Abstract:The operational community has assumed that using a head-up display (HUD) instead of conventional head-down displays will increase accuracy and safety during approach and landing. The putative mechanism for this increase in safety is that previously demonstrated improvements in lateral and vertical control of the aircraft in flight should carry over to the landing situation. Alternatively, it is possible that, during approach and landing, the HUD might affect the pilot's ability to assimilate outside cues at th… Show more
“…The potential benefits, as well as detrimental effects of augmented reality, must be scrutinized with different, possibly interconnected, levels of analysis. Indeed, additional displays have already been found to influence operator’s workload [ 51 ], task performance [ 52 ], and information-based strategy [ 53 ]. We thus targeted the following dependent variables to reveal the influence of experimental manipulation at those levels of analysis.…”
Helicopter landing on a ship is a visually regulated "rendezvous" task during which pilots must use fine control to land a powerful rotorcraft on the deck of a moving ship tossed by the sea while minimizing the energy at impact. Although augmented reality assistance can be hypothesized to improve pilots’ performance and the safety of landing maneuvers by guiding action toward optimal behavior in complex and stressful situations, the question of the optimal information to be displayed to feed the pilots’ natural information-movement coupling remains to be investigated. Novice participants were instructed to land a simplified helicopter on a ship in a virtual reality simulator while minimizing energy at impact and landing duration. The wave amplitude and related ship heave were manipulated. We compared the benefits of two types of visual augmentation whose design was based on either solving cockpit-induced visual occlusion problems or strengthening the online regulation of the deceleration by keeping the current τ˙ variable around an ideal value of -0.5 to conduct smooth and efficient landing. Our results showed that the second augmentation, ecologically grounded, offers benefits at several levels of analysis. It decreases the landing duration, improves the control of the helicopter displacement, and sharpens the sensitivity to changes in τ˙. This underlines the importance for designers of augmented reality systems to collaborate with psychologists to identify the relevant perceptual-motor strategy that must be encouraged before designing an augmentation that will enhance it.
“…The potential benefits, as well as detrimental effects of augmented reality, must be scrutinized with different, possibly interconnected, levels of analysis. Indeed, additional displays have already been found to influence operator’s workload [ 51 ], task performance [ 52 ], and information-based strategy [ 53 ]. We thus targeted the following dependent variables to reveal the influence of experimental manipulation at those levels of analysis.…”
Helicopter landing on a ship is a visually regulated "rendezvous" task during which pilots must use fine control to land a powerful rotorcraft on the deck of a moving ship tossed by the sea while minimizing the energy at impact. Although augmented reality assistance can be hypothesized to improve pilots’ performance and the safety of landing maneuvers by guiding action toward optimal behavior in complex and stressful situations, the question of the optimal information to be displayed to feed the pilots’ natural information-movement coupling remains to be investigated. Novice participants were instructed to land a simplified helicopter on a ship in a virtual reality simulator while minimizing energy at impact and landing duration. The wave amplitude and related ship heave were manipulated. We compared the benefits of two types of visual augmentation whose design was based on either solving cockpit-induced visual occlusion problems or strengthening the online regulation of the deceleration by keeping the current τ˙ variable around an ideal value of -0.5 to conduct smooth and efficient landing. Our results showed that the second augmentation, ecologically grounded, offers benefits at several levels of analysis. It decreases the landing duration, improves the control of the helicopter displacement, and sharpens the sensitivity to changes in τ˙. This underlines the importance for designers of augmented reality systems to collaborate with psychologists to identify the relevant perceptual-motor strategy that must be encouraged before designing an augmentation that will enhance it.
Recent research in Synthetic/Enhanced Vision technology is analyzed with respect to existing Category II/III performance and certification guidance. The goal is to start the development of performance-based vision systems technology requirements to support future all-weather operations and the NextGen goal of Equivalent Visual Operations. This work shows that existing criteria to operate in Category III weather and visibility are not directly applicable since, unlike today, the primary reference for maneuvering the airplane is based on what the pilot sees visually through the "vision system." New criteria are consequently needed. Several possible criteria are discussed, but more importantly, the factors associated with landing system performance using automatic and manual landings are delineated.
The use of landmarks during the provision of directions can greatly improve drivers' route-following performance. However, the successful integration of landmarks within in-vehicle navigation systems is predicated on the acquisition and deployment of good quality landmarks, as defined by their visibility, uniqueness, permanence, location etc., and their accurate and succinct depiction on in-vehicle displays and during accompanying verbal messages. Notwithstanding the inherent variability in the quality and propensity of landmarks within the driving environment, attending to in-vehicle displays and verbal messages while driving can distract drivers and heighten their visual and cognitive workload. Furthermore, vocal utterances are transient and can be littered with paralinguistic cues that can influence a driver's interpretation of what is said. In this paper, a driving simulator study is described aiming to investigate the augmentation of landmarks during the head up provision of route guidance advice – a potential solution to some of these problems. Twenty participants undertook four drives utilising a navigation system presented on a head up display (HUD) in which navigational instructions were presented as either: conventional distance-to-turn information; on-road arrows; or augmented landmarks (either an arrow pointing to the landmark or a box enclosing the landmark adjacent to the required turning). Participants demonstrated significant performance improvements while using the augmented landmark 'box' compared to the conventional distance-to-turn information, with response times and success rates enhanced by 43.1% and 26.2%, respectively. Moreover, there were significant reductions in eyes off-the-road time when using this approach, and it also attracted the lowest subjective ratings of workload. The authors conclude that there are significant benefits to augmenting landmarks during the head-up provision of in-car navigation advice.
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