-14.710840625-15.9707125-17.9023125-10.4983333
-17.2446-14.6042024-15.0622232-17.845594-9.7633333
Patterson: Dome
Smith Active: Dome
Smith Passive: Dome
Merryman: F-15
Braithwaite: Helicopter
Gallimore 1999:Dome
Aircraft Bank (Degrees)
Head Tilt (Degrees)
Chart1
22.32829416.755414.529877614.136496826.522
21.735562516.8786514.32634687515.846162524.7614285714
20.97266616.775414.017705617.010920826.8983333333
20.052345516.4606513.60473197517.677254326.1585
18.98734215.949413.088917617.890416825.8275
17.790396515.2566512.47246747517.694433324.4515
16.4742514.397411.758317.132122.482
15.051643513.3866510.95004697516.244984320.1315
13.53531812.239410.052053615.073424818.6825
11.938014510.970659.06937847513.656531316.853
10.2724749.59548.007793612.032184814.5995
8.55143758.128656.87378437510.237037512.2605
6.7876466.58545.67454968.30651289.804
4.99384054.980654.4180014756.27480536.9785
3.1827623.32943.11276564.17488084.1315
1.36715151.646651.7681809752.03847630.9875
-0.44025-0.05260.3943-0.1039-2.871
-2.2267015-1.75335-0.998111525-2.2229687-6.723
-3.979462-3.4406-2.3975744-4.2906792-9.068
-5.6857905-5.09935-3.791896025-6.2802097-11.166
-7.332946-6.7146-5.1681704-8.1659672-13.046
-8.9081875-8.27135-6.512778125-9.9235875-14.8965
-10.398774-9.7546-7.8113864-11.5299352-15.8285
-11.7919645-11.14935-9.048949025-12.9631037-17.048
-13.075018-12.4406-10.2097064-14.2024152-19.0115
-14.2351935-13.61335-11.277185525-15.2284207-20.089
-15.25975-14.6526-12.2342-16.0229-20.7378947368
-16.1359465-15.54335-13.062850025-16.5688617-23.1629411765
-16.851042-16.2706-13.7445224-16.8505432-22.5615384615
-17.3922955-16.81935-14.259890525-16.8534107-20.608
-17.746966-17.1746-14.5889144-16.5641592-20.3157142857
-17.9023125-17.32135-14.710840625-15.9707125
-17.845594-17.2446-14.6042024-15.0622232
Merryman
Patterson
Smith (Active)
Smith (Passive)
Braithwaite
Aircraft Bank (Degrees)
Head Tilt (Degrees)
Sheet2
Aircraft Bank AngleMerryman (1995)Patterson (1995)Smith [Active] (1994)Smith [Passive] (1994)Braithwaite (1997)Gallimore 1999(+2.5)
-9022.95229815.769414.62206168.8903688-87.5
-8522.738119516.3906514.62823297511.8342123-82.5
-8022.32829416.755414.529877614.136496826.52210.0208333-77.5
-7521.735562516.8786514.32634687515.846162524.761428571410.5797222-72.5
-7020.97266616.775414.017705617.010920826.89833333339.8725-67.5
-6520.052345516.4606513.60473197517.677254326.15859.6883333-62.5
-6018.98734215.949413.088917617.890416825.82759.0202778-57.5
-5517.790396515.2566512.47246747517.694433324.45158.7402778-52.5
-5016.4742514.397411.758317.132122.4828.9416667-47.5
-4515.051643513.3866510.95004697516.244984320.13158.4391667-42.5
-4013.53531812.239410.052053615.073424818.68258.4066667-37.5
-3511.938014510.970659.06937847513.656531316.8537.4027778-32.5
-3010.2724749.59548.007793612.032184814.59956.8866667-27.5
-258.55143758.128656.87378437510.237037512.26055.9011111-22.5
-206.7876466.58545.67454968.30651289.8045.0013889-17.5
-154.99384054.980654.4180014756.27480536.97853.9177778-12.5
-103.1827623.32943.11276564.17488084.13152.6275-7.5
-51.36715151.646651.7681809752.03847630.98751.2461111-2.5
0-0.44025-0.05260.3943-0.1039-2.871-0.95722222.5
5-2.2267015-1.75335-0.998111525-2.2229687-6.723-3.277.5
10-3.979462-3.4406-2.3975744-4.2906792-9.068-4.752222212.5
15-5.6857905-5.09935-3.791896025-6.2802097-11.166-6.057222217.5
20-7.332946-6.7146-5.1681704-8.1659672-13.046-7.348055622.5
25-8.9081875-8.27135-6.512778125-9.9235875-14.8965-7.857777827.5
30-10.398774-9.7546-7.8113864-11.5299352-15.8285-8.698055632.5
35-11.7919645-11.14935-9.048949025-12.9631037-17.048-9.708888937.5
40-13.075018-12.4406-10.2097064-14.2024152-19.0115-10.007222242.5
45-14.2351935-13.61335-11.277185525-15.2284207-20.089-10.612777847.5
50-15.25975-14.6526-12.2342-16.0229-20.7378947368-10.855555652.5
55-16.1359465-15.54335-13.062850025-16.5688617-23.1629411765-10.714166757.5
60-16.851042-16.2706-13.7445224-16.8505432-22.5615384615-10.641944462.5
65-17.3922955-16.81935-14.259890525-16.8534107-20.608-10.684166767.5
70-17.746966-17.1746-14.5889144-16.5641592-20.3157142857-10.421944472.5
75-17.9023125-17.32135-14.710840625-15.9707125-10.498333377.5
80-17.845594-17.2446-14.6042024-15.0622232-9.763333382.5
85-17.5640695-16.92935-14.246819525-13.829072787.5
90-17.044998-16.3606-13.6157984-12.262871292.5
&A
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Department of Biomedical, Human Factors, & Industrial Engineering
OKCR as a function of task and field of view
Chart1
-12.036.51194444-10.578.57111111-0.761.94166667
-11.726.04416667-9.937.91138889-0.461.19416667
-10.975.22-9.567.649444440.160.91333333
-9.864.88166667-7.687.28722222-0.751.10027778
-9.544.63472222-7.347.255-0.340.95611111
-6.444.02638889-8.756.71722222-1.61.47888889
-7.333.35472222-7.146.59194444-1.430.35722222
-5.583.13361111-65.97277778-1.540.32888889
-5.52.19555556-5.374.68027778-0.441.21888889
-4.951.34888889-3.244.017777780.050.43027778
-3.89-0.07777778-3.513.987222220.950.18333333
-3.82-1.52833333-4.393.62416667-0.190.17305556
-0.27-2.86305556-2.192.61388889-0.90.20277778
-1.82-3.89083333-0.431.56-0.35-0.41333333
0.69-4.549722222.46-0.80305556-0.5-1.79944444
1.72-5.439444441.89-2.648888890-1.91194444
4.95-5.855833334.26-4.149444441.77-1.91083333
6.1-6.547777781.96-4.011666670.62-1.94277778
5.07-6.808611115.18-5.0525-0.06-2.76888889
7.03-7.585277785.35-5.49555556-0.07-2.53888889
7.72-7.603055566.74-5.7351.17-1.38194444
8.08-9.091111116.25-6.476111111.08-1.86305556
8.617.83-6.174722220.51-2.11527778
10.717.89-6.658055560.01-2.61277778
10.688.15-6.566388890.33-1.67694444
11.798.55-6.888888890.83-2.75722222
12.049.55-7.462222221.67-3.16055556
12.6110.15-7.603888892.21-3.49555556
Figure 4. Head tilt as a function of aircraft bank and task type for Experiment I and II.
Solo Fig 8 Exp I
Solo Fig 8 Exp II
FF8 VMC Exp I
FF8 VMC Exp II
FF8 IMC Exp I
FF8 IMC Exp II
Chart2
-12.03-10.57-0.76
-11.72-9.93-0.46
-10.97-9.560.16
-9.86-7.68-0.75
-9.54-7.34-0.34
-6.44-8.75-1.6
-7.33-7.14-1.43
-5.58-6-1.54
-5.5-5.37-0.44
-4.95-3.240.05
-3.89-3.510.95
-3.82-4.39-0.19
-0.27-2.19-0.9
-1.82-0.43-0.35
0.692.46-0.5
1.721.890
4.954.261.77
6.11.960.62
5.075.18-0.06
7.035.35-0.07
7.726.741.17
8.086.251.08
8.617.830.51
10.717.890.01
10.688.150.33
11.798.550.83
12.049.551.67
12.6110.152.21
Experiment I
Figure 2. Head tilt as a function of aircraft bank and task type for experiment I.
Solo Figure 8 VMC
Formation Figure 8 VMC
Formation Figure 8 IMC
Chart3
6.511944448.571111111.94166667
6.044166677.911388891.19416667
5.227.649444440.91333333
4.881666677.287222221.10027778
4.634722227.2550.95611111
4.026388896.717222221.47888889
3.354722226.591944440.35722222
3.133611115.972777780.32888889
2.195555564.680277781.21888889
1.348888894.017777780.43027778
-0.077777783.987222220.18333333
-1.528333333.624166670.17305556
-2.863055562.613888890.20277778
-3.890833331.56-0.41333333
-4.54972222-0.80305556-1.79944444
-5.43944444-2.64888889-1.91194444
-5.85583333-4.14944444-1.91083333
-6.54777778-4.01166667-1.94277778
-6.80861111-5.0525-2.76888889
-7.58527778-5.49555556-2.53888889
-7.60305556-5.735-1.38194444
-9.09111111-6.47611111-1.86305556
-6.17472222-2.11527778
-6.65805556-2.61277778
-6.56638889-1.67694444
-6.88888889-2.75722222
-7.46222222-3.16055556
-7.60388889-3.49555556
Experiment II
Figure 3. Head tilt as a function of aircraft bank and task type for experiment II.
Solo Figure 8 VMC
Formation Figure 8 VMC
Formation Figure 8 IMC
Chart4
-12.03-10.574.299444448.57111111
-11.72-9.936.461666677.91138889
-10.97-9.565.585277787.64944444
-9.86-7.686.511944447.28722222
-9.54-7.346.044166677.255
-6.44-8.755.226.71722222
-7.33-7.144.881666676.59194444
-5.58-64.634722225.97277778
-5.5-5.374.026388894.68027778
-4.95-3.243.354722224.01777778
-3.89-3.513.133611113.98722222
-3.82-4.392.195555563.62416667
-0.27-2.191.348888892.61388889
-1.82-0.43-0.077777781.56
0.692.46-1.52833333-0.80305556
1.721.89-2.86305556-2.64888889
4.954.26-3.89083333-4.14944444
6.11.96-4.54972222-4.01166667
5.075.18-5.43944444-5.0525
7.035.35-5.85583333-5.49555556
7.726.74-6.54777778-5.735
8.086.25-6.80861111-6.47611111
8.617.83-7.58527778-6.17472222
10.717.89-7.60305556-6.65805556
10.688.15-9.09111111-6.56638889
11.798.55-7.27555556-6.88888889
12.049.55-6.97138889-7.46222222
12.6110.15-5.60111111-7.60388889
Solo Figure 8, 180 FOV
Formation Flight, 180 FOV
Solo Figure 8, 40-100 FOV
Formation Flight, 40-100 FOV
Aircraft Bank (Degrees)
Head Tilt (Degrees)
Sheet1
Freds data was horizon role, so must reverse the sign on aircraft bank
Fred Solo 8Fred FF8 VMCFred FF8 IMCFOV Aircraft bankFOV Solo 8FOV FF8 VMCFOV FF8 IMC
aircraft bankTiltvariancestd devTiltVarianceStd devTiltVariancestd devTiltStd DeveTiltstd DevTiltStd Dev
-7067.5-12.0319.134.3737855457-10.5722.424.7349762407-0.7617.534.1868842831-67.54.299444445.993704778.571111116.736421591.941666674.77465601
-6562.5-11.7237.766.1449165983-9.9312.873.5874782229-0.4622.064.6968074263-62.56.461666677.984594637.911388896.323168351.194166674.02845123
-6057.5-10.9721.194.6032597146-9.5620.864.56727489870.1626.125.1107729357-57.55.585277786.843511837.649444445.892474110.913333333.53209367
-5552.5-9.8623.044.8-7.6810.763.2802438934-0.7525.965.0950956811-52.56.511944446.862468457.287222225.286030441.100277784.18953628
-5047.5-9.5438.926.2385895842-7.3414.683.8314488121-0.3417.134.1388404173-47.56.044166674.696553377.2556.162759820.956111114.67680922
-4542.5-6.4444.466.6678332313-8.7514.633.8249182998-1.6024.294.9284886121-42.55.224.519746526.717222224.884848651.478888894.06818442
-4037.5-7.3332.765.7236352085-7.1410.913.303028913-1.4323.884.8867166891-37.54.881666674.574421746.591944444.865181730.357222224.07463976
-3532.5-5.5815.023.875564475-6.0020.004.472135955-1.5418.724.3266615306-32.54.634722224.382979085.972777784.61508310.328888894.42870105
-3027.5-5.5032.025.6586217403-5.3717.554.1892720131-0.4418.704.3243496621-27.54.026388893.802868964.680277783.922946771.218888895.13190234
-2522.5-4.9519.524.4181444069-3.2442.796.54140657660.0517.994.2414620121-22.53.354722223.881712794.017777784.383053150.430277785.55657319
-2017.5-3.8951.407.1693793316-3.5116.104.01248052950.9523.334.8301138703-17.53.133611113.600352483.987222223.645714990.183333334.64171951
-1512.5-3.8212.183.4899856733-4.3917.454.1773197148-0.1955.657.4598927606-12.52.195555563.24786653.624166673.792491360.173055564.73557468
-107.5-0.2713.433.6646964404-2.1936.436.0357269653-0.9039.336.2713634881-7.51.348888893.130383622.613888892.540873050.202777784.0842797
-52.5-1.8215.543.9420806689-0.4325.895.0882216933-0.3544.266.6528189514-2.5-0.077777782.649161711.562.334395-0.413333333.75164193
5-2.50.6913.633.69188298842.4615.303.9115214431-0.5040.476.36160357142.5-1.528333332.20990821-0.803055561.94693285-1.799444443.03067267
10-7.51.7211.003.31662479041.8911.253.35410196620.0014.573.81706693687.5-2.863055562.5972511-2.648888892.55404752-1.911944443.68589653
15-12.54.9516.234.02864741574.2610.633.26036807741.7722.274.719110085612.5-3.890833332.81633741-4.149444442.43361923-1.910833333.9771263
20-17.56.1020.044.47660585711.9629.155.39907399470.627.812.794637722517.5-4.549722222.58510402-4.011666672.50438073-1.942777783.8613999
25-22.55.079.473.07733651075.1812.503.5355339059-0.0616.894.109744517622.5-5.439444443.07161283-5.05253.15669843-2.768888894.81689869
30-27.57.0315.793.97366329735.3517.344.1641325627-0.0710.583.252691193527.5-5.855833333.56232619-5.495555563.72937716-2.538888894.64811346
35-32.57.7229.885.46626014756.7422.034.69361268111.1711.423.379349049732.5-6.547777783.70782733-5.7353.65744915-1.381944444.01473274
40-37.58.086.332.51594912516.2535.435.95231047581.0814.313.782856063937.5-6.808611114.00386253-6.476111113.56648068-1.863055563.67519159
45-42.58.6136.766.06300255657.8324.854.98497743220.5110.213.195309061742.5-7.585277784.27493123-6.174722223.69448894-2.115277783.64645384
50-47.510.7111.973.45976877847.8932.405.69209978830.0114.523.810511776747.5-7.603055564.41592496-6.658055563.57667269-2.612777783.16202341
55-52.510.6816.434.05339363998.1532.605.70964096940.336.682.584569596752.5-9.091111114.14708488-6.566388893.65714733-1.676944443.02691528
60-57.511.7926.485.14587213218.5535.395.94894948710.834.472.114237451257.5-7.275555565.59429732-6.888888893.38195951-2.757222222.26007536
65-62.512.0416.804.09878030649.5545.346.73349834781.674.632.151743479162.5-6.971388896.2782232-7.462222224.38083822-3.160555563.02711078
70-67.512.6131.165.582114294810.1542.566.52380257212.213.941.984943324167.5-5.601111116.65204406-7.603888894.75931284-3.495555563.60228693
75-72.572.5-4.511666674.89948365-8.298888896.0652508-3.654.10332687
Average or right bank-2.3724074073Average for right banks
Left average0.671037038Average for left banks
Fred's data for experiment I
Sheet2
Sheet3
Department of Biomedical, Human Factors, & Industrial Engineering
Reversal ErrorTendency for pilots to mistake motion of the artificial horizon as a relative motion of the wings.Pilots roll or pitch the aircraft in opposite direction.Researchers who have documented this errorFitts and Jones (1947)Johnson and Roscoe (1972)Roscoe and Williges (1975)Roscoe (1986) - Boeing 747 accident
Department of Biomedical, Human Factors, & Industrial Engineering
Sensory-Spatial Conflict and Control Reversal Error (Patterson et al findings)Control reversal error during IMC out to in visual transition.Experienced U.S. military rated pilots commit 25-65% reversal errors.Likelihood of reversal errors by general aviation pilots is probably even greater.A reversal error can lead to flight into terrain or a graveyard spiral.This is likely what happened to the pilot of Air India and to John F. Kennedy, Jr.
References on reversal errors:Patterson, et al, 1997Braithwaite,et al, 1998Gallimore, et al., (1999)Liggett & Gallimore (in press)
Department of Biomedical, Human Factors, & Industrial Engineering
Number and Magnitude of Reversal ErrorsGallimore, et al findings40 Degrees
60 Degrees100 DegreesVMCIMC8 errors out of 246 errors out of 249 errors out of 244(17.39%)1(.04%)5(20.83%)4(17.39%)5(20.83%)4(17.39%)Average reversalerror magnitude 28.96 o
Average reversalerror magnitude 9.30 oAverage reversalerror magnitude 9.34 oCombined
Department of Biomedical, Human Factors, & Industrial Engineering
TransitionsWhat happens during the transition from visual to instruments?The pilots view of the cockpit suddenly becomes stationary as his view of the displays artificial horizon begins moving.Pilots must instantly reverse their orientation strategy.Pilots sensory-spatial compatibility between the control stick motion and visual feed back.
Department of Biomedical, Human Factors, & Industrial Engineering
SummaryPilots reflexively tilt heads toward horizon during VMC roll maneuvers.Head movement acts to stabilize retinal image.Generated by motion on retina, not vestibular.Stabilized horizon is the primary visual cue.Peripherally viewed cockpit structures secondary cues.Secondary cues move with airframe.Control movement compatible with secondary cues.
Department of Biomedical, Human Factors, & Industrial Engineering
Summary (Cont.)Beyond 40 degrees of aircraft roll there is a decrease in head displacement, so pilots can not stabilize the horizon.Horizon acceleration, stabilization of secondary cues.Sudden switch may lead to false perceptions.When transitioning from visual to instrumentsmotion reversal b/w outside and inside visual cuescontrol display incompatibility need to switch cognitive model
Department of Biomedical, Human Factors, & Industrial Engineering
How does OKCR affect current display technologies?Head down Attitude IndicatorReversal errorsHUDHead may tilt out of the HUD eye box and pilot may not see a pull up X.
Department of Biomedical, Human Factors, & Industrial Engineering
HUDThe Head Up Display (HUD) presents symbols to the pilot, displaying them over the real world.
Department of Biomedical, Human Factors, & Industrial Engineering
HUD Symbology is Conformal
Department of Biomedical, Human Factors, & Industrial Engineering
HUD Symbology
Department of Biomedical, Human Factors, & Industrial Engineering
How does OKCR affect current display technologies? (cont)NVGHUD symbology on the NVG. Head movements are not tracked. As pilot changes head position, display horizon line is no longer conformal to the real horizon. Pilots see HUD information designed for fixed on-axis aircraft viewing regardless of head position. Pilots may not realize they are not flying in the direction they are looking.
Department of Biomedical, Human Factors, & Industrial Engineering
Research IssuesWhat frames of reference are important for a pilot to maintain orientation?World - world is fixed and everything moves within it.Aircraft - aircraft is fixed and everything moves around it.Pilot - pilot is fixed and everything moves in relation to him.
Department of Biomedical, Human Factors, & Industrial Engineering
Research IssuesWhat symbology is appropriate for HMDs?HUD symbology is being considered for use on HMDs.HUD symbology is being used on NVGs.How do sensory reflexes affect perceived frame of reference? OKCR, under VMC pilots align their head with the horizon.
Department of Biomedical, Human Factors, & Industrial Engineering
Research IssuesHow do visual frames of reference interact with vestibular and proprioceptive inputs to provide the pilot with an "awareness" of their orientation?What contributing cognitive factors affect spatial orientation?How will HMD attitude symbology affect frames of reference in VMC and IMC?How will transitions be impacted?How can we detect when a pilot is spatially disoriented?
Department of Biomedical, Human Factors, & Industrial Engineering
Research Issues for HMD Symbology DesignWhat spatial sensory reflexes and visual illusions influence pilots perception of frame of reference?Will cognitive capture affect pilots perceptions of frame of reference? Will cognitive capture result in more transitions between symbology and the real world?When pilots transition between a perceived stationary horizon (real world cues) to a moving symbol horizon on the HMD, do they perceive the horizon symbol as stationary? What type of symbology will help provide the perception of a stationary horizon?
Department of Biomedical, Human Factors, & Industrial Engineering
Research Issues for HMD Symbology DesignIf HMD symbology is used for attitude information as well as targeting, how will switching between these tasks affect frame of reference?Will pilots have a greater risk of spatial disorientation if they look off-axis more often?How will secondary flight cues be affected by use of HMDs?What current or new measures should be employed to determine if a pilot is spatially disoriented?
Department of Biomedical, Human Factors, & Industrial Engineering
HMD Research and the OKCRExperiment I Test adequacy of Mil-Std HUD symbology presented on a see-through HMD during various tasks.VMC flight taskPilots were instructed to bank at specific angles, rather than to bank around a waypoint.12 SubjectsHMD Kaiser Pro Binocular HMD, 40o circular FOV, 100% overlap, 1280 x 1024 resolution.
Department of Biomedical, Human Factors, & Industrial Engineering
HMD Research and the OKCRExperiment IIInvestigate visual cues in an immersed HMD simulation system using HUD symbology. VMC Flight taskVaried resolution (640 x 480 & 800 x 600), HUD symbol size (small and large)Pilots instructed to follow a yellow track line over Pensacola, FL6 subjectsVirtual Research V8 HMD system, 48o H x 32o V, 100% overlap
Department of Biomedical, Human Factors, & Industrial Engineering
HMD Research and the OKCRExperiment III Investigate the effects of non-congruent motion on performance in an immersive HMD system.VMC flight task flown on land and on Navy mind sweeper in Pensacola Bay.Pilots instructed to follow a yellow track line over Pensacola, FL9 subjectsSony i-glasses , 24o H x 18o V, 100% overlap, 789 x 230 Resolution
Department of Biomedical, Human Factors, & Industrial Engineering
HMD Results
Chart1
1.86609463646.837721839.07666666679.1546666667
2.38714681826.373331138.47655555568.5921111111
2.17127563645.520668337.75211111118.5746666667
0.93617463646.163908717.18033333339.0153333333
1.0182136.212401257.50833333338.8976666667
1.37424072736.362572887.78222222228.1317777778
0.90817681826.422908387.71633333337.5614444444
1.30152109095.553750256.5427.1108888889
0.8428234.922165296.00566666677.1813333333
0.71916954555.185866756.10588888896.579
0.79584754554.380531335.57677777785.8924444444
0.26576854553.872159794.51144444445.618
0.13683354553.730739213.95988888895.1084444444
0.23293245452.945747423.42833333334.4506666667
0.47035572731.214518382.98888888893.5912222222
0.34212236360.368963422.2252.8961111111
-0.3190106364-0.473961791.47822222222.4305555556
-0.1868773636-1.44557350.89377777781.7294444444
-0.1552912727-1.972536370.05255555560.9051111111
-0.1877172727-2.68924379-0.7632222222-0.2427777778
-0.0877361818-3.09517104-1.4095555556-0.3686666667
-0.4681113636-2.60404883-2.2622222222-1.1092222222
-0.2434646364-2.54632233-2.5884444444-1.7142222222
-0.0699982727-2.20293254-3.4008888889-2.6144444444
-0.0132085455-2.57533563-4.2337777778-3.1041111111
-0.0687576364-3.37199663-4.838-3.6214444444
0.1506674545-3.5106425-5.0908888889-3.6575555556
0.0023947273-3.1972415-5.305-3.9015555556
0.2712509091-2.80344413-5.6045555556-4.4898888889
0.3446696364-3.00053854-6.625-5.0374444444
0.3879754545-2.7848795-6.2727777778-5.6556666667
-0.3573169091-2.64205846-6.5786666667-5.6801111111
HMD Experiment I
HMD Experiment II
HMD Experiment III (Land)
HMD Experiment III (Ship)
Aircraft Roll (Degrees)
Head Tilt (Degrees)
Chart2
1.8660946364
2.3871468182
2.1712756364
0.9361746364
1.018213
1.3742407273
0.9081768182
1.3015210909
0.842823
0.7191695455
0.7958475455
0.2657685455
0.1368335455
0.2329324545
0.4703557273
0.3421223636
-0.3190106364
-0.1868773636
-0.1552912727
-0.1877172727
-0.0877361818
-0.4681113636
-0.2434646364
-0.0699982727
-0.0132085455
-0.0687576364
0.1506674545
0.0023947273
0.2712509091
0.3446696364
0.3879754545
-0.3573169091
HMD Experiment I
Aircraft Bank (Degrees)
Head Tilt (Degrees)
Sheet1
shipland
AverageAverageGallimore 99
-909.810.0
Level of ACROLLNMeanSD-859.18.9
-80246.8377218312.6075297-77.5-809.29.1-8010.0208333
-75246.3733311310.4114086-72.5-758.68.510.5797222
-70245.5206683310.6092668-67.5-708.67.89.8725
-65246.1639087110.1133488-62.5-659.07.29.6883333
-60246.212401259.0006559-57.5-608.97.59.0202778
-55246.362572888.674526-52.5-558.17.88.7402778
-50246.422908389.0607916-47.5-507.67.78.9416667
-45245.553750256.9979423-42.5-457.16.58.4391667
-40244.922165295.9436444-37.5-407.26.08.4066667
-35245.185866755.961863-32.5-356.66.17.4027778
-30244.380531335.3056324-27.5-305.95.66.8866667
-25243.872159794.7737227-22.5-255.64.55.9011111
-20243.730739215.83737-17.5-205.14.05.0013889
-15242.945747425.4720233-12.5-154.53.43.9177778
-10241.214518381.1427268-7.5-103.63.02.6275
-5240.368963420.4651435-2.5-52.92.21.2461111
524-0.473961790.68700042.502.41.5-0.9572222
1024-1.44557351.20754947.551.70.9-3.27
1524-1.972536371.310549312.5100.90.1-4.7522222
2024-2.689243792.607218517.515-0.2-0.8-6.0572222
2524-3.095171043.550258322.520-0.4-1.4-7.3480556
3024-2.604048835.473088827.525-1.1-2.3-7.8577778
3524-2.546322336.190925332.530-1.7-2.6-8.6980556
4024-2.202932546.965473637.535-2.6-3.4-9.7088889
4524-2.575335636.404140742.540-3.1-4.2-10.0072222
5024-3.371996636.111454847.545-3.6-4.8-10.6127778
5524-3.51064256.071449352.550-3.7-5.1-10.8555556
6024-3.19724156.389971157.555-3.9-5.3-10.7141667
6524-2.803444138.427133362.560-4.5-5.6-10.6419444
7024-3.000538548.560257467.565-5.0-6.6-10.6841667
7524-2.784879510.01942472.570-5.7-6.3-10.4219444
8024-2.642058469.418760977.575-5.7-6.6-10.4983333
80-6.3-6.1-9.7633333
85-5.3-7.5
Kristen's data
1.8660946364-77.5
2.3871468182-72.5
2.1712756364-67.5
0.9361746364-62.5
1.018213-57.5
1.3742407273-52.5
0.9081768182-47.5
1.3015210909-42.5
0.842823-37.5
0.7191695455-32.5
0.7958475455-27.5
0.2657685455-22.5
0.1368335455-17.5
0.2329324545-12.5
0.4703557273-7.5
0.3421223636-2.5
-0.31901063642.5
-0.18687736367.5
-0.155291272712.5
-0.187717272717.5
-0.087736181822.5
-0.468111363627.5
-0.243464636432.5
-0.069998272737.5
-0.013208545542.5
-0.068757636447.5
0.150667454552.5
0.002394727357.5
0.271250909162.5
0.344669636467.5
0.387975454572.5
-0.357316909177.5
Hudsize 1
Hudsize 1 ACROLLNMeanSD
512-0.533274670.8209152
-5120.387174170.4502209
1012-1.431786831.3530343
1512-1.80986750.9945871
2012-2.098430752.4459714
2512-2.761839582.0497727
3012-1.693038425.8648525
3512-0.73412057.5965567
4012-0.509648428.5904938
4512-1.171101338.0015078
5012-2.56795857.2286735
5512-2.803677336.6364248
6012-2.467902087.8036379
6512-1.565034510.0306741
7012-1.9109046710.7182248
7512-2.33419959.6228969
8012-1.6107649.8948632
-10121.374343171.3926532
-15124.263435587.5626191
-20124.778460837.9252503
-25124.684841426.2882064
-30124.686607586.5693309
-35125.587412426.5379019
-40124.674106585.6818872
-45125.259406086.1791695
-50127.286534429.6636658
-55126.152719758.3623255
-60125.617356089.2740837
-65125.172229928.7899067
-70124.456262258.9105731
-75125.859745928.0960662
-80125.772432177.9321081
Hudsize 1
00.82091520.8209152
00.45022090.4502209
01.35303431.3530343
00.99458710.9945871
02.44597142.4459714
02.04977272.0497727
05.86485255.8648525
07.59655677.5965567
08.59049388.5904938
08.00150788.0015078
07.22867357.2286735
06.63642486.6364248
07.80363797.8036379
010.030674110.0306741
010.718224810.7182248
09.62289699.6228969
09.89486329.8948632
01.39265321.3926532
07.56261917.5626191
07.92525037.9252503
06.28820646.2882064
06.56933096.5693309
06.53790196.5379019
05.68188725.6818872
06.17916956.1791695
09.66366589.6636658
08.36232558.3623255
09.27408379.2740837
08.78990678.7899067
08.91057318.9105731
08.09606628.0960662
07.93210817.9321081
ACROLL
Hudsize 1
Hudsize As A Function of ACROLL
Hudsize 2
Hudsize 2 ACROLLNMeanSD
512-0.414648920.5525108
-5120.350752670.4989624
1012-1.459360171.1035379
1512-2.135205251.5950806
2012-3.280056832.7329065
2512-3.42850254.6808682
3012-3.515059255.1405528
3512-4.358524173.9072377
4012-3.896216674.625369
4512-3.979569924.174697
5012-4.176034754.9427712
5512-4.217607675.6518602
6012-3.926580924.8288803
6512-4.041853756.6729767
7012-4.090172425.9788654
7512-3.235559510.8102115
8012-3.673352929.2337482
-10121.054693580.8574061
-15121.628059251.27541
-20122.683017582.4582257
-25123.059478172.5818614
-30124.074455083.9367538
-35124.784321085.5877475
-40125.1702246.4379546
-45125.848094428.001447
-50125.559282338.7547469
-55126.5724269.3440304
-60126.807446429.0888481
-65127.155587511.5952446
-70126.5850744212.3885137
-75126.8869163312.6699401
-80127.903011516.3387647
Hudsize 2
00.55251080.5525108
00.49896240.4989624
01.10353791.1035379
01.59508061.5950806
02.73290652.7329065
04.68086824.6808682
05.14055285.1405528
03.90723773.9072377
04.6253694.625369
04.1746974.174697
04.94277124.9427712
05.65186025.6518602
04.82888034.8288803
06.67297676.6729767
05.97886545.9788654
010.810211510.8102115
09.23374829.2337482
00.85740610.8574061
01.275411.27541
02.45822572.4582257
02.58186142.5818614
03.93675383.9367538
05.58774755.5877475
06.43795466.4379546
08.0014478.001447
08.75474698.7547469
09.34403049.3440304
09.08884819.0888481
011.595244611.5952446
012.388513712.3885137
012.669940112.6699401
016.338764716.3387647
ACROLL
Hudsize 2
Hudsize 2 As A Function of ACROLL
Resol 1
1 = HIGH RESOLUTION
Resol 1 ACROLLNMeanSD
512-0.67852780.9215566
-5120.45557180.5716433
1012-1.72179851.3754143
1512-1.9945220.7094941
2012-2.3297092.5066187
2512-2.37476323.1310845
3012-1.58148237.211545
3512-1.82107288.5215637
4012-1.41048839.6521786
4512-1.24824038.6538506
5012-2.00898968.2883067
5512-2.38804738.0489749
6012-2.05185568.6049739
6512-1.234314811.4416132
7012-0.932162611.4498761
7512-0.546234313.6329602
8012-1.071805612.8618475
-10121.64501381.4035036
-15124.63813337.4038066
-20125.52584817.8504181
-25125.51781685.9822789
-30126.59658096.1380858
-35127.50325077.1633568
-40127.39839726.6079208
-45128.5538797.9341228
-50129.905928810.9027565
-551210.01267019.7321124
-601210.02807839.352538
-65129.977951310.8846068
-70129.48980410.8471416
-751210.197386211.8214791
-801211.231219115.4893939
Resol 1
00.92155660.9215566
00.57164330.5716433
01.37541431.3754143
00.70949410.7094941
02.50661872.5066187
03.13108453.1310845
07.2115457.211545
08.52156378.5215637
09.65217869.6521786
08.65385068.6538506
08.28830678.2883067
08.04897498.0489749
08.60497398.6049739
011.441613211.4416132
011.449876111.4498761
013.632960213.6329602
012.861847512.8618475
01.40350361.4035036
07.40380667.4038066
07.85041817.8504181
05.98227895.9822789
06.13808586.1380858
07.16335687.1633568
06.60792086.6079208
07.93412287.9341228
010.902756510.9027565
09.73211249.7321124
09.3525389.352538
010.884606810.8846068
010.847141610.8471416
011.821479111.8214791
015.4893939
ACROLL
Resolution 1
Resolution 1 As A Function of ACROLL
Resol 2
2 = LOW RESOLUTION
Resol 2 ACROLLNMeanSD
512-0.26939580.2151182
-5120.2823550.3305207
1012-1.16934850.9953264
1512-1.95055081.7569242
2012-3.04877862.7654961
2512-3.81557893.9266385
3012-3.62661542.8887321
3512-3.27157192.5248329
4012-2.99537682.6290096
4512-3.9024312.6500535
5012-4.73500372.3121029
5512-4.63323783.0887801
6012-4.34262742.9098994
6512-4.37257343.4938075
7012-5.06891453.5754413
7512-5.02352473.6210656
8012-4.21231133.8319863
-10120.78402290.5968162
-15121.25336161.2420641
-20121.93563031.6086341
-25122.22650282.4396925
-30122.16448183.2353983
-35122.86848283.3597988
-40122.44593344.1015157
-45122.55362154.4503895
-50122.93988795.1303666
-55122.71247575.7924642
-60122.39672427.0818367
-65122.34986617.9777449
-70121.55153279.127572
-75122.54927617.4159428
-80122.44422467.0931678
Resol 2
00.21511820.2151182
00.33052070.3305207
00.99532640.9953264
01.75692421.7569242
02.76549612.7654961
03.92663853.9266385
02.88873212.8887321
02.52483292.5248329
02.62900962.6290096
02.65005352.6500535
02.31210292.3121029
03.08878013.0887801
02.90989942.9098994
03.49380753.4938075
03.57544133.5754413
03.62106563.6210656
03.83198633.8319863
00.59681620.5968162
01.24206411.2420641
01.60863411.6086341
02.43969252.4396925
03.23539833.2353983
03.35979883.3597988
04.10151574.1015157
04.45038954.4503895
05.13036665.1303666
05.79246425.7924642
07.08183677.0818367
07.97774497.9777449
09.1275729.127572
07.41594287.4159428
07.09316787.0931678
ACROLL
Resolution 2
Resolution 2 As A Function Of ACROLL
Department of Biomedical, Human Factors, & Industrial Engineering
OKCR DifferencesDifferent visual scenes/cues cause difference in pilot OKCR responseReducing FOVManipulating altitudeAmount of head tilt depends on amount of retinal movement.Reduction in peripheral vision may play a roleReducing FOV may reduce how compelling the visual horizon appears
Department of Biomedical, Human Factors, & Industrial Engineering
OKCR DifferencesImmersive HMD simulation studies did not provide any secondary visual cues (cockpit structures).Do pilots reduce head movements when they lack a stabilizing cue?If experiencing simulator sickness may reduce head movements.
Department of Biomedical, Human Factors, & Industrial Engineering
Control Reversal Errors HMDLiggett and Gallimore findings
Overall CRE rate 28%, similar to previous studies.Magnitude range: 6 degrees to 201 degreesA conformal horizon symbol did not reduce CREs.Because we know they were not tilting in IMC, they still had to change frames of reference from world to aircraft.
Department of Biomedical, Human Factors, & Industrial Engineering
Control Reversal Errors HMDLiggett and Gallimore findingsDependent measure: Altitude ChangeSignificant differenceCRE group average: 3382 ft MSLNo CRE group average: 1810 ft MSLPilots with CREs obviously confused.Focusing on pitch and bank information in central part of symbology.Fail to scan airspeed and altitude information.
Department of Biomedical, Human Factors, & Industrial Engineering
Department of Biomedical, Human Factors, & Industrial Engineering
Spatial disorientation factor Perspective (moon) illusion
Department of Biomedical, Human Factors, & Industrial Engineering
Example: Perspective Illusion
Department of Biomedical, Human Factors, & Industrial Engineering
Department of Biomedical, Human Factors, & Industrial Engineering
References Aviation Research Jenkins, J. C., and Gallimore, J.J. (2008). Configural display design features to promote pilot situation awareness in helmet-mounted displays. Aviation, Space and Environmental Medicine, 79, 397-407 Stephens, M., Gallimore, J., and Albery, W. (2002) Spectral Analysis of Electroencephalographic Response to Spatial Disorientation. Proceedings of the 12th International Symposium on Aviation Psychology: Dayton OH. (pp. 1131-1136).Liggett, K.K. and Gallimore, J.J. (2002). The effects of frame of reference and HMD symbology on control reversal errors. Aviation, Space, and Environmental Medicine;73:102-111.Gallimore, J.J., Liggett, K.K. and Patterson, F.R. (2001). The Opto-Kinetic Cervical Reflex in Flight Simulation. Proceedings of the American Institute of Aeronautics and Astronautics Modeling and Simulation Conference and Exhibit, Aug 6-9, 2001, Montreal, Canada, Paper No: 2001-4191: pp 1-7. * Best Paper.
Department of Biomedical, Human Factors, & Industrial Engineering
References Aviation Research Liggett, K. and Gallimore, J.J. (2001) The OKCR and Pilot Performance During Transitions Between Meteorological Conditions Using HMD Attitude Symbology. In Proceedings of the Human Factors and Ergonomics Society 45th Annual Meeting, (pp. 115-119) Santa Monica. CA HFES. Gallimore, J.J., Patterson, F.R., Brannon, N.G., and Nalepka, J.P. (2000). The opto-kinetic cervical reflex during formation flight. Aviation, Space and Environmental Medicine 2000;71:812-821Gallimore J. J., Brannon, N. G., Patterson, F.R., and Nalepka, J.P. (1999). Effects of FOV and aircraft bank on pilot head movement and reversal errors during simulated flight. Aviation, Space and Environmental Medicine, 70(12):1152-60.Gallimore, J.J., Brannon, N.G., and Patterson F.R. (1998). The Effects of Field-of-View on Pilot Head Movement During Low Level Flight. In Proceedings of the Human Factors and Ergonomics Society 42nd Annual Meeting, Chicago, IL (pp. 6-10). Patterson F. R., Cacioppo, A.J., Gallimore, J.J., Hinman, G.E., and Nalepka, J.P. (1997). Aviation spatial orientation in relationship to head position and attitude interpretation. Aviation, Space and Environmental Medicine, 68(6), 463-471.
Department of Biomedical, Human Factors, & Industrial Engineering
Other ResearchA Predictive Model Of Cognitive Performance Under Acceleration StressSubmitted to Aviation, Space, Environmental Medicine, June 09Three-Dimensional Technology for Space Operation ApplicationsMulti-modal Displays for Portraying Meta-Info to Support Net-Centric C2Process Control DisplaysVirtual PatientsCollaborative Computer Agents with Personality
Department of Biomedical, Human Factors, & Industrial Engineering
AcknowledgementsCDR Frederick Patterson, Ph.D., RetiredNaval Aerospace Medical Research LaboratoryUnited States Navy
Department of Biomedical, Human Factors, & Industrial Engineering
Thank You
*
This is an example of the current attitude indicator in US aircraft. It is the display that is used to kept the pilot oriented with respect to the world. In this figure our perspective is from behind the aircraft. The figure on the left shows the plane(the yellow symbol) level with the horizon. The figure on the right shows the plane in a right bank. The aircraft symbol is still level, but the horizon is rolled to the left.
The idea behind the original 1930s design of this instrument was that the horizon on the display would provide the pilot with a pictorial representation of what the pilot would see if they were looking out of the cockpit at the horizon. Lets look at this more closely.
*In the real world the frame of reference pilots use to keep oriented includes a static horizon and and moving airplane.
On the indicator, the plane (the yellow line in the center) remains fixed, and the moving element is the horizon. If you move the control stick to the right to put the plane in a right bank, the display moves to the left. Therefore, there is no control-display compatibility. But the idea was that when the aircraft is in a bank (such as in this right bank) the real horizon would appear tilted as you looked out. However, this idea was based on the untested assumption that your head remains fixed with the aircraft axis. We have recently learned through research conducted at WSU, that when the plane is banked, the pilot tilts his head in the opposite direction to keep the horizon level and fixed on his visual system. This head tilt is a reflex, that most pilots are unaware of, and is called the opto-kinetic cervical reflex. So in all US aircraft, pilots fly with an attitude indicator with no display control compatability, and without an accurate pictorial representation.
When transitioning from looking outside at the stable horizon to the instrument (with a moving horizon, that is tilted) the pilot must instantly switch his cognitive frame of reference. This can lead to disorientation and control reversal errors. Control reversal errors are when a pilot pushes the stick in the wrong direction.In the diagram above, if the pilot lost sight of the horizon and pushed the stick to the right in order to level the display, he would roll the airplane over, and may be uaable to recover. Highly trained pilots with thousands of hours of flight time commit control reversal errors. Less experience general aviation pilots such as JFK, probably commit even more. *To understand what may have happened to JFK, lets look at pilot spatial awareness models. The attitude indicator is the display you see at the bottom of the picture on the left. It is the display that is used to kept the pilot oriented with respect to the word. Is is composed of a pictorial representation of the ground and the sky. There is an aircraft symbol in the middle. This was developed back in the 1930s under the idea that the attitude indicator provides the pilot with a pictorial replica of what he sees when looking out of the cockpit In this display, the aircraft is fixed and the horizion moves as the plane banks. If the pilot keeps his head aligned with the aircraft, then he will see the representation in the middle of the figure, which you notice matches the picture on the attitude indicator. Here is a video which illustrates this concept. It is a Navy hornet flying and banking. From this perspective the idea is that the plane stays fixed and the horizon moves. One problem that was noted with the design of this display early on is that the movement of the control is not compatible with the movement of the display. In other words when you move the stick to the right to put the plane in a right bank, the movement on the display is to the left. But it was felt that since it was pictorially accurate, that over rode the disadvantage of display control incompatability.Again this theory of pictorial reality is true if the pilot keeps his or her head aligned with the aircraft. Now we will look at a C130 pilot who is banking his plane to the left. Notice how he tilts his head with the horizon. Well that is fine, but someone pulling Gs would certainly not be able to tilt their head! Lets watch a blue angel!
**What the pilot sees when he looks out of the cockpit is a fixed horizon, and his plane is moving. With this perspective, there is control/display compatibility. The cockpit structures move in the direction of the bank, and the horizon is stable. So what does this mean?But notice, the view is opposite that of the attitude indicator. So what we really have in all aircraft in the US is an attitude indicator that does not represent pictorial reality and it also has no control display compatibility. *The tilting of the head to keep the horizon stable, was termed the OKCR, and the was investigated for the first time at WSU back in 1994. Because of this reflex:Pilots align their heads toward the horizon during Visual Meteorological Conditions (VMC) flight.Pilots do not move their heads during Instrument Meteorological Conditions (IMC) flight.Therefore:Visual to Instrument transition can cause reversal errors. *********During transition, when the cognitive switch between those spatial strategies switches, pilots make reversal errors. That is, they put in a stick movement opposite to that which they need to level the plane. Here is an example of a military pilot performing a control reversal error in a simulator. In this exercise, the pilot was flying behind a lead aircraft. The lead aircraft was moving into an unusual attitude, and we took away the lead aircraft. The pilot must look at their instruments and return to level flight as quickly as possible when they lose the lead. You will hear the experimenter say ok take it away which means the lead is removed. What you see is the attitude indicator go in one direction, reverse, then reverse again and the pilot does a roll to recover.This was not the fastest way to return to wings level. *****One of the most fundamental issues of maintaining spatial orientation (SO) is to identify the most desirable frame of reference for establishing a correct attitude in a pilots internal model of SO. There have been numerous studies to characterize a visual reflex called the optokinetic cervical reflex (OKCR) that implies that pilots use a world frame of reference to orient themselves when looking at real world visual cues. When pilots use instruments to determine orientation, the information is portrayed in an aircraft frame of reference. This change in frames of reference when pilots transition from visual meteorological conditions (real-world cues) to instrument meteorological conditions (instrument cues) may be directly affecting their SO model, leading to spatial disorientation (SD) **EXP IAnalysis of the data and pilot comments indicated that subjects did not tilt their head because they were using the bank scale symbology on the HMD to determine and hold their bank angle prescribed during the task via a verbal command to bank their aircraft to a certain bank angle and to maintain that bank until instructed to level out. Pilots did not have to rely on any outside visual cues to conduct the task resulting in an instrument-oriented task. In all previous studies pilots were flying tasks that required them to maintain awareness of the real-world visual scene in order to bank the aircraft.
EXP IIThere was a significant difference in head tilt as a function of aircraft bank, indicating an OKCR response under VMC as illustrated in Figure 3. While the OKCR response is obvious, the magnitude of the response is much smaller than previous studies using low level flight tasks. The OKCR response is very similar to results found by Gallimore et al. (2000)5 (Figure 2) in which pilots flew at higher altitudes.
EXP IIIAs indicated in the figure, both land and shipboard HMD simulations produced significant OKCR responses. The OKCR differences between ship and land conditions were not significant. The results are very similar to results from Experiment II. Preliminarily results indicate that individuals who reported higher scores on their motion sickness surveys exhibited less OKCR during the shipboard simulation compared to the land based condition. *Avoidance and recognition of visual illusions. *For the AVIANO mishap, I dont have time to go over all the issues, but I would like to show you one factor that affected the pilots spatial awareness. This information comes from expert witnesses at the trial.
This is an example of the Perspective (or Moon) illusion. Some of you may have experienced it before. When the moon is low and just over the horizon it appears to be very large. But if you took a picture, it would be the normal size.
In this illusion, the box in the back looks larger than the one in the front, yet they are actually the same size.Things on the horizon are thrown out of perspective. Even it you know it is an illusion, you cant turn it off. It cant be trained away. It is very compelling.
*This is a tape of the valley in AVIANO where the mishap took place. This tape was recorded by flying a helicopter over the valley at the same altitude that the plane flew. The prosecution recorded this tape. The cables were gone, and they put up two white weather balloons to show where he cables were located.
Some basic information. The pilot was practicing a low level flight. He must keep his view outside the aircraft. It is mountainous terrain. It only takes 30 seconds to get from one end of the valley to the next. The mishap happens about 20 seconds into the valley. This tape is from a point in the valley when there is only 12 seconds before the pilot (flying 500 knots 900 feet per sec) reached the mishap site. The helicopter is flying at 400 knots.
*This is the same tape. But on it is a line which indicates the horizontal reference that the pilot would be fixating on or looking at in order to fly through the valley.
The balloons are highlighted in red so you can see them.
What do you see? As you start out it appears that the balloons are below the horizontal reference point, but as we proceed the balloons appear to rise. Are you below the balloons? You experienced the perspective illusion. The red balloons are not rising. The horizontal reference point is changing. Which you can see if I put my cursor at the place were we see the red ball, then when it is finished they are still level with my cursor. At all times the plane is actually 100 feet above the balloons. We never go below them. But to the pilot it appears as if you are going to hit the balloons. He sees the first cable, thinks he is going to hit it. He has a few seconds to respond, he pushes the nose down to go under it because the aircraft cant go above in that time period, he missing the first cable, but hits the second on that is lower than the first.
*I would like to acknowledge Cmd Fred Patterson of the Naval Aeromedical Research Laboratory, who has funded some of this research and has provided some materials for this presentation.*