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Implementation and Analysis of the Chromakey Augmented Virtual

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1. Eo TOCATE checkpoint Tended to keep scan too close to the aircraft and missed the big pictue CRM skills are average sana needs to be More Lorcetul when dealing with the enlisted aircrweman 67 THIS PAGE INTENTIONALLY LEFT BLANK 68 VI RECOMMENDED SYSTEM MODIFICATIONS AND IMPROVEMENTS A MODIFICATIONS COMPLETED This thesis and the one prior have highlighted some continuing problems with the system First the items that Kulakowski recommended will be discussed and then items that need to get attention will follow 1 Headgear Replacement Problem The headgear to support the V8 HMD was effective but unrealistic for the PUI to wear while training in the ChrAVE Ideally the PUI should train with the same flight rated gear that he would wear in the aircraft This w ll eliminate any hotspors and PUI fatigue normally experienced by the existing headgear Solution The HMD was replaced with a lighter more capable unit The associated cabling still poses a Significant problem especially with the LiteRing Assembly added The HMD was modified at NPS in order to hard mount the camera and lens to the visor The LiteRing Assembly was mounted around the camera The HMD is much more comfortable and the wearers were able to fly longer while wearing it Lo Smart Remote Replacement The Smart Remote unit was brought back out for the ChrAVE 3 0 testing and experiment This was done for several reasons but most important was
2. NAVAL POSTGRADUATE SCHOOL MONTEREY CALIFORNIA THESIS IMPLEMENTATION AND ANALYSIS OF THE CHROMAKEY AUGMENTED VIRTUAL ENVIRONMENT CHRAVE VERSION 3 0 AND VIRTUAL ENVIRONMENT HELICOPTER VEHELO VERSION 2 0 IN SIMULATED HELICOPTER TRAINING by M E Hahn June 2005 Thesis Advisor Joseph A Sullivan Thesis Co Advisor Rudolph Darken Approved for public release distribution is unlimited This thesis done in cooperation with the MOVES Institute THIS PAGE INTENTIONALLY LEFT BLANK REPORT DOCUMENTATION PAGE Public reporting burden for this collection of information is estimated to average 1 hour per response including the time for reviewing instruction searching existing data sources gathering and maintaining the data needed and completing and reviewing the collection of information Send comments regarding this burden estimate or any other aspect of this collection of information including suggestions for reducing this burden to Washington headquarters Services Directorate for Information Operations and Reports 1215 Jefferson Davis Highway Suite 1204 Arlington VA 22202 4302 and to the Office of Management and Budget Paperwork Reduction Project 0704 0188 Washington DC 20503 1 AGENCY USE ONLY Leave blank 2 REPORT DATE 3 REPORT TYPE AND DATES COVERED June 2005 Master s Thesis TITLE AND SUBTITLE Implementation and Analysis of the 5 FUNDING NUMBERS oo Augmented Virtual Environment ChrAVE Version 3 0
3. 50 500 lt 50 500 750 ONO SiO Aircraft lt 0 50 250 lt 5 LE O 300 LOO N A N A N A N A N A N A 3 VEHELO N A Aircraft 400 500 1700 1100 400 400 450 N A N A N A N A N A N A E VEHELO i i i hs N A Aircraft S00 aus O 1000 400 200 lt 50 600 Notes 1 Point Canyon checkpoint used for warm up Table 3 VEHELO NAV 130 Results Average Error From Research by Kulakowski 64 Distance from checkpoint y measured in meters dp a n A U H M 0 pa Road Oak Warner Henshaw Lake Lancaster au Q is Intersection Grove Springs Dam Wolford Peak c E z Course o O U aw 1 lt 50 200 800 150 lt 50 200 225 2 125 lt 50 225 200 lt 50 125 100 3 lt 50 150 100 lt 50 200 lt 50 200 4 75 100 450 100 150 225 200 5 lt 50 lt 50 125 300 lt 50 lt 50 125 6 lt 50 400 600 250 300 250 300 Average Distance Errors for ChrAVE 3 0 Students 180 7 100 200 lt 50 500 300 675 350 8 150 325 450 125 550 lt 50 300 9 lt 50 125 150 200 275 350 200 10 lt 50 300 250 275 450 400 375 11 125 200 75 200 lt 50 lt 50 350 12 225 100 350 300 375 1050 lt 50 Average Distance Errors for Non ChrAVE 3 0 Students 263 195 568 185 340 Notes 1 Of the twelve 12 subjects studied the first six 6 listed received ChrAVE 3 0 training in the ChrAVE 3 0 prior to the NAV 130 flight The last six 6 listed flew the NAV 130 flight only 2 Point Canyon checkpoint used for warm up 3 GPS was not used by PUI during the recording of data
4. Chatsworth CA Virtual Research 2000 WWW Document URL http www virtualresearch com index html Accessed 28 April and many times in May 2005 TLS THIS PAGE INTENTIONALLY LEFT BLANK 116 INITIAL DISTRIBUTION LIST Defense Technical Information Center Fte Belvoir Virginia Dudley Knox Library Naval Postgraduate School Monterey California Marine Corps Representative Naval Postgqraduate School Monterey California Director Training and Education MCCDC Code C46 Quantico Virginia Director Marine Corps Research Center MCCDC Code C40RC Quantico Virginia Marine Corps Tactical Systems Support ACELTVLEY Attn Operations Officer Camp Pendleton California
5. En route weather forecast Destination weather forecast Helicopter assignment Maps charts smart packs Flight leader alternate Call signs Mission Information HD iO OY Ore 0 Le Permary 2 Secondary implied 3 Sequence of events C Conduct of Flight 1 Times man APU RJO spin taxi takeott Controlling agencies Frequencies Radio procedures PAC PNAC Oo A W N IFF procedures and codes PAC PNAC Ca FORMAL Lon Instructions Te RoOMtesreneckpolnt ID PAC PNAC CC 8 Operating and landing areas a Size and obstacles b Landing direction c Waveoffs PAC PNAC d Alternates e Landing site HONEA 9 Fuel required mission minimum LOS F Special Considerations ly Bump plan Ze GOTO CO 3 Minimum operational weather 4 En route Hazards 5 NVG considerations 6 Arrerarte lighting PAC PNAC 7 Loss of visual contact with Elige 8 Friendly fire plans 9 Rules of engagement for onboard defensive weapons PAC PNAC CC 10 TRAP SAR procedures 11 Debrief time and place G Crew Coordination 1 Use of checklists PAC PNAC 2 Control changes 3 Navigation procedures 4 Lookout doctrine PLOTS Ce os Soplilotr pillo Nor de the controls duties a Takeoff PAC PNAC b En route PAC PNAC c Approach landing 10 Fuel availability PAC D Flight Planning and Operational PNAC Data H Training Information 1 Navigational aids available 1 T amp R requi
6. Purpose To develop navigation skills using charts and maps General Conversion aircrews qualified and current in navigation in previous type aircraft are exempt E d HAY 1230 1 Pilots Will be prepared to discuss the seven critical steps Of CRM as applicable to each event Crew Requirement IPRAC CC Plight Training 4 Flights 6 0 Hours 1 5 1 CH 46E A Goal Introduce day visual navigation Reguirement 1 Discuss ref CA 46E NATOPS Manual CH 46E Flight Standardization Manual CH 46E TAC Manual aj CRM 6b Lost plane procedures Cc Time distance checks cd Distance estimation and map legend information ie Map Preparation if METT TSL considerations on route selection 2 Introduce aj Navigation procedures emphasizing use of terrain contour features and triangulation to determine position ib Use of 1 250 000 maps iD Polnt to point navigation to at least five checkpoints at 200 to 500 feet AGL Remain within 500 meters of course line Performance Standards Pilot shall perform a navigation route utilizing a 1 250 000 Map remaining wlthin 500 meters of course throughout the route that consists of a minimum of five checkpolnte Prerequisite FAM 113 FRS Navigation CLASE Ordnance Hone External Syllabus Support Nons 78 HAW 131 1 5 1 CA 46E A Goal Review NAW 1230 Requirement 11 Dlecuga Tef CH d46E NATOPS Manual CH d6E Flight Standa
7. be split for multiple destinations the Extron Spectrum Converter and the Stealth laptop monitor The VP 200 is a high performance 1 2 distribution amplifier for VGA Signals The unit accepts one video input provides buffering and isolation and then distributes the signal to two identical outputs using 15 pin D connectors The unit requires a dedicated 12V power supply 43 OUTPUT 1 OUTPUT 2 KRAMER TOOLS 1 2 High Resolution VGA DA INPUT Figure 25 1 2 VGA Distributor h Rackmount CPU The Stealth SR 4500B is an industrial rackmount computer The computer operates with Microsoft Windows 2000 with Service Pack 3 installed The computer also has an 2 8 GHz Intel processor mounted on an ATX Mainboard The unit installed in the VEHELO is configured with a hard drive 1 Gigabit of RAM floppy drive CD ROM and 300 watt power Figure 26 Central Processing Unit CPU 44 i Rackmount Laptop with LCD Keyboard Mouse The single CPU is controlled through the use of a Stealth laptop model FR 100 mounted in the equipment case 1t has an integrated 17 inch LCD monitor with a resolution of 1280 x 1024 It also has a built in keyboard and mouse mounted on a slide out tray It has eight video keyboard mouse ports on the backside to support various configurations The VEHELO configuration utilizes only two of the combination inputs in normal operation Figure 27 Laptop CPU Console J Equipment Cart The Thermodyne Q
8. proficiency and the current mission preparation tools available It also discusses the background of the ChrAVE training system Work completed by previous authors is summarized and used as a starting point Chapter Tris EATAVE 3 0 VEnelo 220 Specifications and Configuration This Chapter covers the current physical configuration of ChrAVE 3 0 and VEHelo 2 0 as tested during this thesis Included are the equipment specifications for the various components that make up the system It also includes an updated User s Manual to successfully employ the system in an experimental environment Chapter IV ChrAVE 3 0 Knowledge Value Added KVA Assessment This chapter describes the benefits associated with adding Information Technology in the form of a virtual environment to the training of novice and experienced pilots LI KVA will be defined and background information will be presented to help the reader understand its basic tenants Chapter V ChrAVE 3 0 Instructional Experiment and Results This chapter describes the experiment methodology and presents the analysis of data collected during the study Chapter VI Recommended System Modifications and Improvements This chapter outlines suggested modifications and alterations that would improve overall performance and enhance the usability for future development Chapter VII Conclusions This chapter describes conclusions reached via evaluation of the test results and input f
9. the quality of training in the 100 level codes flown at the ERS 2 Standardization Manual Navigation Definitions Within the CH 46E Standardization Manual there are specific definitions of what navigation training is 14 designed to achieve These definitions are the basis for all other and more advanced training in such environments as low light level or shipboard operations From Chapter 4 of the Ch 46E Standardization Manual 4002 NAVIGATION STAGE 1 This stage is taught to develop the pilot s ability to navigate by terrain appreciation dead reckoning time distance heading radio navigational aids and global positioning system GPS aids Further FRS programs are designed to acquaint the new CH 46E pilot with techniques required to perform future navigational duties in the Terrain Flight TERF environment The flight techniques taught in this stage will be associated with low level flight a Low level flight makes navigation difficult because the flat visual angles distort contours when compared to the map Vertical relief is the most Suitable means of identifying checkpoints Navigating with proficiency during low level flight requires training and practice Identifying checkpoints is the critical task requiring the pilot to be proficient in map reading terrain interpretation and the correlation of terrain features with map symbology The pilot must be able to visualize from the map how the surrounding terrain aro
10. 4 All distances from checkpoints are rounded to closest 25 meter segment 5 For purposes of simplicity the distance errors from the ChrAVE 3 0 simulations were not included Table 4 ChrAVE 3 0 NAV 130 Results Average Errors Including Previous Research Results by Kulakowski 3 Debrief and Comments The value of the data obtained was described in the earlier body of work by Lennerton The metrics were also verified in that body of work The empirical data is shown below in Table 5 It reflects the closest proximity to each checkpoint by each subject during t he simulated flight and the actual flight in the aircraft The column on the right 65 side depicts the average distance in meters from the checkpoint for all of the checkpoints or that pilot s FLUGAE The squadron instructs each PUI to the USMC standard which is plus or minus 500 meters from course line As can be seen in the table subjects performance was notably improved after completing training in the VEHELO system It can also be noted when using the averaged data that the two of the three students who utilized the simulator first were able to maintain navigation to within the standards described above The two students who flew the aircraft with no VEHELO exposure failed to meet the minimum criteria set forth for this level of training 4 Postflight Questionnaire Results As in Kulakowski s work the biggest complaint and the only item that really meant somethin
11. A 62 8 73066752_ The overall effect of adding more technology in the form of ChrAVE 3 0 results in an increased Return On Knowledge of nearly 25 percent for class preparation and almost 50 percent increase for map study map preparation DI With these results an increase in IT would further knowledge valuation and result in an overall increase in revenues It should be noted that while the figures in the worksheets above included an embedded cost analysis the figures were estimates and may not be completely accurate 94 V CHRAVE 3 0 INSTRUCTIONAL EXPERIMENT AND RESULTS The procedures outlined in Kulakowski s research are sound and can be followed in order to obtain data on initial navigation training With the scalability of the current system other Steps May be added or taken away depending on the mission For purposes of ChrAVE 3 0 experiments these steps will be followed almost without exception The basic procedures are reproduced below with exceptions and additions outlined in italics These steps are to be followed by the person giving the period of HISELUCL LOM Ae Utilize the enroute portion of the first leg to familiarize the PUI with the system The PUI will quickly learn the ability of the system to depict terrain and gain an appreciation almost immediately 2a The proctor IP will simulate calls from the PAC Crew Chief CC and Aerial Observer AO The two way communication dedicated to the
12. ASRS Directive WWW Document URL http asrs arc nasa gov directline_issues Accessed 06 ApriL 2009 Flight Link Inc 2001 WWW Document URL http www flightlink com hardware rotorwing index html Used as reference on multiple occasions during 2005 Funk Kenneth Colvin Kurt 2000 Cockpit Task Management WWW Document URL http flightdeck ie orst edu CIM Accessed 10 June 2005 InterSense Inc 1999 IS 600 Series Precision Motion Tracker User Manual Burlington MA InterSense Inc 2001 WWW Document URL http isense com products prec is600 is600plus pdf Accessed multiple times from February 2005 to June 2005 Lennerton Mark 2004 Exploring a Chromakeyed Augmented Environment for Viability as an Embedded Training System for Military Helicopters Unpublished master s thesis Naval Postgraduate School Monterey CA LS Kulakowski Walter 2004 Exploring the Feasibility of the Virtual Environment Helicopter System VEHELO for use as an Instructional Tool for Military Helicopter Potes Unpublished master s thesis Naval Postgraduate School Monterey CA Marine Corps Order P3500450 Ch 1 2004 Aviation Training and Readiness Manual T amp R CH 46E PCN 10203353500 Washington DC Government Printing Office Micheletti Ju Ds Wurpts M Ja 2000 Applying Chroma Keying Techniques in a Virtual Environment Southwest Research Institute P O Drawer 28510 San Antonio TX WWW D
13. Chat an earlier version could be used for initial helicopter navigation training preparation This thesis ties these CWO Concepts together anada advances Che concept to total environmental immersion by using the ChrAVE 3 0 system in an actual aircraft cockpit during experimentation 9 In all simulations setting the correct environment is central to success Full motion simulators are designed to give pilots the seat of the pants feel that only comes with physiological changes of angle and movement Small arms simulators give the user the kick that comes when a weapon is discharged Likewise an application designed to Simulate aircraft flight and practice navigation skills should be used in an environment that mirrors the real thing as close as possible Past systems were built around a mock cockpit environment that included a pilot like seat non ftunetioning controls and a simulated instrument panel In the end however these environments lacked most of the realism that was desired ChrAVE 3 0 takes advantage of leading edge technologies to allow the simulation to actually take place in the cockpit that earlier versions tried to simulate This full environmental immersion introduces the PUI to the limited space and many obstructions that get in the way of performing pilot duties Cockpit management skills are honed and practiced as PUIS must decide where to put publications which knee to strap their kneeboard t
14. Disagree Neutral Agree Strongly agree 2 Voice commands used in the VEHELO resembled those actual voice commands used in the aircraft Strongly disagree Disagree Neutral Agree Strongly agree 3 The VEHELO performs as well as visual simulators you have used in the past with regard to flight navigation Strongly disagree Disagree Neutral Agree Strongly agree 4 The VEHELO is more valuable as a flight preparation tool than desktop simulators that you have used in regards to flight navigation Strongly disagree Disagree Neutral Agree Strongly agree 5 The VEHELO require you to use cockpit management skills similar to management skills required in the aircraft Strongly disagree Disagree Neutral Agree Strongly agree 6 You would use the VEHELO simulator if it were made available in the Squadron s spaces Strongly disagree Disagree Neutral Agree Strongly agree 7 Viewing of your map through the Head Mounted Display AMD was acceptable Strongly disagree Disagree Neutral Agree Strongly agree 8 Viewing of your kneeboard through the Head Mounted Display HMD was acceptable Strongly disagree Disagree Neutral Agree Strongly agree Page 1 of 3 Figure 40 Post Flight Questionnaire page 1 107 9 10 11 12 13 15 16 17 18 Viewing of the instrument panel through the Head Mounted Display HMD was acceptable Strongly disagree
15. Disagree Neutral Agree Strongly agree The terrain depicted in the VEHELO appeared realistic in size and dimension Yes No Encountered no problem distinguishing the required level of ground detail for successful route navigation Yes No The VEHELO made you feel queasy or nauseous Yes No The VEHELO was disorienting because it is a motionless platform Yes No The VEHELO currently provides a 60 degree field of view FOV Would it be more beneficial if a wider FOV was provided by the system Yes No If a wider FOV were available by the system would it induce less discomfort or nausea Strongly disagree Disagree Neutral Agree Strongly agree The weight or complexity of the headgear was a factor in any discomfort that resulted from using the system Strongly disagree Disagree Neutral Agree Strongly agree In your opinion the VEHELO simulator system may help reduce pilot workload during the actual flight after having flown the route in the simulator Strongly disagree Disagree Neutral Agree Strongly Agree Page 2 of 3 Figure 41 Post Flight Questionnaire page 2 B Comments Please use this section for any additional comments or suggestions you may have regarding your experience with the VEHELO simulator system Please include any comments on a specific question and include the question number Thank you for your time and attention to this questionnaire The information gathered from these questionna
16. IS GALL TS SIV ees N A VOEREB 20 and OENES A TAA EE 1O00 TM0 00 0210 SCZ4 OZ LOZo2 D SSA One Case consisting ou 7 Center Case w internal Equipment Case Thermodyne Quadraflex racks 12107 Cover OEYZ 12108R Cover OGY 2 OS Mie ak ci SMART450RT 9142ALCSM Transient surge T ES Protector NOTES ALL are quantity Of one 11 except were ind cated 81 THIS PAGE INTENTIONALLY LEFT BLANK 22 APPENDIX C HARDWARE SPECIFICATIONS A NVISOR SX HEAD MOUNTED DISPLAY Erom NVIS Display Optical Mechanical Control Box Electrical DU raona TA e Mano ea N r oa Displays Resolution per ever 6410x310 IAE 600 color elements Cone reaS TCL 0 eal Field of view 60 diagonal Multi element glass fully color corrected design Interpupillary distance IPD range 52mm to 74mm Eye relief Adjustable 10 30mm design accommodates glasses Rubber eye cups prevent eyeglasses and lens contact Overlap Standard 100 Sennheiser HD25 high performance headphones Headphones rotate above headband and snap off when not in use Single rear ratchet allows for quick precise IPD assembly moves fore aft to accommodate glasses IPD knobs accessible at sides of shell BMD overall lengthy widthy heights 17 5 2 8 ix G AS Se ZO se Lo em HMD Weight 34 ounces 1 0 kg Description Custom molded cable eno ns SCS Chet eee cageleuaie Connectors 0 Drm asec VGA 640 x 480 60Hz input
17. TZVAG 13 Type Var Local Format Size O Mount Type E Focal Length 615 mm Zoom ratio LEA Relative Aperture loss close Operation m cis Manual 7 FOCUS Manual Zoom Manual 90 D E Min Object Distance Back Focal Length Filter size Weight O W L Creo ait 8 7 mm N A Gea oL iGo ne ee Oem LOL An 4 35 em INTERSENSE INERTIACUBE2 From Intersense Degrees of Freedom Angular Range Maximum Angular Rate Minimum Angular Rate Sine we Clee Dynamic Accuracy Update Rate Latency Angular Resolution O7S Compatibility Interface Power Dimensions USA Sa beeen on dale FULL 360 y Auk Axis MOP ts econa 3 per second 1 RMS 3 RMS iS Oe sz 8 milliseconds CO Windows 98 2000 NT RoSA a Sia 6 VDC via AC to DC adapter HE Width Depth Weight IL eng IO Se ate IESO Onis EXTRON VSC 200D VIDEO SCAN CONVERTER Erom Extron E LScr EonLes VEA ES D1 Video Input e Number Signal Type Connectors Nominal Level s Minimum Maximum _ Level s Impedance Horizontal Frequency Vertical Frequency 1 VGA 1 Mac RGBHV RGBS and RGSB VGA 1 15 pin HD female adapter cable Mac 1 15 pin D female Analog 0 7V p p Analog OV te LDV p p with mMo oLrrset 75 ohms or High Z switchable A toscan 24 kHz to 811 kHz Autoscan 50 Hz to 120 Hz O Video Resolution Range External Sync Genlock Processing Encoder Digital Sampling
18. a software upgrade to the PC Future versions of the VEHELO will include this software upgrade incorporated and be afforded a space saving in the equipment cabinet 39 Figure 19 Smart Remote Ultimatte Corporation b Extron VSC 200 Scan Converter The system utilizes an Extron VSC 200 Video Scan Converter for VGA to Digital 601 Signal Conversion It converts the video signal from the CPU into a digital CCIR 601 signal The Extron unit has five levels of vertical filtering which assists in eliminating flicker It also has four levels of horizontal filtering to accomplish scan conversion The unit also has a 24 bit color sampling which provides 8 bits per color for a total of over 16 million colors The unit has front mounted controls allowing it to be easily mounted in the VEHELO cabinet Figure 20 VGA to Digital Signal Scan Converter front and back shown 40 G Analog to Digital Signal Converter The Ross ADC 8033 signal converter allows for 10 bit quality conversion of analog component signals into 270 Mb s serial component 4 2 2 video The ADC 8033 is a card that fits into several models of converter frames The converter frame used in ChrAVE 3 0 is described below It serves the purpose of converting RGB into digital Signals The Camera produces an RGB video signal that is required to be converted to a digital CCIR 601 signal That digital signal is then inputted to the Ultimatte 400 Deluxe chromakey
19. and Virtual Environment Helicopter VEHelo Version 2 0 in Simulated Helicopter Training 7 PERFORMING ORGANIZATION NAME S AND ADDRESS ES 8 PERFORMING ORGANIZATION Naval Postgraduate School REPORT NUMBER Monterey CA 93943 5000 9 SPONSORING MONITORING AGENCY NAME S AND ADDRESS ES 10 SPONSORING MONITORING AGENCY REPORT NUMBER 11 SUPPLEMENTARY NOTES The views expressed in this thesis are those of the author and do not reflect the official policy or position of the U S Department of Defense or the U S Government 12a DISTRIBUTION AVAILABILITY STATEMENT 12b DISTRIBUTION CODE Approved for public release distribution is unlimited 13 ABSTRACT maximum 200 words The Chromakey Augmented Virtual Environment ChrAVE 3 0 System is a training system created to augment initial refresher and proficiency training in helicopter aviation using accurate simulation Designed around advanced chromakey technologies this system is deployable scalable and flexible allowing for use in austere environments such as aboard ship or in forward deployed locations The goal of system development was to prove that a collection of commercially available components could be integrated along with the Virtual Environment Helicopter VEHELO 2 0 software package in order to provide a realistic simulated environment in which pilots can practice skill sets that are critical to mission success The focus of this thesis is the validation of ChrAVE 3 0 as
20. criteria and performance standards can be found in Appendix A Completion of FAM 113 and the navigation class make the pilots eligible for navigation flights The RACS have already practiced the skills required to aviate in a multi tasked environment Combat Capable Months Figure 34 Fleet Replacement Squadron FRS Training Timeline J Los Treatment Prior to the experiment simulations the twelve subjects received an introductory class on the research and their role in data collection All participants were asked to complete both a preflight and post flight questionnaire that recorded essential historical data along with perceptions of the experiment Following the class and questionnaire the students rotated through the simulation individually A brief explaining communications and coordination in a crew served aircraft along with a brief of the equipment and intended route was then conducted A map study was completed by each pilot Unlike Kulakowski the author completed all of these steps The only squadron personnel involved were those that flew with the participants in the NAV 130 a Entrance Questionnaire Every pilot completed a pre flight questionnaire prior to the flight brief The preflight questionnaire is shown in Appendix D The questionnaire is designed to gain insight into the test subjects b Flight Briefing Fach flight and simulation event in the FRS require a flight briefing This brief can cover saf
21. e a A ew ee 73 APPENDIX A CH 46E TRAINING AND READINESS MANUAL 77 APPENDIX B HARDWARE INVENTORY o oooooooooooooo o 81 APPENDIX C HARDWARE SPECIFICATIONS 83 A NVISOR SX HEAD MOUNTED DISPLAY o 83 B PANASONIC GP US532H CAMERA oooooo 84 C PELCO CAMERA LENS tice 5 a ea Di A a Be 85 D INTERSENSE INERTIACUBE2 oooooooooooo o 86 E EXTRON VSC 200D VIDEO SCAN CONVERTER 86 F ROSS ADC 8033 SIGNAL CONVERTER 88 G ULTIMATTE 400 DELUXE COMPOSITE VIDEO MIXER 89 H KRAMER 1 2 VIDEO DISTRIBUTER SPLITTER 89 I ULTIMATTE 400 SMART REMOTE oooooooooo ooo 90 J LEITCH SDC 100 CONVERTER 4 64644 2454 04 0050044545028 90 K STEALTH SR 4500 RACK MOUNT CPU 91 L STEALTH VR100 RACK MOUNT LCD KEYBOARD MOUSE 91 M TRIPP LITE RACK MOUNTED UPS 92 N LEVITON RACK MOUNTED SURGE PROTECTOR 92 O THERMODYNE QUADRAFLEX EQUIPMENT CART 93 APPENDIX D USER S MANUA Liu DA r E E Se E 95 APPENDIX E PREFLIGHT QUESTIONNAIRE 101 APPENDIX F CH 46E NATOPS BRIEFING GUIDE 105 APPENDIX G POST FLIGHT QUESTIONNAIRE 107 APPENDIX H CHRAVE 3 0 EXPERIMENT PLANNED AND FLOWN ROUTE EXAMPLES oast ia te a RS AS age dio een Bw we 111 ELST OF REFERENCES occa aaa ia ss cee oS we ee Re 113 INITIAL DISTRIBUTION LIST i 6 eii lt de
22. format Sync on green separate H and V or Composite OG GONG Overall brightness and contrast Stereo or mono input auto detected Mono input drives right and left eye with one Signal Audio Input 3 5mm mini stereo phone jack Monitor Output VGA 640 x 480 60Hz Power supply Univers la Gre ar a DG e ble yerba Power cons unmptrons SO oS Bi PANASONIC GP US532H CAMERA 3 CCD High Performance Micro Head Color Camera with DSP From Panasonic TV System Pick up System Pick up Device Scanning System Synchronizing System Internal External Gen Lock Input Video Outputs z Video 1 2 m S VIDEO Y C Out z RGB SYNC Required Illumination Minimum Illumination Signal to Noise Ratio Horizontal Resolution White Balance Black Balance Color Bar Electronic Shutter Gain Selection Switches NTSC Available in PAL Micro prism optical system Pixels 768 H x 494 V M s Sel ciclos ii A Sosa ske ja sensitivity CCDs Zo Interlace 320 lines 60 Fields 380 Erames Horvzonteal Low lJ3s4kHzZ Verticals 59 94Hz Internal or External Gen Lock NTSC standard Available in PAL as GP US532E VBS VS HD YD SC Phase for Gen Lock VBS Free adjustable over 360 H Phase for Gen Lock VS Adjustable 1 0V p p 75 ohms NTSC composite video signal BNC Connector L 107 TAY fo p A 75 nme Cy O42267 Toso 7 15 ohms VIDEO Connector xl R G B 047V
23. meet current and future simulation needs Built around the concept of providing a mixed live video foreground with a software generated background in a simple to use head mounted system ChrAVE 3 0 1S an economical option as an embedded trainer to augment and improve quality of training and mission preparation Composed entirely of commercially available components or Commeretal Ort he shelk COIS products CheAVE 3 0 combines the versatility of a mobile virtual environment Simulator with the latest in chromakey technology to provide an immersive simulation experience Creating the environment that is most familiar and comfortable for the pilot is essential to achieving the desired results of any simulation device Familiarity with the environment allows a pilot to concentrate on the multiple tasks required by the mission profile without the Ts added lack of comfort of foreign surroundings Past system Configurations farleg to achieve this familiarity as all simulated environments were based on mock ups of a helicopter cockpit ChrAVE 3 0 in its most integrated mode actually places the pilot in her or his aircraft cockpit This is realism that has historically only been achieved by multi million dollar Weapons Systems Trainers WSTs or Aircrew Procedures Traininers APTs CREAVE 320 successfully reached the primary research goal by being adapted to the cockpit of a CH 46E helicopter The actual cockpit provided the reali
24. mission is the primary method to teach CRM to the PUI or The TP wall also POLL OWE TO Ene PUL rstince terrain features so that he may garner an appreciation of scale and speed of the helicopter towards or away from them 4 The IP may vary parameters such as airspeed and altitude to ensure the PUI is maintaining a good scan under the HMD onto the instrument panel Os The Proctor or IP will manipulate the flight and the flight parameters via keystroke entry on the laptop keyboard The commands are listed in Table ae NOTE Advanced commands are not required to complete a Eating session They are intended more as system design and evaluation tools 33 A EXPERIMENT SETUP 1 Subject Pilots PUI ChrAVE 3 0 was evaluated at Marine Medium Helicopter Training Squadron 164 at MCB Camp Pendleton Over a period of 6 months 12 Replacement Aircrew Pilots participated in simulations and flights in which data was collected and compared All subjects were male Marines with the same basic experience levels These pilots were undergoing the Combat Capable Phase Helicopter Training in accordance with the U S M C Training and Readiness Manual Appendix A Upon completion of the Combat Capable phase of training the pilots are designated as Helicopter Second Pilot H2P in the CH 46E and execute orders to a fleet Unit All participants had completed prerequisite in preparation for the NAV sorties The T amp R Manual mission
25. mixer Figure 21 ADC 8033 Analog to Digital Converter d Ross DFR 8104A Converter Frame The ADC 8033 signal converter is housed in the Ross DFR 8104A Converter Frame The rack mounted unit has space for four separate converter cards and allows for considerable expansion With an easy to use change system the versatility and flexibility offered by the component will play a key role in the continued weight saving and space saving effort by replacing three other components with a light weight card 41 Figure 22 DFR 8014A Converter Frame e ExtendIt Y DVI to VGA Conversion Box The Extendlt DVI to VGA Conversion Box allows the signal coming from the HMD to be routed to the Laptop Monitor The real advantage that comes from this configuration is the ability to switch to cockpit view allowing the IP to gain insight into the student s scan and correct any bad habits The converter generates all the compatible digital to analog conversion signals to make the connection between the digital input and the analog output work Figure 23 Digital to VGA Converter 42 Ff Leitch SDC 100 Signal Converter The Leitch SDC 100 converts the serial digital CCIR 601 signal from the Ultimatte 400 mixer to a multi pin VGA type cable This allows the signal to be viewed on the V8 HMD Figure 24 Digital to VGA Converter g 1 2 Video Distributor Splitter The VEHELO system requires that the video signal
26. outside of the Naval Postgraduate School that deserve recognition for their assistance First is Lieutenant Colonel smith USMC the Commanding Officer of HMMT 164 at Camp Pendleton California He opened his spaces to our research in the hope that our successes may lead to future system implementation and an improvement in the quality of training I would also include the support of Major Walt Gator Kulakowski for his previous work on this topic and the consideration he gave me in smoothly turning over the reigns Gator is a friend of many years flight hours and nautical miles that has helped me numerous times by acting as a barometer for my own professionalism His guidance and patience are invaluable XV I would also like to thank Major Razz Razgorshek INSEPUCTOY Pilots Training Officer and Operations OtfftICer for HMM T 164 Razz went above and beyond the call to help out an old friend Smoothing the way for the experiment trips and providing student volunteers during a very busy time for the squadron was critical to my success I would like to thank the Marines of HMM T 164 specifically those from Flight Line for helping with the experiments All of these Marines were of immense help in setting up the logistics of the experiment assisting in the conduct of 1t and supporting it at a variety of levels Lastly I thank my wife Petra and my children Benjamin and Kaatje for their support over the years and
27. p o each 7 750 SYNC 4V Ip p1l Y 75 ohms or 043V p p 1750 selectable D SUB 9 Pan Connector x i AO O o AOO 9 Tux 0 9 toot candle at F2 2 with LIsdb gain 30 IRE level 62AB Typical Luminance without aperture and gamma 750 lines at center Y signal ATW HAUtematice Tracing Whpee Balance Control AWO Automatic White Balance Control and Manual ABC Automatic Black Balance Control and Manual SHEET Oo iS ESO ELC Electrical Light Control and Manual STEP Selectable 1760 OFF L100 17250517500 1 1000 1 2000 1 4000 and 1 10 000 sec SYNCHRO SCAN Selectable from 1 525 to 254 525 line AGC Manual Gain 0 9 18db Selectable Power On Off POWER Camera Color Bar Selection 34 CAM BAR Gain UP Selection OFF LOW HIGH 0 9 18dB White Balance Selection ATW AWC MANU ELC Electronic Light Control On Off PAGE ITEM AWC lt ABC and gt Scene 1 2 Controls RMC BES EE Computer Interface RS 232C Control D SUB 9 pin Connector x 1 Lens Mount AMO OE Power Source 12V DC Power Consumption 8 4 W Ambient Operating Temperature 32F Fe 113F OC 45 Ambient Operating Humidity Dimensions Camera Head Excluding Mounting Adapter Ht Ll 11716 in 44mm CCU Excluding Ht Width Weight rubber foot 1 11 16 in 8 17g an O50 A Sr LOS conn 44mm 206 5 mm 250 mm AE cp C PELCO CAMERA LENS 1 2 inch Format Varifocal Lens model 12VA6 13 from Pelco Model
28. prior to taking the questionnaire and proceeded to read the Tactical Manual and NATOPS Manual which may explain some of the spikes in performance Question FLS proved to De the best Gauge as to the subject s perception of skill required for proper 60 navigation The results show the varying degrees of instruction the subjects had received to the point prior to this experiment Two of the subjects thought the most important item was voice communication between the aircrew One subject thought knowing aircraft position in relation to a terrain feature was most important Question Question nn Results Results Number Number Vi Of L2 Subjects lt 120 hrs All requirements for Nav 10 of 12 Subjects flights were completed A OA a E w in 30 days EN Ex All subjects over 6 TOP L2 months ELIGht SCHOOL 75 Timing 25 Distance Ep A S 100 NO No bucal had VE Results described below experience A E LI NOVICE AVERAGE Table 2 Preflight Questionnaire Results 2 Recorded Data from VEHELO System and Aircraft The ChrAVE 3 0 System recorded the data onto its hardrive as the subject pilots flew the system This is 61 not a requirement as the collected data does not necessarily correlate to data profiles from the NAV 130 flight The critical data comes from the NAY 130 flight Additionally the subjects actual flight path in the alrcraft were recorded via a handheld GPS which w
29. purpose of a discussion of the seven critical steps of Cockpit Resource Management CRM The following figures illustrate the three types of Low Level Terrain Flight 16 Figure 2 Low Level Terrain Flight Figure 3 Contour Terrain Flight Figure 4 Nap of the Earth Terrain Flight 177 3 Crew Resource Management Crew Resource Management Communications and Coordination skills are practiced in all syllabus events For the first time in their aviation training the FRS presents the RACs with a multi crew weapon system Skills that they learn during this stage will apply to the rest of their careers With that in mind the ChrAVE 3 0 System presents a unique opportunity to introduce and practice these critical skills before the time comes when they have to use them for real Successful navigation requires coordination with all members of the crew This coordination is best achieved through Crew Resource Management CRM training The Standardization Manual and NATOPS Manual outline the requirements for training and the Navy Philosophy regarding CRM These references include lengthy explanations of how a crew must divide the labor and duties during missions accepting responsibilities as required 4 Situational Awareness Situational Awareness is a critical skill that must be practiced during navigation training Perhaps more than other syllabus flights the student must know the location of the aircraft in re
30. surge suppression with surge suppression only Resettable input circuit breaker 4 minutes 450VA 14 minutes 225VA 2 4 hours at 90 Weight SOS E LEVITON RACK MOUNTED SURGE PROTECTOR Manufacturer Model Rated Line Voltage VRMS Load Current Maximum Continuous Operating Voltage Operating Frequency IRG IOVS Circuit Type Outlets Dimensions Leviton 5500 Series 120 Volts 20 Amps 135 Volts SOF rc USE Staged Multi component 10 Rear A Depth DO EA 115 57 mm Weight Liso Lpg 7 0 kg J2 THERMODYNE QUADRAFLEX EQUIPMENT CART Manufacturer Thermodyne Model Rack Units 14 Custom Frame Depth 24 inches Color Olive drab Green Unit Includes Heavy Duty Hardware Anodized Rack Frame Potato ps Slade lie Stainless Hardware Heavy Duty Removable casters Power Industry Stcandaro Lor Uso desktop COMPuters Dimensions PE Width Depth aja ania al 93 THIS PAGE INTENTIONALLY LEFT BLANK 94 APPENDIX D USER S MANUAL VIRTUAL ENVIRONMENT HELICOPTER SYSTEM VEHELO SET UP GUIDE AND PROCEDURES I SET UP INSTRUCTIONS Place the ChromaFlex sheet gray side in over the cockpit windscreen utilizing three to four elastic hooks that are in the shipping Case Using the edges of panels to attach the hooks ensure that the material covers the windscreen and side windows on the side of the cockpit being utilized set up the instrument cons
31. the ease of adjustment of the output The software takes quite a bit Of raking G9 3 LED LiteRing The implementation of the LiteRing Assembly and sheets of ChromaFlex allowed the unit to be used aboard the CH 46E This was perhaps the greatest advantage that ChrAVE 3 0 had over VEHELO 4 Modified Equipment Case s The equipment case configuration was modified during the re building of the system Two cases were purchased in order to distribute the weight more evenly and increase the value of the unit as deployable B RECOMMENDED IMPROVEMENTS 1 Component Replacement with Cards in DFR 8014A Frame The Leitch ADC 8000 unit was replaced by the Ross ADC 8033 The card is housed in a DFR 8014A Conversion Frame which allows for three other conversion units A solution to the weight and space required for individual components is to replace components with cards that will fit in the conversion frame The cards are actually competitive in price for purchasing A reduction in weight and freeing up of critical space within the transport cases is the true payoff reflected back at its source with the camera lens in the center 2 Virtual Environment Database Update Almost TO a Pivot Ene deck Or A Clear anc ESlot tul database 1S required to take the system to the next level Particular attention to man made structures features should be made The solution Can bae an anshouse one as before bun the researcher must prov
32. 0 1 178 49 e 000 sais a fore IN DS IA ASI Navigation Class wavigaton Lecture fn 1o Navigation Lecture Computer Based Training RAC 62 Map Study Map Preparation 62 Instructo Flight Brief r 0 100 31 Instructo Flight r 25 750 1 o 62 3928 32 1500 62 124 3100 46500 Figure 32 KVA As Is Process Worksheets Divided into two parts for ease of viewing Now that we have determined the As Is Process in navigation training we have to leverage what our IT investment in the form of ChrAVE 3 0 could be It is important to note on the As Is chart which processes might benefit from the introduction of IT From the description of the tasks Navigation Class Preparation and Map Study Preparation lend themselves to acceptance of more IT investment I2 Once the initial worksheet is completed a determination is made of what IT investment is to be made and what task will be affected In the case of the ChrAVE 3 0 System the initial assumption that class preparation and map study map preparation would affected was correct Navigation Class Preparation RAC 1 2 750 To Be 40 Navigation Lecture 100 Computer Based Training RAC 95 1 62 __ Preparation RAC 95 62 Flight Brief Flight Instructor 25 750 62 1500 3928 32 6600 93744 70 40 7495 8 73066752 3100 46500 MEE Figure 33 KVA To Be Process Worksheet Divided into two parts for ease of viewing
33. 1s meters of the intended route of flight 200 300 400 500 600 700 800 900 1000 The acceptable threshold between acceptable and substandard navigational performance 1s meters of the checkpoints 200 300 400 500 600 700 800 900 1000 Do you have at this time any unanswered questions concerning low level helicopter navigation Yes No If so address them to the Instructor Do you have at this time any unanswered questions concerning the use of the VEHELO experimental trainer Yes No If so address them to the Instructor Page 2 of 3 Figure 38 Pre Flight Questionnaire page 2 LOZ C Comments Please use this section for any additional comments or suggestions you may have regarding your training and preparation for your experience with the VEHELO experimental trainer Thank you for your time and attention to this questionnaire The information gathered from these questionnaires will be used to further develop and refine the VEHELO experimental trainer Please ensure your TAStTFUCELOL COLILECIS Them Page 3 of 3 Figure 39 Pre Flight Questionnaire page 3 103 THIS PAGE INTENTIONALLY LEFT BLANK 104 APPENDIX F CH 46E NATOPS BRIEFING GUIDE Briefing Guide Areas shown that are applicable for NAV 130 132 and VEHELO flights A Administrative Information 1 Time hack 2 Local area weather forecast a Sunrise sunset b Moonrise moonset c Moon angle illumination
34. BNC per TEC L169 8 Impedance 135 ohms unbalanced Signal Level V Adjustable Gain 10 Time Adjustment El Sis Range e Return Loss SADaB to 5 5 MHz Filtering As Per CCIR 601 Specifications e Frequency Response Y Channel 20 VL OB TO 0 0 MHZ Cr CO Chiennels as OB to 200 MHZ e Signal to Noise gt 64 dB RMS relative to 0 714 V 10 kHz Ratio on all Channels to 5 5 MHz e Interchannel lt 50adB Crosstalk e 2T K factor lt 0 55 e Luminance Non lt 13 linearity o e Gain Alignment lt 1 typically better than 0 5 e DC Clamping Typically within 1 quantization level on field average Output e Output Standard see Zp CWO BNCS as perm SMPIE 259 e Input to Output So s Delay a 88 G ULTIMATTE 400 DELUXE COMPOSITE VIDEO MIXER Om ULtTmabtte COLPOrea ton Specifications Internal Foreground and Matte processing 4 4 4 4 Conforms to CCIR 601 LO bast Or SDE ODE apie ana ourputs 525 625 Auto selectable Video e I O Resolution FG Input BG Input Matte In Digital Reference FG and BG Out Internal FG Processing and Matte Generation Inputs Serial CCIR 601 BNC 75 e Outputs Serial CCIR 601 BNC 75 H KRAMER 1 2 VIDEO DISTRIBUTER SPLITTER Erom Kramer Electronics USA Specifications Model VP 200 Video Bandwidth Exceeding 345 MHz K FaCctor OMS Differential Gain 0 06 Differential Phase Owls DEG Coupling AC Dimensions 89 I ULTIMATTE 400 SMART REM
35. Colors Horizontal Filtering Vertical Filtering Encoder Filtering Output Number Type Format Connectors Nominal Level Impedance Sync o Input Type Output Type Genlock Connectors Standards Input Level Output Level Input Impedance Output Impedance Polarity Autos can 560 x 384 to 1280 x 1024 Oyo ONO p p PO Pre Qigital 24 Ditty S bits per color g0 MHz 16 8 million 4 levels 5 levels 3 levels 1 RGBHV RGBS RGsB or component video or Tt digital Component video CCIR COL 7 ITU R BT 601 VSC 200D only or 1 S video or 1 NTSC PAL composite video 5 BNC female 1 RGBHV RGBS RGsB or component video 1 BNC female digital component video VSC 200D only 1 4 pin mini DIN female S video 1 BNC female composite video RGBHV RGBS RGsB DUI pep S video and composite 1 0V p p T a chms Auto detect RGBHV RGBS and RGsB RGBHV RGBS and RGsB are swith selectable all RGB formats 1 BNC female genlock input 1 BNC female genlock output w 75 ohms if unused terminate NISC 3759 and PAL UA O GUN Dp SV p p 75 ohms TO ohms Negative 87 F ROSS ADC 8033 SIGNAL CONVERTER From ROSS Analog to SDI Sampling Rate 2d MEA LS OMAZ CECD Quantization LO PLECS SMPTE EBU MII Betacam component or Input Standards RGB at 525 or 625 lines rates 5 BNCs Ext OyAG oop Through EX BY B Y By Rey Component Analog Input Connector
36. D Head mounted Display Instrument Panel Display Foreground from Background from Cae C CH 46ECockpit Combined View inside HMD e 2 Video Signals Ze before combinatio SDC 100 Signal Converter a VP 200 Video Ross Ultimatte 400 Splitter ADC Chromakey Mixer Ultimatte Remote Control Unit 8033 Extron Spectrum Converter Motion Tracker l Figure 17 Schematic of the ChrAVE 3 0 System a Ultimatte 400 Mixer Ultimatte 400 Mixer is a fully linear matting system able to produces realistic composites It accomplishes this even when the foreground contains smoke shadows soft edges motion blur or other translucent and transparent qualities It is used to produce composite signals images digital CCIR 601 signal of two inputted video As used in the VEHELO there is a camera signal and a CPU Virtual Environment signal that the mixer combines 368 Network Hub Figure 18 Ultimatte 400 Video Mixer The Ultimatte mixer requires a controller to effectively manipulate the many variable encountered during set up The Ultimatte Company refers to this unit as the Smart Remote This unit has 640 x480 VGA display for effective navigation through the available menus Communication between the Ultimatte 400 Main Unit and the Smart Remote is through an RS 422 interface at a data rate OT Llo Kops At the completion of the experiment this unit was replaced by
37. KGROUND 2 3 Gets adds Sie Garde ds be od ob eres 19 1 ChrAVE 3 0 Development usos a h 4 oe eae 19 CHRAVE 3 0 VEHELO 2 0 SPECIFICATIONS AND CONFIGURATION 21 A SCALABILITY o nada Gs a ar Aa d a ea a aa Be 22 B DEPLOYABLE TY peeti reena A e in EA 23 C SYSTEM HARDWARE AND SETUP oooooooooo 24 i Cockpit Config ra ti n ici ia 24 23 Cockpit Equipment Ve ii BE eee ee 27 a Reflecmedia ChromaFlex Chromatte Sheets 27 b Instrument Panel dois 5 58 Se a dd 29 E BENET es A Be ee ee ee 30 3 Head Mounted Display Assembly 30 a Head Mounted Display 31 b Camera tht oa hee abe Ode a aS te tse 33 Ce Dens Ns e RAN A oes 34 d MOE LON TEICKOE sd bit 35 e LiteRing LED Light Source 36 4 Electronic Hardware and Software 37 a Ultimatte 400 Mixer 38 b Extron VSC 200 Scan Converter 40 MII a Analog to Digital Signal Converter 41 d Ross DFR 8104A Converter Frame 41 e ExtendIt DVI to VGA Conversion Box 42 f Leitch SDC 100 Signal Converter 43 g 1 2 Video Distributor Splitter 43 h Rackmount CPU eii ii a Be Ree 44 Te Rackmount Laptop with LCD Keyboard M0OUS o o o 45 J EGULIPment Cart warnes A A 45 Di Miscellaneous Hardware mens eee eed ee ee os 46 a Rack Mounted UPS vu caia 2664842844 oes 46 b Rack Mounted Surge Protector 47 6 Overall System Goals csm oa e
38. NT HELICOPTER VEHELO VERSION 2 0 IN SIMULATED HELICOPTER TRAINING Mark E Hahn Major United States Marine Corps Bros Drake Unaversicy 1991 Submitted in partial fulfillment of the requirements for the degree of MASTER OF SCIENCE IN INFORMATION TECHNOLOGY MANAGEMENT from the NAVAL POSTGRADUATE SCHOOL June 2005 Author Mark E Hahn Approved by Joseph A Sullivan Thesis Advisor Rudolph Darken CHESS Eo 2edvisof Dan Ge Bogor Chairman Department of Information Sciences viL THIS PAGE INTENTIONALLY LEFT BLANK LV ABSTRACT The Chromakey Augmented Virtual Environment ChrAVE 3 0 System is a training system created to augment initial refresher and proficiency training in helicopter aviation using accurate simulation Designed around advanced chromakey technologies this system is deployable scalable and flexible allowing for use in austere environments such as aboard ship or in forward deployed locations The goal of system development was to prove that a collection of commercially available components could be integrated along with the Virtual Environment Helicopter VEHELO 2 0 software package in order to provide a realistic simulated environment in which pilots can practice skill sets that are critical to mission success The focus of this thesis is the validation of ChrAVE 3 0 as an augmented trainer that can be adapted for use inside an actuiad aircraft Gockpit By placing the pilot in the most real
39. OTE Erom UltImatte Corporation Specifications Dimensions RS232 and RS422 computer interface Control up to 4 boards of Ultimatte 400 and or Ultimatte 9 simultaneously Internal Foreground and Matte processing High contrast 640x480 VGA display PC keyboard and mouse interface User configurable menus Quick save and recall J LEITCH SDC 100 CONVERTER Serial Digital to VGA Monitoring Converter from Lsiten DL Eo Serial Digital Input Input Return Loss VGA Monitor Output RGB Frequency Response o Luminance Chrominance Gamma Correction Standards Signal to Noise 625 line 50 Hz mode with line doubling e Horizontal Frequency o Vertical Frequency 525 line 60 Hz mode with line doubling e Horizontal Frequency o Vertical Frequency VGA ENE fo sons 0 Mais AS Ne Up to 100m automatic cable equalization 139 ab at 2 70 MHZ sus D To5 pin remake Connector ES AB 0V Harv TIL 0 5 dB from DC to 5 25 MHz 3 CB up to I0 MHz 3 dB up to 4 MHZ Automatic 525 line and 625 line auto switching 64 dB 90 STEALTH SR 4500 Manufacturer Model CPU Memory Operating System Monitor Power Dimensions Manufacturer Model Construction Design Type Screen Size Resolutions Supported Native Mode Colors Contrast Ratio Viewing Angle typical Brightness INPUTS INPUT VAC VDC Keyboard Mouse Touch Pad Security Controls On Screen D
40. S a eS 48 IV CHRAVE 3 0 KNOWLEDGE VALUE ADDED KVA ASSESSMENT 49 V CHRAVE 3 0 INSTRUCTIONAL EXPERIMENT AND RESULTS 55 A EXPERIMENT SETUP ibm aia a dc 56 L Sub ject Pilots PUL sertanirads ira 56 2 Treatment ivr osea Sk ee a IA de a ee ee as 57 a Entrance Questionnalre 57 b Flight BELOLING rrise iiaee a ia lab ada 57 E DODETO etilo a She a dd aia la 59 d Exit Questionnaire o o 59 3 System Artificialities isis 59 a Visual ATELETCIOALIEIOS i 2443 os bare 59 b Flight Profile Artificialities 60 B EXPERIMENT PROGRESSION AND RESULTS 60 1 Preflight Questionnaire Results 60 2 Recorded Data from VEHELO System and PE CVA Es ea O ee epee BS age era ae ps Be E 61 Ss Debrief and Comments e rss aa 65 4 Postflight Questionnaire Results 66 5 Instructor Pilot Comments 66 VI RECOMMENDED SYSTEM MODIFICATIONS AND IMPROVEMENTS 69 A MODIFICATIONS COMPLETED ooooooooooooo 69 I Headgear Replacement 69 2 Smart Remote Replacement 69 3 LED LIESRIDO eii A AS AA i 70 4 Modified Equipment Case s 70 B RECOMMENDED IMPROVEMENTS oooooooooooooo 70 1 Component Replacement with Cards in DFR SO LAA Fr e c euna AAA AA da 70 Zs Virtual Environment Database Update 70 Sa F t re Research ari A 71 VEL GCONCELUSTONS cda Se ds ere Ge
41. Y Out to Laptop Interface Panel Out to HMD AS amie Camera Camera Control Unit OUE Eo Exccon VOO 200 Converter Out to ADC 6801 Mix Box m Out to Camera Control Unit Camera CCU m In from HMB Box a Extron VSC 200 Converter Head Tracker Instrument Panel CRI Im VP 200 Video Splitter In SDC 100 BY NA Laptop Interface Panel In HMD Box Out CPU Keyboard connection Out CPU Mouse connection Uninterruptible Power Power Cords from equipment Supply UPS Network Hub In from CPU LAN connection Power Strip To external power source Table 5 VEHELO Connections 96 Laptop Console Deployable Equipment Box AMD Inside Equipment Assembly ETICO a WAS Camera Laptop VP200 200 Spectrum Camera Monitor Video Control Keyboard SDC 100 SDC 100 HMD Box B A Head Tracker Splitter Unit CCU Input Head Mouse SES Ultimatte 400 Mounted Device Mixer Display Laptop Interface Panel Instrument C E U Panel Monitor Figure 36 ChrAVE 3 0 Set up Configuration II START UP PROCEDURES 1 Turn the two 2 TriplLite UPSs on One 1s in the upper case one in the lower Ensure it 1s operating on AC power and not battery power 2 Turn on Ultimatte 400 3 Turn on CPU after step 2 4 Turn the HMD Control Box on if it is not already powered up 5 Turn on the LiteRing Assembly and adjust the rheostat as necessary Setting 5 or 6 works best in the cockpit environmen
42. Za in a ready room setting the ChrAVE 3 0 equipment can be stored under a desk and peripheral devices such as a monitor mouse and keyboard can limit space required for employment In this configuration the system most closely resembles TopScene This configuration is best for a single individual to practice navigation and conduct mission preparation The next configuration simply adds the HMD lighting and chromatte screens This method requires at a minimum some structure to hold up the framed foldable chromatte screens This is the mock cockpit configuration that was tested during VEHELO by Kulakowski While not required a seat mock controls and an instrument monitor add to the realism This method can be used with only one person but two are advised for realism The final configuration is the one tested during the research that went into this thesis It requires the user to mount the ChromaFlex sheets on the exterior of the aircraft windscreen While it involves using less equipment the setup is a bit more difficult and it requires coordination with the maintenance crew or the hangar chief This method also requires two people to effectively conduct training B DEPLOYABILITY ChrAVE 3 0 is about 6 pounds lighter has a smaller footprint and is broken down into several units which makes it more manageable than VEHELO or ChrAVE The ZS savings in weight does not include the loss of the large light ba
43. a et Ee ee ee CHrAVE 3 0 HMD Assembly with LICGeRING ii esie 37 sehematie OT the CaArAaVE 3 0 Oyo EN riag aE a 38 Ultamatte 400 VIdeo MIXE aaa 329 Smart Remote Ultrmatte COrpor ra IOR css e 40 VGA LO Digital Sioned soan COnVerUuceTr oraa iee 40 ADC 8U33 Analog to Digital CONVEELeL 20 tina ea 41 DER S044A COnyer tel Fra mara ad de 42 DIGLA L OYE CONVE e na 42 Didabal EoO GA CONSOLE is a a auld ee 43 LF TEA DESEE AAO aa 44 Central Processing Unit CPU ade 44 Laptop C rU CONSOLE ia A A A Sess es 45 Thermodyne Ouedrat lex Equipment Cart seset a4 46 R CK MOUNT UPD daiat t taani add Sok date YG ee 41 Rack mo unesco Suede PrOCOCCOE esas a a 4 Lem Beeps slit Be KVA Process sa iia a as rk KVA As Is Process Worksheets Divided into two parts for ease Of VLIEWIRAD er ea u Ae Be ee eS I2 KVA To Be Process Worksheet Divided into two Peres Or Case OF VIENI ria a E wee 59 Fleet Replacement Squadron RS Training A A AS 56 Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure 393 SG DER Ors oo 40 41 AZ oe 44 Graphic Comparison of Average Checkpoint Errors Among Those Receiving Simulator Sw AS 63 CACAVE S20 et UP COME VOU aed OMe iu te eae west ll dls we Atewwek 27 Pre Flight Questionnaire page I sss sesse Eg Pre F1tgqht Questionnaire page Zlatan ee MS OZ Pre FPlaght Questionnaire pade ler eS LOS Post F Lon Ouestronasire page Ll lia ia LOY PostorF light Questri
44. an augmented trainer that can be adapted for use inside an actual aircraft cockpit By placing the pilot in the most realistic simulation available ChrAVE 3 0 will enhance development of skills such as Terrain Appreciation Crew Resource Management CRM and Situational Awareness SA Continuing past research this thesis will analyze empirical data collected from training flights to further prove its value as an instructional tool ChrAVE 3 0 is housed in three man portable containers and can be set up within minutes with little or no prior experience 14 SUBJECT TERMS 15 NUMBER OF Chroma key chromakey chromamatte Fleet Replacement Squadron PAGES FRS Cre Resource Management Situational Awareness helicopter Human Computer Interface Mission Rehearsal Navigation Route Rehearsal Spatial Orientation Littering Refresher Aircrew Training ChrAVE Terrain Association Virtual Environments VEHelo LED Light Ring Aa A PRIGE CODE 17 SECURITY 18 SECURITY 19 SECURITY 20 LIMITATION OF CLASSIFICATION OF CLASSIFICATION OF CLASSIFICATION OF ABSTRACT REPORT THIS PAGE ABSTRACT Unclassified Unclassified Unclassified UL NSN 7540 01 280 5500 Standard Form 298 Rev 2 89 Prescribed by ANSI Std 239 8 THIS PAGE INTENTIONALLY LEFT BLANK alia Approved for public release distribution is unlimited IMPLEMENTATION AND ANALYSIS OF THE CHROMAKEY AUGMENTED VIRTUAL ENVIRONMENT CHRAVE VERSION 3 0 AND VIRTUAL ENVIRONME
45. arameters emphasizing limits of distortion and other parameters such as size weight shape and zoom The Pa asonle GP UsoS2H Digital Signal Processing DSP Color CCD micro camera is a high performance micro camera that is designed around three 1 3 inch Charge Coupled Devices CCD It uses one CCD for each color red green and blue and is controlled via the Camera Control Unit CCU It has Automatic Gain Control AGC and Electronic Light Control ELC The camera used is compatible with the nVision SX HMD ox Figure 13 Camera Control Unit and Camera Head Minus Lens Kulakowski outlines the additional problem of eye to lens displacement ELD Lennerton in 2004 described the ELD as 1t represents both a rotation and translation between the user and camera s optical path origin This is Simply the result of the off axis mounting of the camera on the HMD and is insignificant in the current configuration C Lens A variable 6 13mm F1 8 manual camera lens is used in the VEHELO system The lens has two adjustable rings one is used for camera focus The other is to adjust the aperture f stop settings Adjusting the aperture to a lower f stop number will allow more light to reach the camera sensors It will also reduce the depth of field of the camera Figure 14 Camera Lens 34 d Motion Tracker Head tracking and motion detection 1s accomplished via the InterSense Inertiacube It is a motion
46. as carried onboard each flight by the Instructor Pilot IP A single file which showed the planned route and the flown route was recorded for each pilot An example of this may be found in Appendix G This data is what is used in order to support this thesis The data was then analyzed and plotted on a simple chart The bivariate analysis and anova charts from Kulakowski were cut do to inconclusive The data from Kulakowski was added to the results from this research to get a more precise feel for success or failure The evidence was very conclusive that using the virtual environment system resulted in the test subjects flying an average of 40 meters closer than those without 62 Average Distance Checkpoint Error Distance ChrAVE 3 0 Non ChrAVE 3 0 ChrAVE 3 0 vs No Simulation E Temecula Golf Course M Road Intersection O Oak Grove O Warner Springs E Henshaw Dam E Lake Wolford E Lancaster Peak Figure 35 Graphic Comparison of Average Checkpoint Errors Among Those Receiving Simulation 63 Checkpoints distance in meters U U U 0 Ss O d y tld Se h 6 U p a Road Oak Warner Henshaw Lake Lancaster d U S Intersection Grove Springs Dam Wolford Peak NA U m Dm Course Q Al E A dE U Fx GH 1 VEHELO 229 lt 50 2000 310 300 MOI 650 682 Aircraft lt 50 510 lt 50 500 ESO 20 500 2 VEHELO lt 50 lt 50 500 lt 50 550 1600 1000 Aircraft lt 50 lt 50 lt 50 lt 50 lt 50 200 250 3 VEHELO lt
47. associated with adding this technology to the training syllabus 8 or What possible modifications can be implemented in the ChrAVE 3 0 system to improve levels of augmented training and student pilot performance in the aircraft Kulakowski built upon previous work by Lennerton and Sullivan to create an environment as close to ergonomically correct as possible without actually sitting in the arrera t This was done for a number of reasons First by practicing skills in an environment that contains the same distractiors as the actual cockpit the pilot 2s forced to adapt her his behavior to be successful Secondly Crew Resource Management skills accompany the acquisition of all other aviation skills and the correct environment 1S a critical piece of this This thesis takes all previous work to the very nexus of development placing the system aboard and within the actual designated aircraft during virtual environment simulation The goal of such exposure is to improve the overall comfort levels and Situational Awareness SA in preparation for actual flights in the aircraft The resultant exposure to the Simulated flight environment is useful for initial training refreshing of skills and more advanced mission preparation Lennerton was able to successfully answer limited proof of concept questions as they related to the earlier Version providing the tool for helicopter pilot PEOETETEACY Khulakowsk vas able to Drove the concept
48. ave responded to crises around the world and have supported the Global War On Terrorism GWOT The costs associated with operating new aircraft such as the MV 22 the F 22 and the Joint Strike Fighter are anticipated to be far greater than their predecessors As an example the cost per flight hour CPH to operate and maintain a CH 53D or CH 46E for the United States Marine Corps iS approaching nearly 7 000 Their replacement the MV 22 Osprey 1S projected to cost 2 5 to 3 times that much to operate not including the per unit cost for initial acquisition and deployment OM Top OL Che pure dollar costs the eavanced systems that are being engineered into future aircraft designs require added adaptation and practice in order for pilots to attain familiarity and acceptable comfort levels The skills that pilots and aircrew are required to master have increased and changed dramatically with the recent deployments to Southwest Asia Afghanistan the Far Fast and the Horn of Africa Asymmetric threats humanitarian relief missions challenging terrain extended ranges and unfamiliar weather phenomena have all required new training and improved skills An aviator s skill set includes things such as Situational awareness and terrain association In the past systems have been fielded to assist pilots in preparing for missions both training and real world An example system is TOPSCENE Tactical Operational Scene wh
49. braces ads aa 117 1X THIS PAGE INTENTIONALLY LEFT BLANK Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure UWA ORBWN E dl BE 1 is LA LD LOs L EO ie ZO a Diss Leis ine 24 Zoos AP ZTA 2 Ox PA BU CAR oE E oo LIST OF FIGURES Basie CHTAVE 2 0 System Implementation isre is bias J Low Level Terran ELIGI ear a Ad a hey CONTOU er radi POE Ra AN id Ls Nap Or Ele Barca Terrain Pavol lt a iy VEHELO Portable Mock Cockpir and Matting rado AS Chreavir 340 Chromatto Screen ContiguratioLN mis AD Internal Cockpit View and Equipment Contigutrea cion enti COCK Ite ai A 26 Various Equipment Portable Pilot Seat Flight CONnELOLS Instrument Monitor Sana Screen Support Poles and Fluorescent Lamps No Longer REGU Pred 1 Oia WOM se iii AR ra Zo Reflecmedia ChromaFlex Chromatte Material 28 CATCAVE 300 INS EE LUMEnE Panel a ia a 29 ChrAVE 3 0 HMD Assembly with Mounted Camera Head Tracker and hrveRing ASSeMOlYy sia 30 NVIS nVisor SX Head Mounted Display HMD 2 SZ Camera Control Unit and Camera Head Minus LODS pa Se RN 34 Camera DENS sar send dee ie Oh Bad Be aps de oes ol bis de ee est SPE AE ee wl ed 34 MOE Om TESCRESO x ce at oss th ee see whe RR het A
50. ce them to Visual Flight Rules VFR concepts In ile each stage there are usually one or two flights that rely on the student s ability to navigate using terrain features While this is by no means a firm base with which to build the key skills upon it does give the students a look at the future One of the issues is the use of lee 7 5 000 maps as introductory Navigation tools THis ds not commonly used in the operating forces and may not be ideal for building experience b Fleet Replacement Squadron FRS Training Combat Capable Training Once newly winged pilots arrive at their Fleet Replacement Squadrons the real navigation training begins Using the CH 46E FRS as an example Replacement Aircrew RACs are Taught navigation skills through four individual ELIGES ney fly a Ie250 000 day NAY 1301 Lro 0r 000 day NAVY 131 a night unaided 172530000 NAV 232 4 and a Night Vision Goggle NVG 1 250 000 flight in order to meet Training and Readiness Manual requirements For purposes of this thesis work the NAV 130 T amp R event was the flight used to evaluate the system s potential See Appendix A for further details about the T amp R Manual requirements Ci Operating Forces Training Combat Ready Training The training continues when the pilots reach their Fleet or Operating Forces squadrons Advanced techniques are taught through 200 300 and 400 level T amp R coded flights Progress on these flights is dependent upon
51. cockpit during Navigation training Next a spreadsheet is created that maps out the As Is process This is a numerical snapshot of how the business is being conducted Critical columns are Actual Learning Time Hit Count Percentage of IT in process and IT Cost The next Figure summarizes the KVA Process 50 KVA in 10 Easy Steps Define the AS IS Process Ensure that the sponsor concurs with the process as described Conduct the Knowledge Audit a Determine Actual Learning Time ALT b Determine Nominal Learning Time NLT 100 units of time c Determine Ordinal Ranking Optional Rank 1 X Determine number of organizations involved Determine number of people organization involved Determine number of times fired per time period Determine working time for each time fired Determine cost per time unit for working time if applicable Determine NUMERATOR a ALT or NLT times b Number of organizations involved times c Number of people involved times d Times fired 10 Determine Denominator Time to complete times Number of people involved times Number of organizations involved times Times fired times Cost per unit of time if applicable 10 Determine ROK Numerator Denominator Figure 31 Ten Steps In the KVA Process For the scope of this thesis the following table is the As Is process Lor simulation training 1n the ERS Jd As ls 31 68 sagas gati 5 52 08 9625
52. ders also participate in the annual Training and Readiness conference which makes changes deletions and additions to the requirements for training Replacement Aircrew RACs XX1V I INTRODUCTION A PROBLEM STATEMENT Models and simulations will provide a pervasive set of tools for operational units and also to Support analysis train nor dand acguiSition throughout the Department of the Navy To attain this vision the following objectives will be vigorously pursued a Modeling and simulation and associated information technology will be applied consistently across each of the four pillars of naval Modeling and Simulation These pillars are operations and experimentation training acquisition and analysis and assessment b Modeling and simulation technology shall be readily available to the naval warfighter C Modeling and simulation and its underlying data will be consistently applied across the Navy Marine Corps Team afloat or ashore at home or deployed d Investment in modeling and simulation tech nologies will be cost effective have measurable benefits and build on the Department of Defense DoD and commercial capabilities and standards e The DON Science and Technology S amp T efforts will ensure the development of technologies to meet the modeling and simulation needs of the Sailor the Marine and the Department of the Navy SECNAV Instruction 5200 38A 28 Eep 20027 It 18 clear from rea
53. ding SECNAV Instruction 52003230A that simulation is and will continue to be central to training personnel For decades simulating flight from broomsticks and soup cans to PC based applications and full motion Weapons Systems Trainers WSTs simulation has L been part of all levels of Naval Aviation training Adapting pilots to new airframes teaching basic aviation skills and practicing missions whuch carry a significant ly higher risk Factor are all applications for simulators Simulation systems have been viewed as a cost effective and safe method to manage the risks associated with preparing pilots and aircrew for aircraft sorties Over the years costs associated with operating aircraft have remained relatively low keeping the ratio of Simulated hours to actual flight hours rather low roughly between five and ten percent of total training time depending on aircraft type Since the late 1980s these costs have been steadily rising for a number of reasons First legacy aircraft are aging and experiencing required life extension upgrades and increased maintenance costs Replacement parts are harder to find and more expensive to acquire Secondly the next generations of aircraft that are replacing current models are much more technologically advanced designed with components that cost more to repair and replace Finally Operational Tempo OPTEMPO has driven costs up since the early to mid 1990s aS aviation units h
54. ds Table 6 ChrAVE 3 0 Program Keyboard Instructions 100 APPENDIX E PREFLIGHT QUESTIONNAIRE Please read first The following preflight questionnaire is completely confidential Nothing you do or answer will be related to you in any manner Please take a few minutes to complete this questionnaire prior to flying the VEHELO experimental trainer This questionnaire is organized into three sections Section A Background Information Section B Navigational Skill Knowledge Section C Comments Remember there is no time limit Hand the completed questionnaire to the Instructor when you are done Subject Number Instructor use only Date Sim flight A Background Information 1 2 3 4 5 6 1 8 9 10 11 12 13 How many Flight Hours do you have in the past 12 months How many Total Flight Hours do you have approximately Are you prone to simulator sickness Yes No Do you require corrective lenses Yes No If so what is your uncorrected vision Do you have any other history of eye disease surgery or injury Have you ever used a virtual environment for training If you answered yes to 7 where did you use the device Have you ever used a virtual environment for entertainment If yes did you use a head mounted display Yes No Hrs Yes No Yes No Yes No As a designated aviator how would you rate your low level navigational skills check one Novice Average Advanced I
55. during my time at NPS They have followed me from coast to coast and have patiently put up with all of the stress and emotions of extended separations moving every two to three years and other hardships that come with serving as a Marine family xvi EXECUTIVE SUMMARY The cost of the Global War on Terrorism has highlighted the need to maximize the use of every training dollar Simulation has served to prepare pilots for actual aircraft flights for decades Many systems have been developed for use in mission preparation initial skills training and skills refresher training The MOVES Institute has worked with the latest technologies in order to research methods to economically train military personnel including pilots and aircrew using simulation Chromakey Augmented Virtual Environment 3 0 using Virtual Environment Helicopter 2 0 as its application software is the latest simulation system developed to investigate aviation training For deployed units and personnel there has been a paucity of viable simulation systems for use in remote locations such as the ship environment or combat zones As Operations Tempo OPTEMPO increases more and more aviators and aircrew are finding themselves away from systems that can help them maintain proficiency or train for the next mission The only option for these units is to use the actual aircraft to continue training and maintain proficiency There are no options that carry more expense t
56. e 9 displays several of the components that are no longer required for use with the system 26 Figure 8 Various Equipment Portable Pilot Seat Flight Controls Instrument Monitor Stand Screen Support Poles and Fluorescent Lamps No Longer Required for Simulation 2 Cockpit Equipment a Reflecmedia ChromaFlex Chromatte Sheets The use of flexible sheets of chromatte material has allowed along with the light ring ChrAVE 3 0 to be used within an actual CH 46E The chromatte material is simply draped over the cockpit windscreen and left side cockpit windows and attached to various attachment points using simple flexi chords There 1S no requirement for aircraft modification and a reduced threat of Foreign Object Damage FOD due to the small amount of hardware required for mounting Chromatte is a reflective fabric specifically designed to be used as a background for chroma key productions such as film and television news The gray aI fabric appears as a blue or green background to the camera when it receives light from the LiteRing Assembly The technology involved in the chromatte material is based on millions of what Reflecmedia calls SateLITE Dish reflective beads These beads allow the fabric to be used at varying angles from the camera lens and in low light conditions This is the key to allowing ChrAVE 3 0 the flexibility to be used on an aircraft frame Figure 9 Reflecmedia ChromaFlex Chroma
57. e light required to illuminate the Chromatte background material At just over 10 watts of output the LiteRing assembly represents a significant decrease in power requirements over previous systems Power is provided through a standard wall plug and runs through a regulator that offers brightness control via a rheostat Figure 19 displays the current HMD configuration with the LiteRing Assembly mounted and powered on Note the position of the camera inside the ring of LEDs 56 Figure 16 ChrAVE 3 0 HMD Assembly with LiteRing The following technical descriptions are adapted or taken directly from the descriptions found within Kulakowski s work The only exceptions are the ADC 8033 DFR 8014A Signal Converter and Frame and the DVI to VGA Conversion UNE 4 Electronic Hardware and Software ChrAVE 3 0 has yielded significant improvements in hardware and software used when compared to the previous versions tested by Lennerton and Kulakowski There are five 5 improvements evident in the current version worth explanation These five improvements fall into three 3 general areas Portability Deployability Future System Expansion and Instructional Improvement The improvements primarily focus on allowing the system to be more mobile and supportable They also included changes to allow it to perform functions such as 1t being used as an instructional tool The basic configuration of the VEHELO is depicted in Figure 16 od HM
58. e terrain features around the aircraft at varying distances from the aircraft and finding the same terrain as depicted on the map they are using Finally the pilots must be able to accomplish the first two steps at varying altitudes and in varying weather conditions and illumination levels The use of accurately depicted simulated terrain can help to hone these skills A pilot that is able to fly through a digital depiction of the terrain around a planned route of Eligat as more likely to be comfortable during an actual mission flight Repetition is an enabler for mastery of terrain appreciation skills The more a pilot practices xix the better that pilot will become at interpreting and navigating through varying types of terrain For a pilot getting ready for an actual mission in combat or otherwise the ability to fly the planned mission route before the actual mission and in the relative safety of a shipboard or garrison environment can mean the difference between success and failure Although the experiments conducted involve flying the same routes in the simulator as in the actual aircraft terrain appreciation skills developed through the repetition provided by simulation are universal and apply to all situations CRM is the new term to describe Aircrew Coordination This term has its origin in the late 1970 s as civilian airline companies were tackling a number of crew issues that resulted in catastrophic failu
59. eens and the hardware to display them bulky mock cockpit equipment and a rolling case that weighed more than 200 pounds made the system moveable but not portable The system in this second configuration was more useful and proved its value through experimentation ChrAVE 3 0 the topic of this thesis combines the past success of ChrAVE and VEHELO with new innovations in lighting and background screens to achieve as yet unmet goals This thesis continues to validate the xviil system as a trainer capable of initial continued and refresher training and introduces its possible use as a deployed mission preparation trainer Use of NVG compatible Lighting for simulation also introduces the idea of its possible use as an NVG introductory or proficiency tool Several training goals are associated with the use of ChrAVE 3 0 For purposes of experimentation the system was designed to help improve Terrain Appreciation skills Crew Resource Management CRM skills and Situational Awareness SA skills Terrain appreciation encompasses several skills that must be mastered by helicopter pilots in order to achieve mission success on a regular basis Pilots must be comfortable with reading and interpreting map and chart Gates DAS ie ENS Pare Step Cowards develop ag Cerrar appreciation Next they must learn to analyze and determine where they are and where they need to go This 1s accomplished mainly from scanning th
60. ere is a significant increase in Return On Knowledge Finally a few small modifications will improve the system for use as an instructional tool allowing increased interaction between pilots and even more associated training benefits Adaptable to all levels of aviation training an embedded training utilizing a virtual environment provides the force multiplier needed to keep aviators mission ready at home or while deployed ChrAVE 3 0 offers a solution that is both economically and technically viable to the future simulation needs of the fleet 76 APPENDIX A CH 46E TRAINING AND READINESS MANUAL ong Qualification Mission Planning NATTE 3 22 5 CH46E CH 46E Tactical Manual Volumes I and II Academic Training Syllabus 120 FLIGHT TRAINING POR BASIC AND TRANSITION PILOT MO EVENTS HO HOURS CRE ACFT SIM ACET SIM ACET SIM Basic Qualification Familiarization 11 11 Instruments 4 3 Navigatior aro Confined Area Landings 2 71 Formation 231 External Loads 11 Terrain Flight 1 o Review 1 1 Combat Capable Pilot Check 10 a 25 0 5722 0 10 0 4 5 076 4 03 OD 4 0 0 OZ 1 5 0 Of2 2 00 AZ 1 00 570 0 570 AZ 1 01 570 1 0 0 0 TOTAL FOR PHASE 27 15 25 0 10 0 45 COMBINED TOTALS 35 0 ACCUMULATION FOR BASIC POT 45 60 0 AIRCRAFT CH dEE MOS CREW POSITION PILOT EVENT REFLY STAGE TENG CODE HRS INTERVAL CRE COMBAT CAPABLE PHASE NAY li IES dE 132 133 UN 2 Navigation HAY a b
61. esearch to its natural ending point The aircraft The 1Me6lusion Gf mock environments like the portable cockpit in VEHELO fails to gain the desired results due to a lack of realism ChrAVE 3 0 will continue to validate chromakey use in simulated virtual environments but will go further to prove the system is truly deployable scalable and flexible enough to benefit the operating forces D RESEARCH QUESTIONS The central topic of this thesis is the validation of ChrAVE 3 0 and VEHelo 2 0 as a deployable adaptable and scalable trainer for use as an augment to all levels of aviation training Validation willt occur ir the System can be adapted for use inside actual airframes Support of the idea of its use as an instructional tool will be attained through the study of performance results from navigation flights in the Fleet Replacement Squadron FRS This thesis will specifically address the following questions He Can ChrAVE 3 0 and VEHelo 2 0 the virtual environment software technology be adapted to and used within the actual helicopter airframe cockpit in order to make the virtual helicopter simulation more realistic What design modifications deployability alterations and useability advantages does ChrAVE 3 0 achieve compared to previous versions such as VEHelo 1 5 2 Is there an increased level of proficiency afforded student pilots through the use of augmented training What is the Knowledge Value Added KVA
62. ety issues procedures and other T amp R items along with familiarization with the equipment The brief should be performed by the instructor that will implement the Simulation The CH 46E NATOPS briefing guide required Squadron Standard Operating Procedures SOPs and CH 46E Tactical Manual TACMAN The Briefing Guide is depicted in Appendix F and reflects those areas that are pertinent to NAV flights and CRM training Once the subjects were FA briefed individually for the ChrAVE flight and the aircraft flight the flights were executed standard briefing items for a NAV 130 flight Table 1 depicts the Discussion items are ones in which the students should have memorized IMETOQUCEE TON items are the newest om the table but the pilots should be able to discuss them in detail Review items are standard knowledge requirements for each flight DAL SCUS Ss TERORU E Table 1 Introduce day visual navigation CH 46E NATOPS Manual Standardization Manual CH 46E ELO NE CH 46E TAC Manual CRM Lost Plane Procedures Time Distance checks Distance estimation and map legend information Map preparation METT TSL considerations Navigation procedures emphasizing the following to determine position use of terrain Contour teatures ee Lancia bon Use Of 172507000 and 2504000 maps Preflight Brief Items as Comfort Levels Boundaries Wind correction for Dead Reckoning Navigation In
63. flight toute changes Point to polnt navigation of at least gt checkpoints at 200 500 feet AGL Remain 500 Meters Of course line Per T amp R All briefing items were covered with each student individually and within a short time before executing the ELEGGE IL E Debrief In accordance with the Standardization Manual and NATOPS Manuals all pilots should debrief in order to share a common experience and learn from all mistakes For this experiment ALL lts were debriered tO LOLlUde aros ce o dee d Exit Questionnaire Upon completion of the simulation event all pilots were asked to complete a questionnaire to determine effects of the simulation experience and to determine where changes may be needed The questionnaire is shown in Appendix F 3 System Artificialities The ChrAVE 3 0 System in its current state laid to rest some significant artificialities that were described in Kulakowski The mock cockpit is no longer a factor for the system By placing the simulation in the cockpit artificiality is restricted to just some visual shortfalls and some lack of realism in pilot configuration due to the IP being behind the PUI a Visual Artificialities The virtual environment still lacks the clarity and diversity in image that is desired This is more a result of a home grown database than anything else The resolution of the image from the LiteRing and ChromaFlex components is far clearer t
64. g from the questionnaires was that the visual environment Details such as man made items were lacking The water looked like desert and sometimes the desert like water d Instructor Pilot Comments This thesis differed from prior work in that 1t was not possible to schedule a single pilot to fly each of the events Instead multiple instructor pilots flew the flights and allowed the author to view graded comments All participating IPs were trained and experienced to conduct the Elrights s The Academic Training Forms ATFs are the official grading sheets produced by the IP after the flight in the aircraft is completed The following are comments taken from the ATFs of four of 12 subjects 66 Subject 3 conducted simulation Seemed comfortable with communications required All T amp R items discussed thoroughly Good scan and kept PAC s head out of the cockpit whale subject continued to plot posation Could use more work with dealing with the two alrcrewmen Subject 4 Great flight Appears comfortable in challenging terrain Missed a couple of checkpoints but found them and marched on Subject 10 Normal tendencies to not back up with time and include crewchief in discussions Had some trouble at Henshaw Dam and finding Temecula Golf Gourse No time for brickwork as we were occupied for a little longer than normal on Puke a Lea Minimum Subject 12 TOUM ELINE Gece several Lames
65. han past attempts Terrain diversity us also a DIt Of a Shortfall Some colors Just didn t make sense and should be adjusted 39 b Flight Profile Artificialities There is a limited amount of flexibility built into the control of the aircraft Due to some programming shortfalls the pilots perceive the affects of riding a roller coaster Once the altitude is registered the simulation will fly a contour profile In Order to ensure a fair experience airspeed and altitude are maintained essentially constant and according to the plan The lack of movement in the flight controls does add some art liCialitieces Dut a lack oft COontrok Manipulation 1s consistent with the duties of a copilot while navigating B EXPERIMENT PROGRESSION AND RESULTS 1 Preflight Questionnaire Results The preflight questionnaire used during Kulakowski s research was more than adequate to gain insight into the experiences of the subject pilots Table 2 summarizes the results With a single exception all of the subject pilots were fresh from Advanced Training in Pensacola and a couple had experienced some difficulty with navigation in Primary Flight Training The 12 pilots had an average of 246 hours total time Of the 246 hours very few were flown within the last six months One of the pilots had been flying for several years and had a significant number of extra hours Many answers pointed to the fact that the pilots had done some studying
66. han the use of aircraft aircraft parts and aircraft fuel to train Many times this is the only way to achieve training goals in a timely manner Mission preparation simulators such as TopScene and PFPS FalconView are generally not realistic enough to be more than planning tools While they do present a digital xvii depiction of route information they lack the correct environment for adequate training and the result is similar to an aviation video game The need exists for a cost effective system that can be quickly deployed is user friendly is scalable and is flexible enough to adjust to changing locations and training needs Initially developed to investigate the possible application as an embedded trainer in helicopter Simulation the ChrAVE combined live video feeds with a background virtual environment The bulky equipment requirements time consuming set up procedures and the high level of expertise required to run the system made 1t untenable for deployment The relative success of these experiments led to further testing with a more realistic environment simulation in a more portable package VEHELO the second system in the ChrAVE series was successful at proving the viability of such a system for use in the initial stages of helicopter training The overall size of the system components was reduced but the footprint for deployment was still too large to make 1t useable Multiple chromakey scr
67. hed through two return ratios return on knowledge ROK and return on process ROB The basic premise is that by comparing the percentage OL the revenue Or d Lltar allocated vo Ende amount of knowledge required to complete a task to that of the total amount of knowledge required to generate an organization s total output we can assess the value of knowledge This proportion makes up the numerator of a ratio that has as its denominator the cost to execute the knowledge process This ratio is illustrated below 49 Amount of Knowledge Required Return on Knowledge to Reproduce Process Outputs Cost to Use Knowledge to Produce Results To begin the KVA process an organization must take an internal look at how knowledge is used This Knowledge Audit helps to establish a baseline from which to adjust First all of the core area Subject Matter Experts SMEs must be identified By discussing with them the process that currently exists the KVA can help to determine which direction an organization should move Through interviews observations and process mapping the assessment determines an ordinal ranking of key steps of the process and the Learning Time LT required to perform them In the case of augmented reality embedded trainers there currently is no useable version The FRS relies ona Simple class a relatively low tech process and selected readings from several manuals to prepare the students for success In The
68. ich is a simulator designed for mission rehearsal purposes Used with all branches the system comes in two basic versions one is a desktop model and the other is housed in a separate deployable console Designed to provide personnel with a digital mission area and the ability to navigate from the line of departure to the objective area the graphics and flight characteristics velocity and angular momentum are realistic However the controls are standardized and the capability for environmental immersion does not Existe Limited unit availability and maintainability have made this system somewhat ineffective The Global War on Terrorism has seen an increase in units deployed and deployment duration When away from home stations simulation systems are usually unavailable For Department of the Navy DON personnel ships have limited space and forward deployed units are normally in remote locations away from established infrastructure Perishable skills such as navigation terrain appreciation communication instrument flying crew resource management CRM and mrght vision goggle NVG filying can quickly atrophy if not practiced Mission requirements often preclude the ability to schedule flights designed to maintain these skills Thus the requirement exists fora deployable scalable maintainable and usable system that Simulates flight in an environment as close to the real world as possible B MOTIVATION The thes
69. ide credible opinions and guidance The software modification described above allows for a 10 3a Future Research Future research should focus on validating the use of the system with the Litering and Chromatte material for matting It should concentrate on the following areas Testing using the flight rated hardware such as the l9nt Telmet with TCS between the Proctor IP and the PUI Validate training of the unaided night navigation flights 100 level flights This would involve the system being used in a blacked out cockpit Cont laura ion Validate initial 100 level flights NVG flight training The configuration with the Litering will permit all of these training scenarios dol THIS PAGE INTENTIONALLY LEFT BLANK EZ VII CONCLUS IONS In the future the Navy and Marine Corps team will face more fiscal constraints and a steady increase in Operations Tempo that will lead to even more dependence on simulation based training Adaptable scalable and deployable systems must be developed now to make way for that eventuality Large scale acquisition programs like the Joint Strike Fighter and the MV 22 Osprey currently require nearly half of all initial flight hours to be Simulated This number could increase with an increase in advanced technology equipment designed into these systems Chromakey Augmented Virtual Environment 3 0 is the culmination of over six years of research into a system that helps to
70. instruction and skills development This is a leap forward from the flat view available with monitors that a standard PC configuration offers The HMD provides a constant angular FOV through the use of the head tracking unit The PUI can dynamically affect the view independent of the flight direction With ChrAVE 3 0 the user can see all views that are normally available while flying the actual aircraft oe With the on arrecrart configuration the user also experiences the obstacles to field of view FOV in the aircraft lLennerton s work developed the term dynamic point of view to describe this funetionalaty The ability to utilize an HMD which gives accurate angular FOV information to the user lends this system to more advanced experimentation Combined with the night vision goggle NVG compatible light source and an environmentally correct night environment database it 1s not beyond reason that future use may include NVG training b Camera The camera used in the ChrAVE 3 0 is the same as that used by Kulakowski in his work with the VEHELO The monocular vision attained from the camera requires some planning for lens selection to assure the user of a logical view Borrowing from Kulakowski the lens is selected upon consideration of many factors Some of these factors as discussed in Lennerton s work are the visual requirements such as first order parameters focal length FOV and f number performance p
71. ires will be used to further develop and refine the VEHELO experimental trainer Please ensure your IMIS EPUCEOL col Sets Tren Page 3 of 3 Figure 42 Post Flight Questionnaire page 3 TOS THIS PAGE INTENTIONALLY LEFT BLANK TLU APPENDIX H CHRAVE 3 0 EXPERIMENT PLANNED AND FLOWN ROUTE EXAMPLES Ys 5 Fen S we pal TA A A Li Ft E Proposed route of flight to be flown in ChrAVE 3 0 and aircraft Route of flight flown by student pilot in aircraft Table 7 FalconView Data Legend CLL A na 1 E z a A TA AR ig Example of GPS Track Data Colle jigi ction for PUI Proposed route of flight to be flown in ChrA VE 3 0 and aircraft Route of flight flown by student pilot in aircraft Table 8 FalconView Data Legend Fia LIST OF REFERENCES Barham P Plamondon B Dumanoir P Pat Garitty 2001 VICTER An Embedded Virtual Simulation System for Land Warrior LW Chief of Naval Operations 1992 NWP 55 9 ASH Vol I Rev F FMFM 5 35 Assault Support Helicopter Tactical Manual Washington DC Government Printing Office Chief of Naval Operations 1995 NWP 55 9 CH46 Vol 1 Al H46AE TAC 000 CH 46E Helicopter Tactical Manual Washington DC Government Printing Office Commanding Officer HMMT 164 2004 CH 46E Standardization Manual Marine Air Group 39 Camp Pendleton CA Dismukes K Young G Captain Sumwalt R 1998 Cockpit Interruptions and Distractions
72. is work that follows builds on the previous research conducted by Joseph Sullivan 1998 Mark Lennerton 2004 and Walter Kulakowski 2004 FOr simplification purposes these bodies of work will be referred to as Sullivan Lennerton and Kulakowski This thesis develops the concept of a truly deployable and adaptable system that augments pilot training by providing an environmentally accurate simulation for mission rehearsal The current configuration can be adapted in order to train pilots at many differing experience levels and for several different mission types In 2004 4 Kulakowski concluded that the ChrAVE identified as VEHELO system is capable of augmenting initial navigation instruction in order to increase the efficiency of early navigational training flights This thesis will continue to support this conclusion through further experimentation and analysis Or data collected trom initial training flights It will however go further in order to demonstrate the capability for immersion training that supports its use as a mission rehearsal and deployable skills maintenance trarner This thesis will also investigate the Knowledge Value Added KVA that can be achieved by using the dynamic ChrAVE environment to augment the relatively technology free navigation flight preparation that young pilots eurrentiy utilize BY replacing the Static trarning that comes from classroom lecture and the study of publications with a vi
73. isplay Dimensions 482 6 mm RACK MOUNT CPU DAMA Darina i1cur heron Ole Intel Pentium 4 1300 MHz 128 MB RAM Microsoft Windows 2000 ADO 2 5 Service Pack 2 Set bo O40 OAMI se Ome cit lie E 510 dla Industry standard for Usoa desktop computers DEM ER OG Si 19 Rackmount steel chassis We US Bat SY soa Ade Sim Aga TET tia aie Matilda en epee ty NDE O IA IO 640 x O we lO 2A Gs 1024 x 768 Ara ko Mio enna o loa 30081 tio ain All Directions 230 cd m White Luminance ANA EOC Ole O As 90 220VAC Adapter 12VDC Input 5A 105 KEY 2 Button Glide Point Bua leS irn Look with 2 kevys Birnie COn tTO o roO sBangiieme Ss Sis lence Contraste HV Piositaon requency eto Ht Depth Zee A 600 mm 1 75 in DL M TRIPP LITE RACK MOUNTED UPS Manufacturer Model Rack Units Outpue Power Rating Voltage Capacity Number of outlets Output Voltage Regulation OEP CAPE GUS AO Regulation Output Quantity Type Overload Protection Battery Full Load Time Barter falki Goad Time Battery Recharge Rate Dimensions Tripp Lite SMART450RT 1 U unit A O as 120 volus 600z AUP S este LINE MODE Sine wave line voltage 120V 12 3 65 BATTERY MODE PWM Sine wave output WECALN Se Of L20V AC LINE MODE Passes line frequency of 60Hz EOS LOs BATTERY MODE Inverter output regulated GO Sta se 0 Six 5 NEMA 5 15R output receptacles 4 with UPS and
74. istic simulation available ChrAVE 3 0 will enhance development of skills such as Terrain Appreciation Crew Resource Management CRM and Situational Awareness SA Continuing past research this thesis will analyze empirical data collected from training flights to further prove its value as an instructional tool ChrAVE 3 0 is housed in three man portable containers and can be set up within minutes with little or no prior experience THIS PAGE INTENTIONALLY LEFT BLANK TES III TABLE OF CONTENTS INTRODUCTION sico io di ds AS Sp GR ee de do a Sc 1 A PROBLEM STATEMENT e esarp e Sek ee oe RSS 1 B MOTIVATION 420 O aa 4 C THESIS OVERVIEW opio a aaa ee ee eae 5 D RESEARCH QUESTIONS cuca a de 8 E ORGANIZATION OF THIS THESIS 11 HELICOPTER NAVIGATION TRAINING CHROMAKEY AUGMENTED VIRTUAL ENVIRONMENT CHRAVE 3 0 AND VIRTUAL ENVIRONMENT HELICOPTER VEHELO 2 0 BACKGROUND 13 A HELICOPTER NAVIGATION TRAINING BACKGROUND 13 E Training Requirements by Stage 13 a Primary Intermediate and Advanced Prati 205 a a RO LS b Fleet Replacement Squadron FRS Training Combat Capable Training 14 E Operating Forces Training Combat Ready Training sas au ee aio idos 14 Le Standardization Manual Navigation DETIATELORS 2d A a di 14 3 Crew Resource Management 18 4 Situational Awareness ooooooooooo 18 B CHROMAKEY AUGMENTED VIRTUAL ENVIRONMENT BAC
75. l T amp R The steps would also be aLtrered Or Tornet doce POPS SO thak wae SCUSE would not receive any negative training in standard operating procedures 1 Utilize the enroute portion of the first leg to familiarize the PUI with the system The PUI will quickly learn the ability of the system to depict 99 terrain and gain an appreciation almost immediately The proctor IP will simulate calls from the PAC Crew Chief CC and Aerial Observer AO The two way communication dedicated to the mission is the primary method to teach CRM to the PUI lt Tre IP will also polne out to The PUL Gistaner terrain feature so that he may garner an appreciation of scale and speed of the helicopter towards or away from them The IP vary parameters such as airspeed and altitude to ensure the PUI is maintaining a good scan under the HMD onto the instrument panel The Proctor or IP will manipulate the flight and the flight parameters via keystroke entry on the laptop keyboard The commands are listed in Table Zs NOTE Advanced commands are not required to complete a training session They are intended more as system design and evaluation tools 99 Keystroke Increase or Decrease or Velocity Pause or End Pause Climb 500 pais Nulls to zero Once SRT Twice SRT Spacebar Rollout Remove Terrain Color Change direction of Shift T flight to 12 Otelo All turns are SRT or 90 of turn in 30 secon
76. l acuity with relatively little weight It is ergonomically designed to increase comfort and can be easily adjusted for fit including inter pupillary distance IPD adjustment and eye relief adjustment for proper eye position In the current configuration a head tracker was mounted to the existing external mounting point Inputs and outputs for video and power are hanaled through an external control box Red and green Light Emitting Diodes LED indicate Power On and Clear Signal The unit accepts standard SXGA video in either digital or analog formats An analog output is provided for driving a repeater monitor and a standard RS 232 port Supports future upgrades A standard 15 pin VGA type connector accepts the VGA 1280 x 1024 60Hz inputs Sl Figure 12 NVIS nVisor SX Head Mounted Display HMD The nVisor SX HMD when coupled with the InertiaCube Head Tracker allows the user to view all areas within the cockpit environment Simply put the pilot can look in all directions viewing the specific terrain in that direction see the relative motion of the aircraft and scan both vertically and horizontally or any combination of the two With an exchange of communications the PUI practicing navigation can determine what direction in which to fly and send commands to the IP who manipulates the controls The ability to see something and turn the aircraft toward it increases the realism of the simulation benefiting
77. lation to where the aircraft is headed and what elements are going to affect its continued efforts A pilot uses all senses avallable to help build that SA Radio communications Intercom system communications and other inputs need to be monitored and analyzed to continue with the mission Situational Awareness is a graded item on every flight and often is coupled with CRM goals 18 B CHROMAKEY AUGMENTED VIRTUAL ENVIRONMENT BACKGROUND a ChrAVE 3 0 Development As discussed in Chapter I chromakey technology has cleared the way for more creative uses of virtual environments The evolution from a blue screen system to the system called ChrAVE 3 0 the basic concept is the same Leading technologies and proven signal mixing allow for realism that had not been achieved The live signal mixed with a background virtual environment was conceived by Sullivan and put into practice by Lennerton Researched in 2004 by Kulakowsk1 the technology has reached the limit of development As we close in on that perfect environment or a state of near fidelity the system must be upgraded with future development in mind 19 THIS PAGE INTENTIONALLY LEFT BLANK 20 III CHRAVE 3 0 VEHELO 2 0 SPECIFICATIONS AND CONFIGURATION The latest configuration of the ChrAVE VEHLO research project is designed to replicate the cockpit environment as closely as possible This unique application of chromakey technology introduces the student pilot
78. light and post flight evaluation were used as they are appropriate The data 1S presented in a simple way in order to maintain the focus on technology implementation the real success of this work Instructor comments continue to be helpful to the conclusions and some will be included The Return on Knowledge ROK that was determined through the Knowledge Value Added KVA Assessment also proved valuable in determining overall value of the system Kulakowski goes to some length to explain Lennerton s idea about machine centered design and user centered perspective It is important to note that the genesis of ChrAVE 3 0 is based on these concepts and stresses the user centered perspective portion through application of the system to the actual aircraft students are learning to fly The system configuration can be found in Figure 1 6 The Instructor station is located directly behind the radio closet of the CH 46E which is right behind the copilot s seat the student or Pilot Under Instruction station Figure 1 Basic ChrAVE 3 0 System Implementation Top Left Chromatte sheets on outside of CH 46E Bottom Left ChrAVE 3 0 System behind radio closet Top Right ChrAVE 3 0 as seen from instructor station Bottom Right PUI navigating through ChrAVE 3 0 simulation The earlier versions of the ChrAVE 3 0 system focused almost exclusively on validating the use of chromakey technology but were unable to take the r
79. listed as References and some of the more useful information is included as appendices Both Kulakowski and Lennerton talk to the workload experienced by each of these crewmembers They both concluded that the pilot responsible for navigation is usually more focused on how the mission is progressing For these reasons the duties of navigation and aircraft control are often swapped several times each flight For purposes of experimentation manipulation of the controls is not required There is not a requirement for hydraulic power or even electrical power on the aircraft During the simulation the instructor manipulates the controls through keyboard commands The control commands may De rererred to am Chapter Vis A SCALABILITY CHAVE 350 Introduced scalability to the Virtual Environment being researched at MOVES Designed around a PC based simulator there are several methods for deployment and employment From running the application on a desktop to the full implementation on an aircraft flexibility is a central theme in the system Using COTS systems allows a certain number of options in deployment methods At its most simple state Che user can operate the system without the HMD LiteRing Assembly and ChromaFlex sheets Simply sitting at the monitor the pilot can practice terrain recognition and practice navigation By Loading a route into the PEPS Laptop mission rehearsals can be conducted fairly easily For use
80. nalysis of the associated results along with the results from previous work will allow the reader to quantify its use in a training environment Testimony from instructor pilots and pilotes under instruction along with surveys and recommendations will give the reader a non biased opinion of the system s success or failure Finally recommendations and conclusions will help the reader frame the direction the ChrAVE program may be headed As in Kulakowski experimentation will be based on introducing the simulation to novice pilots at the CH 46E FRO PELOE COo their NAy L50 1723907000 Navigation Toalining flight The simulation will be used to enhance terrain appreciation CRM and SA skills that will be evaluated during the actual flight System configuration is based on commercially avallable components that are configured within two durable cases designed for ease of deployment Some specific component replacements modifications and updates add the capability to further reduce overall size and weight while increasing performance Experimentation was conducted at HMM T 164 located at Camp Pendleton Marine Corps Base in Oceanside CA This squadron is the model manager for the CH 46E and produces and maintains the Standardization Manual Empirical data was collected and evaluated according to the low level navigation performance thresholds set forth by this gt i Pla E publication The Standardization Manual The Knightri
81. ng This leads to the conclusion that the injection of navigation simulation prior to the execution of the NAV 130 syllabus event can increase training efficiency and effectiveness with the end result being possible DoD cost savings Echoing the conclusions of Kulakowski s research the most valuable data collected during the evaluation of ChrAVE 3 0 was the comments from the Instructor Pilots and Pitots Under Instruct ion The insight provided led to many of the recommendations for further system development and experiment execution The bottom line to any method of training in naval aviation is that it is based upon human to human interaction and the opinions and observations expressed by those supporting this experiment give further evidence to this The research that was conducted using the ChrAVE 3 0 system answered all of the thesis questions The system was adapted successfully to an actual aircraft cockpit ChrAVE 3 0 surpassed previous versions in terms of ease of loading transporting unloading and deploying The simplified equipment requirements led to decrease in set up and preparation time With some minor modifications the t3 system can achieve higher levels of deployability and its use expanded to other areas of training and mission preparation The system again proved itself as a quantifiable success for use in initial navigation training With the injection of Information Technology into initial training th
82. nks multiple screens seat controls and associated hardware C SYSTEM HARDWARE AND SETUP The ChrAVE Version 3 0 system configuration merges hardware components used during previous versions with some leading edge technology that has since emerged In an effort to increase portability and deployability the configuration has undergone some basic setup changes The current configuration consists of the equipment listed in the inventory located in Appendix B L Cockpit Configuration The ChrAVE 3 0 system configuration has removed the need for a mock cockpit By using the LiteRing assembly and ChromaFlex chromatte material from the Reflecmedia Corporation EAarAVE 3 0 the need for studio Lignting has been eliminated The small Light Emitting Diode LED light ring assembly emits a green light that is specifically tuned to the gray fabric that comprises the chromatte sheets Without the studio lighting requirement the system is now adaptable to an aircraft cockpit and no additional equipment is required to simulate the cockpit setting Included in the list of items that were deleted due to the new configuration were the multiple fluorescent studio light fixtures as many as six large or small units three blue chromatte screens the pilot seat the instrument monitor frame and the simulated controls Figure 6 illustrates the previous version s mock cockpit LOOLE EIN y 24 Figure 5 VEHELO Portable Mock Cockpit and Ma
83. nstructor Level Expert List all type model series aircraft you are or have been qualified to fly Disregard Flight School unless you were an instructor When was the last Navigation class you attended Page 1 of 3 Figure 37 Pre Flight Questionnaire page 1 LOT 14 15 16 17 When was your last low level helicopter navigation map preparation What do you consider to be the more important check one Timing along the route Distance from intended flight path Are you familiar with the route you will be flying in today Yes No If so have you ever flown this route before Yes No B Navigational Skill Knowledge The following questions ask your opinion of acceptable criteria for non tactical low level helicopter navigation based upon your current skill level You may refer to your map at any time 18 19 20 21 22 Number the following in order of importance 1 highest 8 lowest Maintaining the route of flight Accurately knowing your present location Accurately flying over your checkpoints Knowing your location by reference to a terrain feature Identifying seeing the checkpoint by not flying over it Being off the intended route of flight but correcting towards it Being off the intended route of flight and correcting by intercepting the follow on checkpoint _____ Voice communications between aircrew The acceptable threshold between acceptable and substandard navigational performance
84. o how to fold the map so that it is manageable and how scan around those obstructions that tend to get in the way FOr PuUrposes OL Giving credit to Contributors TO Chis body of work a few clarifications need to be made This is the third thesis in a row on this subject matter The source documents between the three theses are for the most part the same The configurations between VEHELO and Chravi 3 0 are also very similar The technacal data for the components is essentially the same Many of the TO Appendices are also the same for instance the NATOPS briefing guide and the questionnaires remained the same between thesis students lt 18 not u uncommon to E1na reference deta that is 1n Kulakowski in this thesis E ORGANIZATION OF THIS THESIS This thesis is organized into the following chapters I Chapter 1 INT roduction This Chapter presences the problems that will be addressed in and the motivations questions and organization of the thesis Chapter II Helicopter Navigation Training and Chromakey Augmented Virtual Environment ChrAVE Background This chapter outlines the current methods for helicopter navigation training Included in this are the relative experience levels of pilots that are studied terrain appreciation skills definitions and Training and Readiness Manual descriptions of specific skill sets Discussed here are the current training methodologies for fleet pilots to maintain
85. ocument URL http www tss swri edu pub pdf 2000ARROSENSE_HMD pdf Accessed 22 January 3 March and during June of 2005 Mole Richardson Co Inc 2001 WWW Document URL http www studiodepot com store Reference documentation not directly accessed during research but referred to in other documents O Conner Paul University of Aberdeen Industrial Psychology Research Group 2001 An Interactive Virtual Environment for Training Map Reading Skills in Helicopter Pilots URL http www sardawg org alpadownloads aavpa S20crm 20survey pdf Accessed numerous times between June 2004 and June 2005 OPNAV Instruction 3710 7T 2004 NATOPS General Flight and Operating Instructions Washington DC Government Printing Office Padfield G D amp White M D 1997 Measuring Simulation Fidelity through an Adaptive Pilot Model WWW Document URL http pcwww liv ac uk eweb fst publications htm Accessed 06 September 2004 Pelco 1999 WWW Document URL ftp www pelco com ProductSpecs 2752 PDF Accessed 15 May 2005 ReflectMedia 2003 WWW Document URL http www planetdv net frameset asp show content cat 16 Accessed multiple times from October 2004 to May 2005 Sullivan J A 1998 Helicopter Terrain Navigation Training Using a Wide Field of View Desktop Virtual Environment Unpublished master s thesis Naval Postgraduate School Monterey CA Ultimate Corp 2000 Ultimatte 400 Deluxe Operating Manual
86. ole CRI on the center console of the cockpit Be careful not to move the ECLs or manipulate any switches rheostats or Circuit breakers in the cockpit The aircraft should Nok have any power applied ite iG simulation Position the ChrAVE 3 0 System cases behind the radio closet which is directly behind the copilot s left seat If utilizing the pilot s right side position then place the system behind the control CLOS Run power from hangar outlets to the power strip inside the aircraft Ensure all components are connected IAW Figure 29 and Table 1 Connect external power to the equipment box and power strips Connect the PFPS laptop using the provided peripheral cable Power the laptop on Start up the system as per the steps in Section II of this Appendix Ja HARDWARE DEVICE CONNECTIONS from Head Tracker from Keyboard to Laptop Interface In from Mouse to Laptop Interface Out to Video conn Instrument MO PEARSON Wi SOs 2160 Cioighicengivzene bal ey Ae Siler cr emo e ay C AA DE Weis Gly Mile Weep Olea Se Ores O Ultimatte 400 Mixer ola CR VP 200 Video Splitter ONE tole rOn SO 200m Coment er Oue we Lat oe MS Ina 7 In from Ultimatte 400 Mixer NV yr SDC 100 A Out to HMD Box SDC 100 B Not Required for VEHELO i a Inr Camera Control Une ACU rom Camera COn Ole UNIE CE Iota AE OO T eo a aee ET Cute ere Ian OOM EET la from SDC OD SA
87. onnalre Page Lhasa 108 Post F light Questionnaire page Dhar ereki ranba 109 Planned Route for ChrAVE 3 0 Experimentation 111 Example of GPS Track Data Collection for PUI 112 XIL Table Table Table Table Table Table Table Table N COW D Ol LIST OF TABLES Prerligqht Brief Items aS Per Te Rasdicih rad es 58 Pref liglit QUCST roma Tre RESULT Sk tata WES dente GL VEHELO NAV 130 Results Average Error From Research by RULekKOWSKA iia be eee Se ree Baa 64 ChrAVE 3 0 NAV 130 Results Average Errors including Previous Research Results by PULTON br aurea dra Sea he eee eS 65 VENERO WOnneCelons puna eta bee eae 96 VENELO Program keyboard LASECUCETONS 244 446 4 a 100 Fe LeonyV Lew Date LEGU us ao Roe GA a eee a 111 FalconaVvlew Date LEGNA ara a aa Aza psoas Heal THIS PAGE INTENTIONALLY LEFT BLANK xiv ACKNOWLEDGMENTS CDR Joseph Sullivan s guidance knowledge and experience were the driving forces behind continued success of this project The long hours he devoted to assisting in this research were critical to its completion Along with Professor Rudy Darken CDR Sullivan brought the amazing resources of the MOVES Institute to bear on all of the varied issues that slowed me down along the way Their professionalism and dedication and that of the entire Civilian staff of MOVES permit the military students to focus their time and efforts on answering research questions There are individuals
88. ower source The unit is produced by the Leviton company Figure 30 Rack mounted Surge Protector 47 6 Overall System Goals As with previous work conducted by Lennerton and Kulakowski the goals for the system remain the same There ake EWwo Overall Goals OL Che Syster o To exercise the task of navigation as faithfully and rigorously as the task is accomplished in the real world utilizing an actual aircraft and o To place the subject in an immersive and familiar environment true in first person fidelity 48 IV CHRAVE 3 0 KNOWLEDGE VALUE ADDED KVA ASSESSMENT Knowledge Value Added or KVA is a way for a business or organization to determine the value inherent in an investment in information technology KVA is an information age methodology based on the Thermodynamics Complexity Theory It views an organization as a portfolio of knowledge assets deployed to create value KVA assesses the value of intellectual capital and information technology The result of a KVA Assessment may be an entire Business Process Reengineering project or a simple adjustment to the way the process currently exists The EOL Wing LS a QELI C Lon ea ken Irom WWW eC Knowledge Value Added methodology provides a way to measure the value of knowledge assets deployed in core processes objectively Valuation the measurement of the value of knowledge embedded in company core processes technology and employees 18 accomplis
89. po a i CE qe de ALT a AAA Figure 10 ChrAVE 3 0 Instrument Panel 49 G Lighting ChrAVE 3 0 introduces a marked improvement in lighting requirements The multi unit fluorescent lighting configuration of past systems is replaced by a single ring of LEDs that produces the required illumination Paired with Reflecmedia s gray ChromaFlex fabric overall system footprint was greatly reduced Power requirements for illumination were cut from thousands of watts to just over ten The need to constantly adjust lighting direction and distance in relation to the fabric is no longer required Set up and preparation time is reduced to a fraction of that of previous versions The new light source is hard mounted to the HMD and constantly illuminates in the direction of the weer s scan 3 Head Mounted Display Assembly Figure 11 ChrAVE 3 0 HMD Assembly with Mounted Camera Head Tracker and LiteRing Assembly 30 a Head Mounted Display The Head Mounted Display HMD used for ChrAVE 3 0 1s the nVisor SX manufactured by NVIS out of Reston Virginias The nVisor Sx incorporates bagn resolut ion color microdisplays with custom engineered optics It utilizes a Liguid Crystal On Silicon ALCOSI display made by CRL OPCO It uses a 24 bit color display with a 1280x1024 60 Hertz analog or DVI resolution This unit is quite an advanced step when compared to previous system components LE offers a wide field of view and increased visua
90. rcraft flights For the instructor pilot tasked with meeting training and readiness objectives a student with increased SA allows the focus of instruction to be on specific aviation skills at each level and not just on overall comfort level or the basics The resultant effects of the use of a simulated environment can be found in maximizing use of aircraft instruction periods reduced flight hour costs due to a lack of re fly events after poor performances and reduced maintenance costs associated with extra flight time As a mission preparation tool the simulated environment can help ensure future mission success save lives and reduce proficiency training dollars Terrain Appreciation CRM and SA can all be practiced Li an environment that 15 realistic consi stents and manageable with the current version of ChrAVE 3 0 The key to the success of a simulation system is providing the correct environment one that 1s accurate and allows the pilot to be Immersed In a pseudo tealitys This Thesis Will examine the ability of ChrAVE 3 0 to provide that realism and quality of instruction that will ensure credible training value This thesis will introduce the reader to the history of the ChrAVE VEHELO visual simulation system and its xXx11 possible role in aviation training A description of the system and its components will allow the reader to visual the simulation environment A description of the experiment and a
91. rdization Manual CH 46E TAC Manual a Comfort level ib Navigation techniques ic Map preparation id Boundaries ie Wind correction for OR navigation iE In flight route changes ig Onboard navigation systems inh Basic Survivability Concepts 2 Plan and navigate at 200 300 feet AGL to a minimum of six predetermined terrain features using 1 50 000 maps Remain within 200 meters of course line Use appropriate onboard Navigation systems if available Performance Standards Pilot shall perform a navigation route utilizing a 1 50 000 map remaining within 200 meters of course for a minimum of six checkpointa Prerequisite WAV 120 Ordnance None External Syllabus Support Hone T9 THIS PAGE INTENTIONALLY LEFT BLANK 30 APPENDIX B HARDWARE INVENTORY The following inventory documents the current physical contigutfat ton OT the VEHRELO Nomenclature Manufacturer Model CPU ERES SR 4500B Computer Corp Stealth Laptop Console COMON EC OT Da USA Kramer Video Splitter Electronicas VP 200 N A Israel woe eau ERCON MO C 00 Converter Video Mixer Ultimatte ao Ultimate Corp Smart Camera and Camera Control Panasonic GP US532H Unit Lens Pelco USA 12VA6 13 HMD NVIS nvisor SX HMD Control Box NVIS nVisor SX Head Tracker InertisCube Instrument Signal ee ADC 8803 Converter In telcel SDC 100 Converter Serial Number STLUS04SR3235 eZ AS So oTo SONS a LNO 12182
92. rements and utilization l l a Discussion items 2 Load computation card b Demonstrate 3 Mission essential equipment quip c Introduce p i or Reasons Raven b Aircraft c Passengers i n Crew coordination E Emergency Procedures 17 Pror ge Ene controls Lo Ab rts PAC PNACZCC terrain obstacles 2 Downed aircraft clearance radio calls controlled emergencies uncontrolled PAC PNAC CC 2 Pa Lot mot ae the 3 Loss of communications controls PAC PNAC CC navigation barriers 4 Inadvertent IMC procedures monitor PAC PNAC performance 5 Aircraft emergencies instruments actual simulated PAC gauges normal duties PNAC CC emergencies 6 Aircraft system failure 3 Aircrew lookout navigation obstacles actual simulated PAC PNAC CC clearance emergencies 106 APPENDIX G POST FLIGHT QUESTIONNATRE Please read first The following post flight questionnaire is completely confidential Nothing you do or answer will be related to you in any manner Please take a few minutes to complete this questionnaire which 1s organized into two sections Section A Evaluation of System and Section B Comments Remember there is no time limit Hand the completed questionnaire to the Instructor when you are done Subject Number Instructor use only Date Flight in AC A Evaluation of System 1 Navigating in the VEHELO resembled the actual task in the aircraft Strongly disagree
93. res of passenger aircraft crews alircraft mishaps and the significant loss of life Analysis of communication skills flight deck interactions and breakdowns in procedures were all focused on reducing risk and reducing the bottom line The United States Army took this early work and further developed it into a full scale risk management program The United States Navy and the Marine Corps followed suit and developed Aircrew Coordination Training ACT as a method to Mitigate risk in naval aviation The objective of the Aircrew Coordination Training CRM Program is to integrate the instruction of specifically defined behavioral skills throughout Navy and Marine Corps aviation training and to integrate the effective application of these behavioral skills into operational aviation procedures wherever appropriate CRM will increase mission effectiveness minimize crew preventable error XX maximize aircrew coordination and optimize risk management Commanders shall ensure that all personnel whose duties involve flying as an aircrew member in naval aircraft receive CRM CRM shall be conducted annually in accordance with OPNAVINST 1542 7A including an academic portion anda flight simulator evaluation FreOMm OPNAV InVSeEruce Lon S71 TI For many inexperienced pilots the first training they receive as part of the crew of a multi place aircraft is in the Fleet Replacement Squadron FRS Here they are forced to communicate wi
94. rom the users experienced and novice T2 II HELICOPTER NAVIGATION TRAINING CHROMAKEY AUGMENTED VIRTUAL ENVIRONMENT CHRAVE 3 0 AND VIRTUAL ENVIRONMENT HELICOPTER VEHELO 2 0 BACKGROUND A HELICOPTER NAVIGATION TRAINING BACKGROUND Learning to navigate in any type of aircraft is a Critical skill ITE as not enough to be able to control an aircraft but pilots must be able to safely get their craft from point A to point B Marine Corps helicopter aviation navigation training includes initial skills development advanced techniques training and refresher or proficiency training Before this thesis introduces the experiment setup experiment goals and conclusions it is important to clarify some key navigation definitions and introduce the methods and standards used to develop the key skills required to successfully navigate 1 Training Requirements by Stage As Naval Aviators transition through various stages of training training requirements increase based on the Training and Readiness Manual The three general stages of training are undergraduate Fleet Replacement Squadron and Operating Forces a Primary Intermediate and Advanced Training During undergraduate Flight training in Pensacola Florida and Corpus Christi Texas student pilots are introduced to a limited number of navigation training Most of the training during these stages is based on Instrument Flight Rules IFR with only a few hours used to introdu
95. rtual environment significant increases in knowledge and decreases in training time will result C THESIS OVERVIEW The thesis work conducted and recorded here is the latest in a series of research projects devoted to studying virtual environment simulators for use in augmenting aviation training This thesis will continue the work of Kulakowski which presented data that concluded that there is Substantial Gaim for initial training of pilots with the system The desire for a portable simulation system has focused the research on a reduction in footprint without any appreciable decline in simulation quality Through the implementation of new technologies and improved design 5 techniques the research proved valuable in several regards Applicability to all stages of aviation training flexibility of use on all helicopters in the Navy and Marine Corps inventory and possible applications in various types of mission preparation training are among the benefits of this research The experimentation portion of the thesis work was Cond cted in a similar way to that cf Kulekowski focusing on initial navigation training in the CH 46E Twelve students were used for the research six that participated in the simulation and a baseline group of six that did not Errors measured in distance from particular checkpoints were used to compare the two groups and conclusions were based on these results The same questionnaires for pre f
96. sm of cramped spaces internal aircraft obstructions like controls and instrument panels and aircraft structural framework Multiple experiments in this environment proved the concept s usefulness and fulfilled the desired conditions of deployability adaptability scalability and flexibility for its implementation Secondary research goals were achieved with conclusive data that provided insight into CArAVE 3 0 s ability to augment flight training and increase or maintain proficiency in some basic skill sets The pilots that participated in the simulation were able to achieve some level of success in improving some or all of three goals of the navigation training Terrain Appreciation Crew Resource Management and Situational Awareness This primarily supported those conclusions from Kulakowski s previous work but ChrAVE 3 0 achieved a higher level of usability Providing further insight into the systems possible use as a proficiency trainer in navigation mission preparation instrument and NVG training 74 Increasing proficiency in these areas ina low risk and cost effective environment is the ultimate achievement of CATAVE 300 Analysis of Knowledge Value Added KVA calculations provides evidence that the use of Information Technology 11 The form Of e virtual environment trainer atthe initial navigation training stage provides a significant Return On Knowledge ROK when compared to the current method of traini
97. t 6 After CPU boots log on with Username chrave Password chrave 9 7 Start the desired ChrAVE 3 0 program via the veChrave debug shortcut on desktop NOTE Database for each specific application is assigned in software directory files 8 Adjust rack mounted laptop monitor to display flying view and the instrument CRT to reflect just the instruments This is accomplished via the set up menus for the system in the Microsoft Windows environment NOTE The system is configured to utilize two monitors simultaneously in the Microsoft Windows environment 9 Test the system by checking that the HMD tracks with head movements Also ensure that instrument displayed On panel reflect valid movements coinciding with the tlight program 10 Select FalconView on the PFPS laptop and once Loaded open appropriate route ana finadis select GPS tool If unable to get route loaded ut tlize nel COOL III EXPERIMENTAL INSTRUCTIONAL SESSION The following steps are generalized procedure that could be used by a proctor Instructor Palor IP They would use these steps during a period of IStructE LOr the completion gT an intral navigation flight while using the ChrAVE 3 0 It is suggested that an IP from the local command instruct the simulator flights so that a maximum learning curved can be achieved They would have to be altered to fulfill the training requirements set forth in the Training and Readiness manua
98. th consider implications of their actions in reference to and manage the different climate of a team of 3 or more Some of these considerations are simply handled by the existing rank structure of the military however many are not The ability to provide guidance and leadership to a crew is essential to mission success The ChrAVE 3 0 system gives pilots the opportunity to practice those skills and develop as professional pilots SA continues to be the focus of all levels of training The SA for younger inexperienced pilots is generally a weakness and is addressed on every training event Good SA is the ability of a pilot to know and understand what is happening inside and outside of the aircraft where the aircraft is located in reference to the battlefield environment and what future requirements or objectives are required for mission success The true litmus test for any simulation system is whether the simulated environment helps build SA and pilot confidence for use in the real environment For the purposes of experimentation this thesis used pilots with similar xxl backgrounds relatively low situational awareness and little experience navigating in a low level environment Repetition in the training environment is an important tool that helps pilots meet established training goals By performing required skills in a simulated environment new pilots can begin to master them and achieve improved performance during actual ai
99. to the required communications exchanges that are inherent in navigation By sitting an the copillot s sest the navigating pilot or Pilot Not At the Controls PNAC interacts in a way that is similar to real conditions The Elying pilot or Pilot At the Controls PAC Through terrain association and interpretation and directive commands the ChrAVE 3 0 System lets the student pilot practice skills that are required in an actual aircraft environment Utilizing the standard terminology from the CH 46E Naval Aviation Training and Operating Procedures Standardization NATOPS Manual the students can work out any problems prior to actual flight INTEFACE LONAS Ihe Instructor Pailot Es stationed aft of the CH 46E radio closet with the ability to follow the GPS track see the digital background or select the navigator s view which includes camera and background feeds During flight there are specific duties that each member of the crew is responsible for These responsibilities fall under the roles of PAC PNAC Crew Chief and Aerial Observer Gunner At times the basic crew can be augmented with a load master or jump master depending on the cargo type or mission type Kulakowski went into great detail about the responsibilities and the communications techniques that are to be utilized Other 21 sources of complete information are the CH 46E NATOPS Manual the Standardization Manual and the Training and Readiness Manual These are
100. tracker that utilizes inertial sensing technology to provide 3 Degrees of Freedom DOF This is the same hardware used in the Kulakowski version It obtains motion sensing by using a miniature solid state inertial measuring unit This unit senses the angular rate of rotation gravity and the Earth s magnetic field along three perpendicular axes The angular rates of motion are combined to obtain the orientation yaw pitch and roll of the sensor Figure 15 Motion Tracker The system utilizes the small Tn ertiatube approximately 1 5 inches square mounted to the top of the back of the HMD frame worn by the user It is connected by a cable to the input of the CPU via the use of a serial Ta port dongle and DC power connection Use of this head tracking device is effective inside and outside of the actual helicopter cockpit with no noticeable interference from lt arrecrart SLruccure e LiteRing LED Light Source A significant advance in system design was made with the acquisition of the Reflecmedia products including the ChromaFlex screens and LiteRing LED assembly The Chromatte fabric is designed to work in conjunction with the LiteRing The footprint was dramatically reduced due to the deletion of the fluorescent light fixtures and accompanying hardware The LiteRing assembly contains individual green LEDs arranged i a circular Casing that 1s positioned around the camera lens This configuration provides all th
101. tte Material Compared to conventional blue or green screens chromatte does not require the large amount of studio lighting units These units required a large amount of expertise and experience to produce the desired images ChromaFlex on the other hand is the perfect material for the novice There are no tuning or angular adjustments Simply display the material turn on the LiteRing Assembly adjust the power output of the light source and the user will get a near perfect rendering of a blue or green background A0 b Instrument Panel The instrument panel used for ChrAVE 3 0 is the same as the last version With the in cockpit configuration there 1s no power to run the actual cockpit instrumentation Therefore the external monitor is still used to display a representation of the SH 60 helicopter s instrument panel The purposes for use of the instrument display is to give the simulation an added degree of realism continue scan technique training and give the PUI reference with which to direct the flight inputs of the IP The display includes an airspeed indicator an attitude indicator turn and slip indicator radar altimeter indicating height Above Ground Level AGL a barometric altimeter indicating height above Mean Sea Level MSL Radio Magnetic Indicator RMI and a Vertical Speed Indicator VSI am D we Fy a TAREA el E W E a ALTIGUDE S e i E nnn Is an T 5 im F POU af EE a
102. tting With the acquisition of new technologies ChrAVE 3 0 is easily configurable to current DoD aircraft cockpits The ChromaFlex background sheets fit right over the windscreen and side windows of the CH 46E used for experimentation Figure 7 shows the experiment configuration using the chromatte sheets Figure 6 ChrAVE 3 0 Chromatte Screen Configuration Without the need to simulate the cockpit environment the test subjects were able to sit in the actual cockpit in which they would fly the next day This gave the highest level of realism possible adding the Zo distractions associated with the somewhat cramped environs of a CH 46E Present were the instrument panel and glare shield the flight controls the harness and the many support structures and beams that restrict the pilots field of view FOV The current system configuration also allows for the placement of the equipment directly behind the copilot allowing ease of Instructor Pilot IP Pilot Under Instruction PUI communications Figure 8 shows both a view of the PUI in the cockpit and the equipment placement within the cargo area of the aircraft Figure 7 Internal Cockpit View and Equipment Configuration Behind Cockpit By reducing the number and weight of the items required for simulation ChrAVE 3 0 achieved new levels of portability and deployability The system now only requires one person to load transport offload and deploy on sight Figur
103. uadraflex was again used to house the equipment for the system During ChrAVE 3 0 two cases were used in order to improve the mobility and protability by spreading the weight out These cases are heavy duty shock resistant and waterproof Inside the boxes the various pieces of equipment are mounted on custom configured shelving For normal operation the four covers are removed the top case components are connected to the 45 bottom external power applied and the external connections HMD monitor etc made in approximately 15 minutes The bottom unit is also configured with four removable heavy duty casters Figure 28 Thermodyne Quadraflex Equipment Cart 5 Miscellaneous Hardware a Rack Mounted UPS Tripp Lite s SMART450RT UPS System provides the VEHELO system with a line interactive battery backup It 1s designed to be rack mounted and has a 450 VA power handling capability and UPS battery backup The unit has 5 AVR protected outlets four of which are UPS and surge and one surge only outlet It also has diagnostic LEDs on the front and an accessory slot for use with optional SNMP card network management and connectivity products 46 Figure 29 Rack Mount UPS b Rack Mounted Surge Protector The transient surge protector for the equipment case is an industry standard It is required to provide the needed number of outlets for all installed hardware and to easily connect the equipment case to an external p
104. und him should appear The pilot must also be able to look at the terrain identify the plane s location and locate that position on the map b The flight route is a pre selected generally straight line track and is flown at a constant alrspeed and indicated altitude Time distance checks can be used to determine the limits of flight in a specified direction and confirm checkpoint identification This is made possible because at these altitudes direct legs can be plotted avoiding most ground obstacles Day navigation flights will be flown between 200 500 feet AGL TS climbing to 1000 feet AGL over heavily populated areas and night navigation flights will be flown between 500 1000 feet AGL CH 46E Standardization Manual The types of low altitude navigation flights or low level terrain flight fall into three basic categories Low Level Contour and Nap of the Earth NOE Use of each type depends on tactical situation weather and other mission elements All of the types are generally flown below 200 feet above ground level AGL For purposes of initial training altitudes are generally kept at 500 feet AGL or between 300 and 500 The NAV 130 syllabus event from which data is collected is flown on a 1 250 000 map at 500 feet AGL The purpose of navigation training during the Combat Capable stage as outlined in the CH 46E Training and Readiness Manual is to develop navigation skills using maps and charts with a secondary

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