1. 1 Use or disclosure of this information is subject to the restriction on the title page of this document. Flight Symbology to Aid in Approach and Landing during Brownout Operations Margaret MacIsaac Senior Human Factors Engineer Lorren Stiles Chief Pilot, Research & Development John H. Judge Technical Fellow

2. 2 Use or disclosure of this information is subject to the restriction on the title page of this document. Project Objectives Investigate “brownout” problem with helicopters landing in remote unprepared sites Propose solutions which could be applied to current generation helicopters with minimal modification Establish a foundation for adding capabilities as they evolve

3. 3 Use or disclosure of this information is subject to the restriction on the title page of this document. What is a brownout approach? Key elements: 1.Stabilized longitudinal deceleration 2.Stabilized rate of descent 3.Minimized lateral velocity at touchdown 4.Constant heading (no low speed rotation) Investigation

4. 4 Use or disclosure of this information is subject to the restriction on the title page of this document. We need to: - help the pilot determine the aircraft state at touchdown to avoid these events - provide commands to maintain stabilized profile - AND/OR - - fly the aircraft for the pilot - provide imagery that sees through the dust Investigation Advanced control laws and navigation sensors Strap on visionic sensors Human factored precision path and performance cueing Display media (head down head up)

5. 5 Use or disclosure of this information is subject to the restriction on the title page of this document. Solutions Why can’t we use the fixed wing solution? Head up display (in use on airliners for 20 years) Enhanced vision (fixed forward, fixed FOV FLIR) Autoland Start in DVE

6. 6 Use or disclosure of this information is subject to the restriction on the title page of this document. Solutions Why can’t we use the fixed wing solution? Head up display (in use on airliners for 20 years) Enhanced vision (fixed forward, fixed FOV FLIR) Autoland Precision guidance to prepared field

7. 7 Use or disclosure of this information is subject to the restriction on the title page of this document. Solutions Why can’t we use the fixed wing solution? Head up display (in use on airliners for 20 years) Enhanced vision (fixed forward, fixed FOV FLIR) Autoland Transition to visual conditions

8. 8 Use or disclosure of this information is subject to the restriction on the title page of this document. Solutions Why can’t we use the fixed wing solution? Head up display (in use on airliners for 20 years) Enhanced vision (fixed forward, fixed FOV FLIR) Autoland DVE conditions usually environmental (ie, fog)

9. 9 Use or disclosure of this information is subject to the restriction on the title page of this document. Solutions Why can’t we use the fixed wing solution? Head up display (in use on airliners for 20 years) Enhanced vision (fixed forward FLIR) Autoland Land in stabilized flight condition

10. 10 Use or disclosure of this information is subject to the restriction on the title page of this document. Solutions Helicopter approach into brownout condition Starts visually….ends in dust

11. 11 Use or disclosure of this information is subject to the restriction on the title page of this document. AH-64 (MilStd 1295) Velocity vector Acceleration cue Rate of Climb Solutions – Legacy

12. 12 Use or disclosure of this information is subject to the restriction on the title page of this document. MFD Hover display (S-70) Solutions – Legacy Mil Std 1295 Velocity/acceleration Heading Hover point Hover bars

13. 13 Use or disclosure of this information is subject to the restriction on the title page of this document. Velocity presentations Angle offset only indication of lateral velocity Lacks longitudinal velocity precision Counter directional (ie, aft bar = forward velocity) Lacks velocity trending information Velocity Vector Hover bars Provides trend information Intuitive (directional) velocity Provides precise drift indications (at hover)

14. 14 Use or disclosure of this information is subject to the restriction on the title page of this document. Velocity Information

15. 15 Use or disclosure of this information is subject to the restriction on the title page of this document. Velocity Information

16. 16 Use or disclosure of this information is subject to the restriction on the title page of this document. Velocity Information

17. 17 Use or disclosure of this information is subject to the restriction on the title page of this document. Velocity Information

18. 18 Use or disclosure of this information is subject to the restriction on the title page of this document. Velocity Information

19. 19 Use or disclosure of this information is subject to the restriction on the title page of this document. Velocity Information

20. 20 Use or disclosure of this information is subject to the restriction on the title page of this document. DVE mode 0 1 3 50 2 89 33 355 36

21. 21 Use or disclosure of this information is subject to the restriction on the title page of this document. Solution Hover display elements 355 33 03 36 Heading error Lateral (velocity) Deviation bar Velocity vector retained, rescaled Accel indicator tuned Lateral velocity error added Heading error added (initialized by DVE engage button) Scale indications retained Full compass reduced to arc for NDFR mode

22. 22 Use or disclosure of this information is subject to the restriction on the title page of this document. Velocity Information (DVE design) Lateral error bar (2X component of lateral velocity)

23. 23 Use or disclosure of this information is subject to the restriction on the title page of this document. Velocity Information (DVE design)

24. 24 Use or disclosure of this information is subject to the restriction on the title page of this document. Velocity Information (DVE design)

25. 25 Use or disclosure of this information is subject to the restriction on the title page of this document. Velocity Information (DVE design)

26. 26 Use or disclosure of this information is subject to the restriction on the title page of this document. Velocity Information (DVE design)

27. 27 Use or disclosure of this information is subject to the restriction on the title page of this document. Vertical speed trend Implementation – radar altitude display 0 1 3 50 2 89 Rescaled to 300 ft max – to add sensitivity Scale linear from 300 to 100 ft, and 100 to 0 ft Added trend indication – indicates predicted altitude in 6 seconds. At 100 ft and below scale, 1 ft = 10 fpm, ie, 10 ft trend = acceptable rate of descent

28. 28 Use or disclosure of this information is subject to the restriction on the title page of this document. 33 355 36 Arc DVE mode 0 1 3 50 2 89

29. 29 Use or disclosure of this information is subject to the restriction on the title page of this document. Zero pitch attitude Command = zero 25 deg nose down Command = zero 25 deg nose up Command = zero nose up Zero pitch attitude 25 deg left roll Command = zero/level 25 deg nose up 25 deg left roll Command = 20 up, 15 left Non-directional flight reference (NDFR) with flight director Flight director command Aircraft attitude

30. 30 Use or disclosure of this information is subject to the restriction on the title page of this document. Sikorsky Fixed Base Simulation Conventional flight control (UH-60) Right seat – “Glass” Blackhawk Left seat – Programmable display Daylight, straight-in approach 180 degree horizontal FOV 85 degree vertical FOV Six DLP projector system, 1280x1024 resolution

31. 31 Use or disclosure of this information is subject to the restriction on the title page of this document. Results Test set up – Fixed Base simulation with Brownout model – Subjects were provided training, then flew 3 approaches in each mode: – Baseline: UH-60M standard display (right seat of simulator) – Full DVE – Arc DVE (with NDFR) – Results: Approaches using new symbology resulted in lower lateral drift speed at touchdown when longitudinal speed criteria were met. Approaches maintained more consistent descent rate to touchdown. – Lateral error bar much easier to interpret than hover bars – Color coding was very valuable – Altitude trend indication valuable in maintaining rate of descent for touchdown – Heading error – usable, but not the most valuable information (heading trend would have been better) – NDFR needs implementation adjustments.

32. 32 Use or disclosure of this information is subject to the restriction on the title page of this document. Baseline mode approach

33. 33 Use or disclosure of this information is subject to the restriction on the title page of this document. Baseline mode approach

34. 34 Use or disclosure of this information is subject to the restriction on the title page of this document. DVE approach

35. 35 Use or disclosure of this information is subject to the restriction on the title page of this document. DVE mode approach

36. 36 Use or disclosure of this information is subject to the restriction on the title page of this document. DVE/arc mode approach

37. 37 Use or disclosure of this information is subject to the restriction on the title page of this document. Conclusions Analytical method is sound – we are looking at the right problem Potential exists to make minor modification to standard “glass” display and gain significant benefit in information transfer. (Requires high quality velocity sensor) Future work: – Change heading cue to a trend error indicator – Develop a better descent/decel profile for programming into NDFR – Incorporate synthetic and/or enhanced vision into the display