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No rotation Rotation
Min.
Mod.
Consid.
Extens.
Compensation
No translation
Translation
Figure 29. Pilot compensation for Task 3.
No rotation Rotation
Low
Med.
High
Fidelity
No translation
Translation
Figure 30. Motion fidelity for Task 3.
No rotation Rotation
0%
100%
% of time trans. mot. reported
No translation
Translation
Figure 31. Lateral translational motion perception for
Task 3.
No rotation Rotation
0%
100%
% of time rot. mot. reported
No translation
Translation
Figure 32. Rotational motion perception for Task 3.
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In summary, the results of this task do not reveal many
differences from those of Tasks 1 or 2. Lateral translational
motion was again the dominant variable. Its
addition improved pilot-vehicle performance, although its
effect on rated pilot compensation and fidelity was less
reliable than it was in the other two tasks. The only
statistically significant effect of rotation was a deleterious
effect on control activity.
Combined Results
Table 2 summarizes the effects of the presence of lateral
translational or yaw rotational motion on the six measurables
for the three tasks. All of the improvements in the
measures occur for the presence of lateral translational
motion, except for one. In that case, a marginally
significant effect was noted in pilot-vehicle stability for
the addition of yaw rotation. Statistically significant
degradations in the measures occurred only for the addition
of yaw rotational motion. Interactions between lateral
translational and yaw rotational motion occurred only in
the lateral translational and yaw rotational motion
perception reporting. However, in Tasks 1, 2, and 3,
pilots reported (on average) rotational motion being
present 87%, 90%, and 80% of the time, respectively,
when only lateral translational motion was present.
The claim made as a result of these evaluations is that
yaw rotational platform motion is not adding value to
helicopter flight simulation. However, the claim that yaw
rotational platform motion does not provide a cue is not
made. During the course of these studies, a hypothesis
was raised that the pilots simply were not sensing
whatever cue the yaw rotational platform motion was
providing. As previously stated, each task resulted in
enough motion so that the physiological thresholds, as
measured in passive situations, were exceeded. However,
the possibility remained that, since the pilots were
actively a part of the control loop rather than passive
observers, those passive thresholds may have risen to the
point that the yaw rotational motion platform cue was not
being sensed.
This hypothesis is rejected based on the following. To
determine if whatever cue the yaw rotational platform
motion might be providing was indeed being sensed, an
additional motion configuration was evaluated on an ad
hoc basis. That configuration simply reversed the sign in
the yaw rotational platform motion command. So for
math model rotations to the right, the visual scene
correspondingly moved to the right, but the platform
moved a symmetric amount to the left. This configuration
was extremely disliked by all the pilots, some of whom
experienced physical discomfort. Thus, what appears to be
happening in the typical motion configuration (with
correct motion signs) is that the yaw rotational platform
motion cue is simply confirming the already compelling
rotational cues that come from the visual scene. This
conclusion is also supported by the earlier studies
performed by the author (refs. 48, 49) in which the pilot
was sitting at the rotational center. In that case, no
translational cue was present, so the yaw rotational cue
was redundant with the visual cue.
Table 2. Summary of yaw task results.
Translational Rotational
Translational/
rotational interaction
Task: 1 2 3 1 2 3 1 2 3
Measure
Pilot-vehicle stability + + + + - o
Control rate + + o o o -
Compensation + o + o o o
Fidelity + + + o o o
Translational reporting + + o - x
Rotational reporting o o x x
+: Significant improvement; +: marginal improvement; -: significant degradation; o: no effect; x: interaction.
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In addition to these compelling visual cues, when lateral
translational motion is present, its combination with the
visual cues provides more than enough cues to cause the
pilot to believe he is rotating when he is not physically
rotating. When the yaw rotational platform cue is in the
　
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