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Comprehensive Approach to Pilot Disorientation Countermeasures
Published in Michael A. Vidulich, Pamela S. Tsang, Improving Aviation Performance through Applying Engineering Psychology, 2019
Extreme flight maneuvers usually combine some basic aerobatic maneuvers such as an aileron roll, where the aircraft is rolled 360 degrees around its longitudinal axis (stimulating primarily the posterior semicircular canals), and loop, which is a 360-degree turn in the vertical plane (stimulating primarily the anterior semicircular canals). The Cuban Eight is a maneuver that combines portions of the loop and roll. The entry requires a high G pull (> +3 Gz) until the aircraft approaches vertical, as the aircraft reaches the inverted position, a half roll flown as a point roll (zero G) is commenced to avoid barreling off the reference point. Other extreme flight maneuvers such as the Immelmann turn and Split-S maneuver all require pitch maneuvers with high G pull up followed by roll maneuvers that would stimulate primarily the anterior and posterior canals respectively. For example, the Immelmann turn requires an ascending high G pull half-loop (stimulating primarily the anterior semicircular canals) that finishes with a half-roll out (stimulating primarily the posterior semicircular canals), resulting in level flight in the exact opposite direction at a higher altitude. Similarly, the Split-S maneuver, also called a reversed Immelmann turn, requires rolling inverted (stimulating primarily the posterior semicircular canals) and finishes with a descending loop (anterior semicircular canals stimulation) to wings level at a lower altitude.
Eye tracking as a debriefing tool in upset prevention and recovery training (UPRT) for general aviation pilots
Published in Ergonomics, 2019
Chiara P. Ryffel, Celine M. Muehlethaler, Sandro M. Huber, Achim Elfering
As the present UPRT is designed for general aviation pilots, the sample was intentionally taken as non-homogenous, to gather information from pilots with different levels of experience, as is the case in real life. The final sample thus consisted of 22 pilots and included a large variety in terms of flight experience and licence levels, with flight hours varying between less than 50 h and more than 21500 h (M = 1355.57 h; SD = 4666.43 h). Participants held different kinds of flight licences [three × ATPL (air transport pilot licence), three × CPL (commercial pilot licence), four × glider, one × glider aerobatics education, two × PPL (private pilot licence), one × LAPL (light aircraft pilot licence), eight persons were student pilots with minor experience] and flying different types of aircraft (eg glider or DA40). The participating pilots reported a mean of 107.20 flight hours per year (SD = 195.33 h, range 5–650 h) and held their license for about 5.33 years (SD = 10.46 h, range 3–44 years). Most pilots were male (87.5%) and mean age was 25.96 years (SD = 8.98, range 20–64). The final sample had little to no experience with upset training – three participants had been given an in-flight upset recovery training during flight training for their commercial pilot licence, two participants participated in a simulation-based upset prevention training.