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Reaction to directional vibrations applied on a joystick
Published in Vladimír. Socha, Lenka Hanáková, Andrej Lališ, New Trends in Civil Aviation, 2018
P. Zikmund, M. Macík, Z. Míkovec
In general, non-directional tactile displays are used for warning applications. A stick shaker is commonly used to warn a pilot about approaching stall conditions. One design of stick shaker was patented as early as 1951 (Greene 1951). Human– computer interaction is becoming more important in the last decades. Sklar & Sarter (1999) demonstrated that tactile feedback is more effective than visual for catching human attention. The tactile warning system has been studied in research related to car driving. Experiments on drive simulator with haptic feedback were performed by Ho, Tan, & Spence (2005); Spence & Ho (2008); and Birrell, Young, & Weldon (2013). The result of the research is a faster reaction of the driver to an unexpected situation. Multimodal feedback, a combination of tactile, visual, and auditory feed-back, is discussed by Haas & van Erp (2014), who pointed to demands of balanced signals coming from different senses, which are proportional to warning importance and urgency.
Warning and protection systems
Published in David Wyatt, Mike Tooley, Aircraft Electrical and Electronic Systems, 2018
Warning systems are installed to provide the crew with clear and distinctive warning before the stall is reached. This can be a warning horn and/or warning light on smaller aircraft. On passenger aircraft, the stall warning is provided by a stick shaker. Warning systems require a basic sensor to detect this stall condition; typical sensors are: reed sensorvane sensorpressure sensorangle of attack sensor.
The Display of Visual, Auditory, and Tactual Information
Published in Robert W. Proctor, Van Zandt Trisha, Human Factors in Simple and Complex Systems, 2018
Robert W. Proctor, Van Zandt Trisha
Tactile displays are not good for alerting signals, because they tend to be disruptive. (Imagine being poked by something while concentrating intently on solving a problem.) However, if you decide to use such a display, the stimulation should be vibratory to maximize detectability. Many smartphone applications use vibratory displays to signal the arrival of a message or other information. The amplitude of the vibration should be detectable on the specific region of the body to which it will be delivered. Sensitivity is greatest on the hands and the soles of the feet. The stick shaker in an aircraft is a vibratory display that warns the pilot that a stall is imminent by vibrating the control column.
Flying by Feeling: Communicating Flight Envelope Protection through Haptic Feedback
Published in International Journal of Human–Computer Interaction, 2021
Dirk Van Baelen, M. M. (René) van Paassen, Joost Ellerbroek, David A. Abbink, Max Mulder
The goal of the haptic feedback is to communicate the flight envelope protection limits in an intuitive way using the following five cues: When the aircraft leaves the safe flight envelope (anywhere outside the red dashed line in Figure 1), a discrete, unit pulse forcing function is added to the stick force, which is perceived as a ‘tick on the stick’. This is illustrated on the haptic profile with the inset graph in Figure 2b.For aircraft velocities close to the lower velocity limit , a stick shaker (in the form of a sinusoidal forcing function) activates, to communicate the increasing risk of stalling the aircraft.To communicate the relative distance to the limit, the spring coefficient increases when moving from the safe flight envelope to the actual limit (the black line on Figure 1). The increased spring coefficient results in a situation where pilots must apply a larger force to move the stick in a particular direction, illustrated for positive (push) deflections in Figure 2c.When the aircraft has a critically low velocity, and bringing the stick back to its neutral position is not sufficient to return to the safe flight envelope, the required stick deflection is communicated to the pilot by a change in neutral point of the stick, as illustrated in Figure 2d.During an overspeed situation, the automatic ‘pitch up’ command is communicated to the pilot by a change in neutral point of the stick, similar to Figure 2d, but now using a negative neutral point position. This command is defined by one tuning parameter ().