Modeling of the visual approach to landing using neural networks and fuzzy supervisory control

Entzinger, Jorg Onno; Suzuki, Shinji

doi:10.1016/j.ast.2009.10.002

Cited by 22 publications

(8 citation statements)

References 16 publications

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“…The possibility exists that adaptations to the effects of loss of an eye from trauma or disease would be more successful, faster, or less emotionally disturbing if these patients participated in a more formal rehabilitation program such as exists in some Veterans Administration facilities 43 .…”

Section: Resultsmentioning

confidence: 99%

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Health-Related Quality of Life After Surgical Removal of an Eye

Kondo¹,

Tillman

Schwartz

et al. 2013

Ophthalmic Plastic &Amp; Reconstructive Surgery

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Purpose This study compared the general health related quality of life (HRQOL) and the vision specific HRQOL in patients following the surgical removal of one eye who had good vision in the remaining eye to a group of binocular patients with good vision in both eyes. Methods The Medical Outcomes Study Short Form 12 (SF-12) and the National Eye Institute Visual Function Questionnaire (NEI VFQ) health related quality of life (HRQOL) surveys were administered to 29 patients who had surgical removal of an eye who attended an ocular prosthetics clinic and to 25 binocular persons who accompanied a patient. All subjects in each group had best corrected visual acuity of 20/40 or better. Overall statistical significance was tested using Cramer's V followed by individual t-tests for independent groups for each of the scales on the two questionnaires to determine if the means between the two groups differed statistically. Results The patient group had a mean age of 50.98 years (range 19 to 76). The control group had a mean age of 49.46 years (range 18 to 76). The mean time after loss of vision was 28.03 years (range 1-71 years) and the mean time from surgical removal of the eye was 23.6 years (range 0.5 to 59.5). There was an overall significant difference between the two groups on the 15 derived subscales of the two forms (Cramer's V, p = 0.0025). Three general HRQOL subscales (SF-12- mental component summary (MCS), SF-12 physical component summary (PCS), NEI VFQ-General Health) showed no differences between the two groups (p = 0.48, p = 0.81, p = 0.78 respectively). Three of the twelve vision specific NEI VFQ subscales demonstrated statistically significant differences between the patient and control groups: peripheral vision (p = 0.0006), role difficulties (p = 0.015) and the composite score (p = 0.014). Additionally, two monocular patients had given up driving compared to no binocular subjects (p = 0.056). Conclusions This population of monocular patients had general physical and mental HRQOL equivalent to the normal binocular group despite the surgical removal of one eye. However, the reduced vision specific HRQOL of monocular patients on the NEI VFQ indicates that there are substantial residual visual deficits even after prolonged monocular status.

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Section: Resultsmentioning

confidence: 99%

“…The safety of monocular drivers 35-39 (and pilots 40-43 ) has been well documented. However, monocular drivers retain concerns regarding their driving performance well after their initial adaptive period to monocular life; 39% of previous drivers felt their driving status was adversely affected by the loss of one eye 23 .…”

Section: Discussionmentioning

confidence: 99%

Health-Related Quality of Life After Surgical Removal of an Eye

Kondo¹,

Tillman

Schwartz

et al. 2013

Ophthalmic Plastic &Amp; Reconstructive Surgery

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“…The approach angle is the angle between the horizontal ground surface and the line running from the airplane to the aiming point (defined below). Multiple sources of information have been investigated as potential contributors to the perception of this angle [ 5 , 6 ]. A first variable that is typically considered is the length-to-width ratio of the optical projection of the runway, referred to as the aspect ratio [ 6 ].…”

Section: Introductionmentioning

confidence: 99%

Eye position affects flight altitude in visual approach to landing independent of level of expertise of pilot

et al. 2018

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The present study addresses the effect of the eye position in the cockpit on the flight altitude during the final approach to landing. Three groups of participants with different levels of expertise (novices, trainees, and certified pilots) were given a laptop with a flight simulator and they were asked to maintain a 3.71° glide slope while landing. Each participant performed 40 approaches to the runway. During 8 of the approaches, the point of view that the flight simulator used to compute the visual scene was slowly raised or lowered with 4 cm with respect to the cockpit, hence moving the projection of the visible part of the cockpit down or up in the visible scene in a hardly noticeable manner. The increases and decreases in the simulated eye height led to increases and decreases in the altitude of the approach trajectories, for all three groups of participants. On the basis of these results, it is argued that the eye position of pilots during visual approaches is a factor that contributes to the risk of black hole accidents.

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“…Based on tau-guidance strategy, reference [44] investigates the applicability of 3D prediction guidance in Synthetic Vision Display during the final phase of landing through time-tocontact and tau-coupling techniques. Reference [45] investigates change of rate of width runway angle (in respect with pilot eye) through mathematical analysis using data obtained from flight simulator landings. Controlling an aircraft by human pilot remains a primary means of operation in case of unexpected or constantly changing missions or upon failure of parts of the automated system.…”

Section: Perception and Visual Cuesmentioning

confidence: 99%