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Assessing Helicopter Pilots
Published in Robert Bor, Carina Eriksen, Todd P. Hubbard, Ray King, Pilot Selection, 2019
Paul Dickens, Christine Farrell
In fixed-wing aircraft flying, the pilot uses a joystick or control yoke and rudder pedals. In helicopter flying, the collective, cyclic and anti-torque pedals are used to control the forces in flight. In most helicopters the pilot’s left hand controls a lever called the collective linked through a correlator to the throttle. Lifting the collective automatically increases blade pitch and power (to overcome increasing blade drag), and produces lift, and lowering reduces power, rotor pitch and causes descent. The pilot’s right hand controls the cyclic. The pilot’s right hand controls the cyclic, usually positioned between the pilot’s legs. The cyclic is perpendicular to the floor of the helicopter and provides pitch and roll about the lateral and longitudinal axes, respectively. The cyclic essentially works by changing the tip path plane of the rotor allowing you to manoeuvre in directions impossible for the fixed-wing pilot including flying backwards, sideways and of course hovering over a fixed location! While collective and cyclic keep the pilot’s hands busy, the anti-torque pedals demand that their feet participate as well. In a single rotor system, like those found on many helicopters, pushing on the right pedal turns the helicopter to the right while pressure on the left pedal rotates the aircraft left. Their main purpose is not to add yet another required movement to flying a helicopter but rather to counteract torque. The pedals need to be used every time the throttle is increased or decreased in flight to maintain the desired heading or when hover taxiing to change heading to left or right.
Autonomous automobiles
Published in Karl H.E. Kroemer, Fitting the Human, 2017
No remarkable advances in technology are needed to untie the drivers’ feet by eliminating all traditional pedals. Riders of motorcycles and all-terrain vehicles are used to handlebars that combine control of direction and velocity. In airplanes, pilots commonly manipulate attitude and speed by either a control stick (joystick) or a control yoke (a partial wheel). The automobile designer can utilize these experiences and greatly simplify vehicle control by combining the manipulation of both direction and speed: for example, a center column (such as stick or yoke) or controls located at the driver’s side(s) could replace the steering wheel; these actuators could control left/right turns as usual and also regulate acceleration/braking by push/pull or tilt actions. The technology to unfreeze the driver and make driving much easier is available and proven—the advent of an excitingly new AA transportation system would provide a psychological opportunity to also introduce brand new vehicle control designs. Step by step
Design of Systems in Settings with Remote Access to Cognitive Performance
Published in Erik Hollnagel, Handbook of Cognitive Task Design, 2003
Whether a technical system has one-dimensional or multidimensional properties, the human only can perceive what instruments the technical system provides. An interface that does not provide support to offer representation of the interrelations of several dimensions of the system complicates the process of understanding these interrelations. If, for instance, temperature and pressure are presented independently from each other (e.g., by two analogue instruments) and can only be controlled by two independent controls (e.g., two switches), this cognitively demanding task is far more complicated for the operator than a two-dimensional display or a two-dimensional control element. In an airplane, the control of position (turn and bank) and the attitude to the horizon (pitch) are controlled by a single input device, the yoke. Requiring two independent control elements for the horizontal position and slope would be a completely inappropriate design.
Multiphysics finite element model for the computation of the electro-mechanical dynamics of a hybrid reluctance actuator
Published in Mathematical and Computer Modelling of Dynamical Systems, 2020
F. Cigarini, E. Csencsics, J. Schlarp, S. Ito, G. Schitter
The first resonance mode of the system occurs at app. 102 Hz for the actuator with solid outer yoke and app. 107 Hz for the actuator with laminated outer yoke. This difference is most likely due to different assemblies and dimensional tolerances in the two setups. For both actuator configurations, the second resonance frequency occurs at app. 1.38 kHz. The actuator with solid outer yoke shows a magnitude slope of app. – 50 dB/dec above the first resonance frequency and a phase lag of app. – 207.5 at 500 Hz. For the actuator with laminated outer yoke, the magnitude slope is reduced to app. – 45 dB/dec and the phase lag to app. – 193.1° at 500 Hz. The main parameters of the measured frequency response are listed in Table 7.