ITEC 1997
Multimedia for Training and Education
Computer Based Education and Training
Computer Based
Education
Computer Based
Medical training
Maritime Training -- Training Analysis
Maritime Training - System Design
Technologies for Training Reconfigurable Systems
Technologies for Training
Technologies for Training - Analysis of Success
Technologies for Training - Research
Studies
Visual Database Creation and On-line Generation
Visualization
Interoperability, DIS and HLA Policy
Interoperability, DIS and HLA Standards
Interoperability, DIS and HLA Applications
Transportation Training - Road Policy Issues
Transportation Training - Road
Transportation Training -
Rail
Transportation Training Helicopter
Mission and Exercise
Training - Strategy and Analysis
Mission and Exercise Training - Combined Combat
CATC
CRM mad cabin crew training
Simulators and Equipment for
Aviation Training
Further Education in Aviation Subjects
Air Traffic Controllers Selection and Training
Pilot Flight Training Issues
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MEDIA SELECTION ~ A NEW LOOK AT THE AIMS MODEL
Peter Dorrington
In this paper I will re-examine AIMS and suggest a new approach to its use ~ one which builds upon the
strengths of AIMS but then goes on to provide additional functionality and reflects more modern training technologies. This new approach requires little or
no extra work to utilise but delivers a significantly more detailed and useable result.
In the second half of this paper, and as a comparison, I will introduce a completely different approach
to media selection ~ one based upon decision trees (Boolean logic) and with an emphasis instructional strategy rather than specific media-to-attribute
mappings.
MULTIMEDIA-BASED EDUCATION, TRAINING, AND PERFORMANCE
SUPPORT --TRENDS AND APPLICATIONS
Richard M. Thackray, Jr.
Technology-enabled education, training, and performance support has captured the interest of
organizations worldwide. The technology has matured and moderate-priced equipment is readily available with an ever increasing installed base.
Today, education and training specialists are faced with a very wide range of methods and media to
support education and training needs -- from CD-ROM, to virtual reality, to Web-based applications. With so many choices available, many education/training
specialists are left asking: “ What method/media best fit my needs? What works best? What fits my budget? What technology will still be viable five years
from now? “ To address these issues, this session will highlight the major features and trends for a range of multimedia-based interventions.
This paper is available on the 1997 ITEC CD ROM. Order it from ITEC, Ltd. - Papers
Flt Lt. Daren S Moss
In the last few years there has been an ever increasing use of Computer Based Training (CBT) and
Technology Enhanced Training (TET) throughout the British Armed Forces. A notable exception to this trend is the field of Aircraft Recognition; where
training is still predominantly carried out by acknowledged recognition expert(s) using a mix of photographs,
slideshows and briefings. These methods are costly, time consuming and involve minimal student interaction. Opportunities for self study and assessment are
limited by the distribution of expensive, recognition specific, journals and magazines which, although they contain excellent source material, have limited
training benefit.
This paper covers the design and implementation of the Aircraft Recognition Trainer for the UK
Tri-Service Recognition Committee. It examines the decision to develop a dedicated solution rather than purchase an existing off-the-shelf package, together
with the reasons behind the decision to use an in-house resource such as the Department of Technology Enhanced Training (DTET) at the RAF Training
Development and Support Unit (TDSU) in preference to a commercial developer. It includes the Human Factors, Psychology and Human Computer Interaction (HCI)
aspects considered during the evolution of the user interface and highlights the importance of subject matter experts having continued input to the ongoing
design of a CBT package. It also covers the opportunities offered / difficulties encountered during the incorporation of new technologies such as Fractal
compression, 3D modeling software and 32 bit operating systems.
This paper is available on the 1997 ITEC CD ROM. Order it from ITEC, Ltd. - Papers
Dr. Meir Morag
Advanced component technology can be utilized to enable efficient creation of interactive simulations. These simulations are key to successful computer-based training courses for system
operators and maintenance personnel. Object reusability is essential for modern simulation development and is
illustrated here in the visual simulation environment of RAPID.
This paper is available on the 1997 ITEC CD ROM. Order it from ITEC, Ltd. - Papers
CBT DEVELOPER WORKBENCH - A CONCEPTUAL MODEL
John Hui Chzi-hon
Multimedia CBT offers enormous opportunities in terms of training for military organizations.
This paper is available on the 1997 ITEC CD ROM. Order it from ITEC, Ltd. - Papers
THE BUSINESS CASE FOR LOW-COST ELECTRONIC
Peter Dorrington
There is a new buzzword doing the rounds of the training world “EPSS” ~ or Electronic
Performance Support Systems. Proponents of EPSS would have us believe that this new technology will do away with
traditional/formal training as we know it today and thrust us all into a brave new world of on-line task performance support and enhancement. We seem to hear
the same old litany every few years, the previous battle-cry being that multimedia would remove the need for instructors as we all learned the wisdom of
Solomon from self-paced instruction in front of computer screens. The funny thing is that there are as many instructors and training courses today as
there ever were (although it is true to say that Computer Based Training (CBT) has become an important component
in many modern training systems). So what is this EPSS thing everybody is talking about? If it’s so good how
come we haven’t seen more of it? And how do we get our hands on some if we want it?
This paper is available on the 1997 ITEC CD ROM. Order it from ITEC, Ltd. - Papers
Phil Hobday
As we look back over the last half-century we can see that
many organizations have been chasing technology to such an extent that they have become unable to make the most effective use of their equipment. The challenge facing these
organizations is how best to prepare for the next millennium.
Those hooked on technology believe they are less efficient because they do not have the latest
equipment. However, my hypothesis is:
"That organisations saturated with technology can gain a bigger return on the
'bottom line' by investing in effective training rather than new equipment".
Common practice in recent years has been for organisations to cut training budgets whilst
maintaining spending levels on new equipment, with the result that their training programmes have
fallen behind their technological base. Wise counsel reminds us that technology is only a tool and without the Human Resource interface it can do little to
generate profit. Hence an organisation can often become more profitable by investing in training its people rather than by purchasing new equipment.
Unfortunately, all too often the providers of training have failed to deliver effective training.
Although most trainers are by now familiar with the internationally agreed Systems Approach to Training (SAT),
many fail to provide effective training because they place insufficient emphasis on training design. The body of
this paper covers the principles of SAT and goes on to develop a model for the vital process of training design.
The training design model illustrated in this paper provides a useful tool not only for the trainer but
also for management to ensure their organisation gets the training it needs. However, by now the message should be crystal clear - 'SAT is only a tool and it
needs a skilled operator to achieve effective results'.
IMPLEMENTATION OF A FRONT-END ANALYSIS TO STREAMLINE
Katharine Golas, Ph.D., Southwest Research Institute
Since the early 1970s, the Computer-Based Training (CBT) industry has grown to the point where most
American government agencies and private organizations, and a significant number of international organizations, implement some type of CBT in their training
programs. Some organizations rely solely on CBT to deliver training, while others combine CBT with other training delivery methods, such as classroom
instruction, on-the-job training, and simulator-based training.
Historically, the process of developing CBT has been viewed as complicated and risky. There are as
many documented cases of cost overruns and poor-quality products as there are successful programs. However, even with the risks and high costs
associated with CBT, it has emerged as the most popular training delivery system within the last 30 years. With more powerful computing technologies now
available at lower costs, and the emergence of digital multimedia, the popularity of CBT is increasing at a rapid pace.
As the process of developing CBT has evolved over the years, and changed with technological advances,
many books have been written which present models and guidelines to guide CBT design and development efforts. Some organizations follow these guidelines to
develop CBT products using their in-house resources, but many, particularly government organizations, contract out entire CBT efforts. Organizations that
believe CBT may be a solution often begin by conducting a front-end study, such as training needs assessment, training media analysis, or
training requirements analysis, to validate their beliefs prior to full-scale development.
This paper describes an effort in which a front-end analysis was conducted using a new approach which
resulted in a streamlined CBT development effort. With the new approach the CBT analysis and design phases were conducted simultaneously. By combining the
two phases into one, a detailed specification was prepared which included CBT storyboards, a CBT production schedule, estimated costs to produce the CBT, and
selection of the most appropriate authoring system. By simultaneously conducting the two ISD phases, the costs and risks to the CBT customer as well as the
CBT contractor were reduced.
This paper is available on the 1997 ITEC CD ROM. Order it from ITEC, Ltd. - Papers
Lieutenant Commander J M Hammersley Royal Navy
Lieutenant Commander G J Moore Royal Navy
Royal Naval School of Educational and Training Technology
This paper describes the re-engineering of an existing piece of Computer Based Training within the
Royal Navy. The package is used to train operators of a common surface radar and is based on a system emulation. Originally produced in TenCORE® to meet one
operational user’s needs, its functionality needed to be extended to meet the requirements of another major user. These changes included delivery under Windows®, a higher
level of emulation fidelity, increased student interaction, enhanced student navigation facilities and extended subject matter content.
The reasons behind the decision to redesign and redevelop the product are described, as are the
training need, the specification, recycling of the original design, development issues, integration into the curriculum and project evaluation. The design
issues concerning the level of fidelity and student interaction required in a very low cost but effective training medium are explained. Also outlined are
the tools used, Visual Basic® and Asymetrix ToolBook®, and the practical implementation of the PRINCE methodology for project management. Problems with the
project and the accuracy of the risk assessment are illustrated.
The project was a microcosm of all the factors that are
dealt with in the specification of much larger CBT applications for the RN. The evaluation of the product is used to illustrate teaching points on the
courses that the Royal Naval School of Educational and Training Technology (RNSETT) conducts to produce informed
customers of CBT.
This paper is available on the 1997 ITEC CD ROM. Order it from ITEC, Ltd. - Papers
Lieutenant Commander G J Moore Royal Navy - Training Media Group Officer
The paper describes the current strategies for the selection, development and use of various forms of
computer mediated teaching and learning aids employed within the Royal Navy. From a learning model, three key aspects are identified that should be evaluated
by any organisation considering the use of this type of support to teaching and learning, viz.:
- technology issues, e.g. the ability of existing computer
systems and peripheral devices to
create the relevant learning environment (e.g. situated learning, distance learning), provide
portability or openness; methods and cost of development.
- learning needs, such as the nature of the learning goals
and knowledge domain; the
specificity/generality of the subject matter; mode(s) of teaching and learning; alternative
teaching strategies; assessment requirements; student characteristics.
- organisational factors, e.g. the nature of the organisation,
its data management needs,
student numbers and control requirements; courseware and project management;
configuration control; teaching style(s) and facilities in the organisation; training of
instructional staff to use these technologies effectively; resources; corporate image.
The above factors are illustrated by reference to the situation existing within the Royal Navy and
contrasted with other organisations including the UK Higher Education sector. The policy which this has led the RN to adopt for the use of computers in
teaching and learning is described together with the measures taken to develop RN training staff to ensure effective use is made of these materials. A
description is given of the methods adopted for developing the necessary knowledge and skills in RN training staff, including the development of formal
training courses and the role of a centre of in-house advice and expertise like the Royal Naval School of Educational and Training Technology, RNSETT.
This paper is available on the 1997 ITEC CD ROM. Order it from ITEC, Ltd. - Papers
Oliver Arifon
The pedagogy of simulation/gaming allows a great freedom for the student. It concerns letting the
participants discover for themselves that which they should discover. There is a model and a dynamic which includes the role players/trainers, assisted by
computers which permits the revelation of numerous elements.
This paper is available on the 1997 ITEC CD ROM. Order it from ITEC, Ltd. - Papers
THE USE OF DEFENCE SIMULATION AND RELATED
COMPUTER-BASED TECHNOLOGY IN PUBLIC EDUCATION
Julia A. Medin, Ph.D.
This paper reports results of a funded study performed by the author at the Institute for Simulation
and Training of the University of Central Florida (IST/UCF). The study, entitled “Simulation and Computer-Based Technologies for Education”, investigated
and showed how military technology should and should not be used for public schools education.
This paper is available on the 1997 ITEC CD ROM. Order it from ITEC, Ltd. - Papers
RESEARCH ISSUES IN THE DEVELOPMENT OF A VIRTUAL SURGERY TRAINER
M. Kelly & N. Beagley
Centre for Human Sciences, DERA
The DERA Centre for Human Sciences is developing a simulator to train the techniques of Minimal Access
Surgery (MAS). The project focuses on the growing area of laproscopic surgery for the treatment of ectopic
pregnancy. Current training methods are limited in their ability to realistically simulate the variety of possible scenarios. The simulator uses a novel
hardware platform based on a personal computer. P-10 graphics cards are used to accelerate the display of interactive 3-D models. The project aims to produce
an advanced training package which combines a realistic simulation with an effective training structure. The development of an accurate simulation addresses
the specific issues of force feedback, stereo presentation, model deformation and depth cues. The simulation follows networking standards for Distributed
Interactive Simulation (DIS) allowing the issues surrounding remote training to be studied. The project’s design of an appropriate training structure and
lesson content relies on a full analysis of the surgeons’ tasks with the assistance of subject mater experts.
This paper is available on the 1997 ITEC CD ROM. Order it from ITEC, Ltd. - Papers
MINIMALLY INVASIVE
SURGERY SIMULATOR
Serge COUVET
Thomson Training & Simulation
Doctor Jacques BADY
Armand Brillard Hospital
There are needs to improve surgeons’ training procedures in endoscopy because present means are not
appropriate. The purpose of an endoscopic simulator reproducing faithfully the patient anatomy is to facilitate surgeon’s training and continuing
education. Moreover, the operator can repeat several times the same step of the intervention, can introduce complications and pathologies in the session and
can self-train and auto evaluate. The asset of this product is to prepare surgeon to face and to react to unexpected events (accidents, complications…).
Thus, a better training tends to reduce therapeutic risks for patients, to decrease health cost and to
improve health care quality. The simulator is based on state-of-the-art simulation technologies : force feedback system, 3-d real time synthetic imagery. It
provides high quality, real-time images similar to those of an endoscopic camera, while reproducing realistic force feedback on real surgical instruments.
Indeed, the trainee feels like in an operating room with a realistic replication of the operative environment and the inherent stress conditions due to
simulation technologies.
This paper is available on the 1997 ITEC CD ROM. Order it from ITEC, Ltd. - Papers
INTRODUCTION OF A FULLY PORTABLE, BODY-MOUNTED
Karen Altieri
Advanced Computer Equipment, Ltd. has developed a “wearable” computer system for use by Walter Reed
Army Institute of Research. The system will be used to access medical information, to support remote primary care, and for remote diagnostic consultation.
The system consists of a small 4x4x3-inch chassis that houses the CPU, interface boards,
battery mount and a panel of standard I/O ports. The system comprises a 486SLC/50RS Mhz computer bus, 8
or 16 MB RAM, a 170 MB removable hard drive for a type III PCMCIA slot, a type II PCMCIA slot, voice actuation software and hardware, and a miniature
wrist-mounted keyboard.
This equipment is called System Six in the US and Manumax 2000 in the UK. The miniature VGA CRT is
mounted on a head band, or may be mounted on the wrist, and displays text, graphics or information relayed from the medical information system or from the
medical consultant.
The wearable computer system would interface with the medical information center via standard military
communications equipment, such as a SINCGARS radio, connected to the computer via the RS232 communications port. The addition of a miniature digital camera
would allow real-time images of the patient’s condition, or of the wound or injury, to be relayed to the diagnostician or radiologist as appropriate.
Information is critical to the formulation of almost every professional decision made in the field of
medicine today. Whatever medical endeavor is undertaken, the accuracy and speed of diagnostic information is critical. Much of this information is already
available via the infosphere. However, when the medical crisis occurs in an emergency situation outside the hospital environment, with few diagnostic tools
available, no patient records available, and the patient unable to provide critical details, the absence of an immediate data link available to the medical
attendant on the scene could make the difference between a full recovery or permanent injury for an injured or wounded combatant.
Such a wearable computer system would allow the military medical technician or a non-expert attendant
to perform diagnosis and treatment without the physical presence of a medical expert, but with access to the best medical information and expertise
available. The on-line telemedicine system would be worn by the medical care-giver. On-line communication capability would be activated by
voice commands, and a voice communication link would be established. Since all commands given to the computer would be verbal commands, the medical
attendant would have his/her hands free to continue medical treatment, In an actual medical emergency, the medical expert could lead him/her through viable
medical options to stabilize the patient or to provide appropriate patient care and treatment.
This paper is available on the 1997 ITEC CD ROM. Order it from ITEC, Ltd. - Papers
E. W. Berghout
C. Svendsen
I. W. Thomassen
The effectiveness of a technology-based training system greatly depends on its value to the owner
organisation. This paper describes the results of a research project into the decision structure of the evaluation process of technology-based training
systems which was carried out in the Royal Norwegian Navy. A comprehensive methodology was developed which evaluates technology-based training systems as
information systems. The evaluation method can reveal cost driving training objectives and makes sure that there is maintained focus on the strategic value
of the information system components.
This paper is available on the 1997 ITEC CD ROM. Order it from ITEC, Ltd. - Papers
Edmund P. O’Shaughnessy, Sea Systems Sector
Melanie J. Forster
The UK Ministry of Defence (MoD) has a long tradition of procuring a vast array of trainers for the
Royal Navy (RN). These trainers range from simple mock-ups of control panels to large, complex command team
trainers utilizing expensive operational equipment. The Defence Research & Evaluation Agency (an executive agency of the UK MoD) has provided both
research and consultancy support to the MoD on all aspects of training and trainers, from psychological factors of human performance to the definition of
technical specifications of trainer equipment. To ensure that the training needs of the Royal Navy are correctly
identified and met, the MoD is mandated to conduct a Training Needs Analysis (TNA) before procuring any training equipment of significant cost. To date it
has proven difficult, however, to transition the results of TNAs into technical specifications against which a competitive contract can be let. This paper
reports on the recent work of the authors in defining a method based on the corporate research programme on human performance in naval training to produce
technical specifications for trainers from the output of TNAs. This method has been used on a recent submarine command team trainer and is currently being
applied on the adaptation of two existing trainers to support the command team training aspects of weapon control. An analysis is presented of the current
TNA process adopted by the MoD for RN trainers with discussion on how the process can be applied and its difficulties overcome. The challenges of defining
the requirements of technical specifications of trainers are also covered along with a description of one means of structuring and presenting trainer
requirements.
This paper is available on the 1997 ITEC CD ROM. Order it from ITEC, Ltd. - Papers
Cdr. AE Mizen RN, Lt Cdr. N Talbot RN, Lt P Morris RN
The Integrated Logistic Support (ILS) process is a disciplined management approach, affecting both
customer and industry, aimed at optimizing equipment Life Cycle Costs. It is the main mechanism that affects the procurement of logistic support for new
equipment and upgrades to existing equipment. ILS includes elements that influence equipment design and determine support requirements. MOD policy decrees
that the ILS process be applied to all future equipment procurement in accordance with DEF STAN 00-60 - the UK standard for ILS.
ILS is a relatively new and still evolving process in the Royal Navy. The information required to
inform the procurement of training systems to support the operational equipment is the information required for a Training Needs Analysis (TNA) is part of
the ILS process. However, the experience of those involved in TNA and those using ILS is that deficiencies exist in the provision of training support through
current ILS practices. The MoD/Industry HFI/MANPRINT Liaison Working Group concluded that: “Greater integration of HFI, ILS, Training and Safety will reduce duplication and help focus on the human needs of the system development process with potential saving of time and money during development.
The ILS process considers training as a support element. It will therefore identify the procurement of
appropriate training systems to support the operational equipment, taking into account the personnel who require training and to what level. Within all three
Armed Forces TNA is a mandatory requirement when the expected cost of procuring new or adapted training equipment is greater than £50k. The Royal Navy (RN)
TNA process identifies all personnel whose working practices are affected by the new equipment, or changed requirement, together with the detailed lists of
their duties and tasks. An overview of the RN TNA process is at Annex A. It would therefore seem appropriate to consider how the TNA process may assist in
improving the specifications of training systems within the ILS process.
This paper is available on the 1997 ITEC CD ROM. Order it from ITEC, Ltd. - Papers
Dale Lotspeich
Michael D. Kasmarik
This paper presents an overview of a system design developed for the US Navy Battle Force Tactical
Training (BFTT) program by a joint team of Ph.D. NSWC, Eldyne, Inc. and RAC, Inc., of San Diego CA, Focus Learning Corporation of Pismo Beach, CA, and
Wunderlich-Malec Engineering of Minnetonka, MN. This design provides a means to integrate all Interactive Courseware (ICW), Interactive Electronic Technical
Manuals (IETM), and other required logistical support information into an electronic delivery system. The system
described utilizes Commercial Off-The-Shelf (COTS) hardware and software components to build the database and
communications capabilities for the system, and includes the following capabilities:
2. Overall configuration management control and reliability / obsolescence of program components.
3. A version control method for authoring of IETM and ICW content, and for distribution of the IETM and
ICW content runtime modules.
4. A repository system to make both IETM and ICW source level content objects and runtime content
object objects available to multiple locations.
5. A mechanism to connect to and retrieve information from various logistical support databases.
6. A network infrastructure to provide high performance network transport of all supported information
to shipboard and land based sites, on demand.
The COTS technology is comprised of several applications. The foundation application provides a method
to analyze and build a database of training requirements or objectives. Based on these requirements, training or performance support content is defined. This
content is linked in the database to the requirements or objectives, and therefore provides a means to identify and maintain content when objectives or
requirements change. In addition, linkages are provided to off-the-shelf ICW authoring packages, which in turn deliver actual IETM or ICW modules.
Finally, a client/server messaging technique, successfully demonstrated in the commercial marketplace,
is used to distribute and maintain version control of the IETM or ICW modules, and provides links to information from other logistical support databases.
Current efforts for BFTT are focusing on the first four of the capabilities described, which are configuration management and definition, and development of
IETM and ICW modules. Integration of the delivery technology will come at a later date.
This paper is available on the 1997 ITEC CD ROM. Order it from ITEC, Ltd. - Papers
Daniel Sheppard
Mary Sheppe
Identifying training requirements and managing changes in the training environment for major acquisitions are often difficult tasks
because they often involve sophisticated training technology and implementing the changes require coordinated support throughout the training support
community. Analyzing training requirements for a new system or platform early in the acquisition process is critical to efficient and effective planning.
This paper describes a systematic approach/ process for identifying training requirements for a new maritime vessel. This approach has been used in
identifying training requirements for a new United States Coast Guard (USCG) Polar Icebreaker.
This paper is available on the 1997 ITEC CD ROM. Order it from ITEC, Ltd. - Papers
SIMULATION & VIRTUAL REALITY TO SUPPORT THE DESIGN OF
Agostino G. Bruzzone
The paper proposes the application of virtual reality techniques within a harbour environment as a way
to guarantee safety during operations and to support layout definition activities. The paper presents a prototype developed for the integral modeling of a
large harbour used to simulate safety procedures. The prototype was implemented on low-cost platforms to
guarantee the most widespread use among all port services.
This paper is available on the 1997 ITEC CD ROM. Order it from ITEC, Ltd. - Papers
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DESIGN FOR A RECONFIGURABLE SIMULATOR
Dirk Schmidt
Wolfgang Bender
For the use in research, development and material acquisition process a reconfigurable crew compartment
development simulator is under development in the frame of a project funded by the German procurement office for defense material. If a simulator is
reconfigurable to different weapon systems, also control devices, display devices and indicators have to be modified. In practice indicators will no longer
be used in hardware but will be simulated by graphics presented on a screen. This paper describes a configuration software which allows to describe
(configure) various ground based weapon systems and to download the configuration to a reconfigurable simulator with emphasis on sensors (type, position) and
crew stations. The intuitive graphical user interface is described in detail. The configuration software defines
the link between the various control devices (e.g. buttons, control grips, pedals etc.) through functions (e.g.
accelerate, break, slew, point, shoot etc.) to display devices (e.g. periscope, monitor, speedometer etc.). Various indicators (cycle, linear, analog,
digital) can easily be created and combined to complex panels. The configuration software makes extensive use of object oriented design.
This paper is available on the 1997 ITEC CD ROM. Order it from ITEC, Ltd. - Papers
A DEPLOYABLE FLIGHT/GROUND RECONFIGURABLE SIMULATOR
William Garbacz
One of the trends in the world-wide military market is a move away from large, expensive, vehicle
unique simulators to simulators that are reconfigurable, low cost, and deployable. Lockheed Martin has responded to the market by developing the MARS 21, or Modular Advanced Reconfigurable
Simulator for the 21st Century. The MARS 21 design utilizes a unique
hardware and software approach that provides for an open, scaleable, reconfigurable system architecture for simulation applications. This paper addresses the
capabilities of the MARS 21, its hardware concept and components, and its
software concept and components.
This paper is available on the 1997 ITEC CD ROM. Order it from ITEC, Ltd. - Papers
PROVIDING UAV VIDEO AND TELEMETRY USING
DIS/HLA STEALTH TECHNOLOGY
Gary W. Hall and Ralph Whitney
As the size and complexity of Distributive Interactive Simulation (DIS) and High Level Architecture (HLA)
based exercises continue to increase, the inclusion of intelligence-based systems becomes apparent. One necessary component in modern warfare is the Command,
Control, Communications, Computers and Intelligence (C 4 I) system, like the Joint Surveillance and Target Attack Radar System (JSTARS) Common Ground
Station (CGS) sensor fusion system. A simulation of this type of system requires a variety of sensor inputs. Some of these sensor inputs are not available to other simulations in a DIS or HLA exercise because they require the
transmission of large amounts of imagery data in real-time. One example sensor input that is not available in a networked training environment, is the video
and telemetry information provided by an Unmanned Aerial Vehicle (UAV).
This paper describes a technique of reusing the Stealth technology existing in today’s DIS and HLA-based
exercises to provide UAV video and telemetry sensor information. The necessary video signals are provided by using an existing stealth to provide the
3-dimensional (3D) computer generated imagery of the battlefield. By tethering the stealth to either an existing man-in-the-loop simulation or a computer
generated simulation of an appropriate air vehicle, the video signal that would be generated by the real UAV is simulated. With the added ability of panning
the 3D viewpoint to simulate the UAV’s on-board camera movements, a more realistic simulation is achieved. Finally, by using the position of the tethered
viewpoint and camera’s field of view and orientation, the necessary telemetry data is provided as input to a C 4 I system.
Kevin S. Rees,
James Habersat and Brian Redman
Quinton Miller
The Laser Aim Scoring System (LASS) project represents a significant advancement in the quality of
HELLFIRE missile training for the AH-64 attack helicopter aircrews of the US Army. This paper describes the laser detection technology, system integration
challenges, program history, and future plans for the LASS. The need for LASS, the operation of the system, some design details, and the progress made to
date will also be discussed. The LASS detects, displays and records an AH-64 gunner’s laser designator spot aimed at a mock-up tank target during dry-fire HELLFIRE training. The LASS computer times the entire training engagement to verify that the laser spot was on target during the time required for a missile to travel down range. The LASS successfully detects potential target hits and misses caused by poor laser designation technique, improper boresight, and incorrect designator codes. LASS simulates a successful target hit by dropping the target board and firing off a small explosive device when a crew conducts a successful HELLFIRE engagement.
The LASS will never replace live HELLFIRE missile launches, but it can allow aircraft crews to conduct
realistic and effective dry-fire HELLFIRE engagements on a routine basis. The current effort to field LASS at
the 7th Army Training Command (7th ATC) in Grafenwoehr, Germany represents a major step forward in AH-64 HELLFIRE gunnery qualification. The 7th ATC is using
LASS to provide AH-64 crews stationed in Europe with the best quality HELLFIRE training available anywhere in the world.
This paper is available on the 1997 ITEC CD ROM. Order it from ITEC, Ltd. - Papers
SCENARIO TYPE AND MOTION EFFECTS ON MACHINE GUNNER TRAINING
Jeffrey Horey,Ronald Wolff, Edward Purvis
Simulation has become increasingly important for training marksmanship and other weapon delivery
skills. The effectiveness of simulation is influenced by a wide number of device and instructional features, and isolating the impact of each results in more
efficient use of resources and better trained personnel. This paper presents the results of a preliminary evaluation of a simulator for the M-2 .50 caliber
machine gun. Platform motion and scenario type (graphics vs. video) were investigated for their effects on machine gun training and within simulator transfer
using the Moving Weapons Platform System. Results indicate significant improvement in performance for all combinations of motion and scenario type groups,
and a potential differential motion impact on within simulator transfer depending on scenario pretraining type. Additional research is recommended to confirm
the trends observed in this evaluation.
This paper is available on the 1997 ITEC CD ROM. Order it from ITEC, Ltd. - Papers
SIMULATION OF COMBAT RADIO SYSTEMS IN EXERCISES
Alan Brill
Large scale exercises may comprise many hundreds of simulated vehicles and elements. Each vehicle may
contain its own intercom of, for example, two to twelve crew positions, with each crew position maybe requiring access to one or two open net radios and one
or two secure net radios. It is probable that many nets (frequencies) will be required in a large exercise. In addition to the voice radio communications,
field telephones, telephone exchanges, and data communication links are likely to be required.
This results in the need for a highly advanced complex communications solution to cater for all of
these needs. This complexity needs to be replicated within simulation and training environments.
This paper discusses the requirements for simulation of radio systems within large and small scale
exercises. The problems associated with instructor and trainer control and monitoring overlaid into the
simulated system are discussed, in addition to the system complexities outlined earlier.
The additional problems encountered are with radio systems in the field and which need realistic
simulation will be outlined. These include system re-configuration to correspond to exercise changes (including participant losses and battlefield condition
movements), signal fading, atmospheric noise introduction, and communication loss through movement and terrain
obscuration.
The effects of Electronic Warfare are considered, with introduction of white noise and re-transmission,
along with simulation of both the causes and their effects on the transmission paths.
The paper discusses all of the above and outline current and future solutions to the problems raised
with the simulation of radio communications in both small both and large scale combat exercise scenarios.
This paper is available on the 1997 ITEC CD ROM. Order it from ITEC, Ltd. - Papers
FROM ART TO SCIENCE: A KNOWLEDGE ENGINEERING APPROACH TO TASK ANALYSIS
Dr A.H. van der Hulst
Instructional systems design slowly evolves towards a science. These days, the discipline has its own
methodologies that outline phases in design and define intermediate results. In this paper it is argued that such support is necessary but not sufficient.
The discipline lacks methods and tools that support the activities to get to the intermediate results. In task analysis, for instance, novices have trouble
to work goal directed to obtain the information needed, to distinguish irrelevant from relevant information, to
properly handle ambiguity and inconsistencies, and to ensure completeness. A model based approach, as suggested in the discipline of knowledge engineering,
was proposed to help overcome these bottlenecks in task analysis. A field test with a model of team tasks indeed revealed that, when not used too rigidly,
the approach could yield a gain in efficiency and quality of the information obtained.
This paper is available on the 1997 ITEC CD ROM. Order it from ITEC, Ltd. - Papers
MODELING TEAM MEMBER ROLES TO FACILITATE
M.S. Barron & N.H. Evans
M. Stehouwer & H.G.M. Janssen
Modern systems rely to a large extent on technology. Individual training is generally focused on the
development of skills in using the technology with which the individual carries out his job. However, the character of teams is changing; increasingly,
modern technology is forcing groups of individuals to work together towards a common goal or objective on a more sophisticated level. Teams are highly
complex entities that exist for a purpose and perform only if the individuals who comprise the team are able to work effectively and efficiently together. If
the team is dysfunctional for any reason, the overall system within which the team operates will inevitably begin to fail.
The identification and execution of team training forms the foundation for ensuring acceptable team
performance. TNO & TME have developed a methodology which identifies teams and the behaviours exhibited by these teams during performance of team tasks.
Tasks are decomposed down to a level where clear roles can be assigned to team members. Additional categorisation of the interactions between team members
allows the construction of an accurate model specifying how the team must act to achieve the task objective.
This team performance model forms the basis for identification of suitable training objectives and
training programmes through identification of team training needs and also individual knowledge and skills required, by analysing both human-human and
human-technology interactions.
This paper is available on the 1997 ITEC CD ROM. Order it from ITEC, Ltd. - Papers
Hans Offerman
The NLR National Simulation Facility (NSF) is one of the few high quality research
full mission flight simulators intended to support both aircraft industry and operators for investigations with the full operational envelope of an
aircraft. The NSF has been and is used in a number of simulator experiments where a high degree of simulator fidelity is required in combination with the
need for easy reconfiguring for a specific aircraft type or conditions where the aircraft will be operated in.
Three simulator experiments performed in 1996 are described showing the various possibilities; a
handling qualities experiment for the SAAB JAS-39 Gripen, a Speech recognition study with the F-16 MLU and a simulator requirements study with an
Aermacchi MB-339C. Also, some lessons learned during the development of the NSF and the subsequent operational period, will be presented.
This paper is available on the 1997 ITEC CD ROM. Order it from ITEC, Ltd. - Papers
DEVELOPMENT OF A METHOD FOR EVALUATING
Richard J. Heintzman
With the USAF tactical forces now contemplating broader use of simulators, including both
air-to-surface and air-to-air multi-aircraft tactical combat training, the Training Systems Product Group of the
Aeronautical Systems Center determined that it was time to reexamine the need for force cueing on tactical combat simulators. SIMTEC, Incorporated of
Manassas, Virginia was tasked by contract to analyze the potential value of not only motion systems, but various other force cueing devices to enhance
fighter combat training in flight simulator devices and to define a method for pilot evaluation of currently available devices. The study included the full
range of force cueing devices from the high g sustained force cues (low frequency) to the audible range (high frequency). The study concluded that past
efforts to measure the effect of force cueing on transfer of training had been inclusive and that any future work to make such measurements would likely have
similar results. Therefore, a performance based evaluation was recommend that would measure the effect of force cueing on pilot’s performance and behavior.
The recommended evaluation approach was to use expert pilots to fly typical high task load combat missions in a high fidelity fighter simulator equipped with
representative force cueing devices and to solicit their comments though a structured interview process. At the same time, changes in the pilot’s behavior
and performance would be determined by measurement for various combinations of force cueing devices. An additional recommendation was that prior to a full
scale force cueing evaluation, an evaluation method be developed which delineated the criteria and procedures for an evaluation. SIMTEC further recommended
that a trial evaluation be conducted to refine and validate the force evaluation method. This paper discusses the initial study, the evaluation method and
preparation for the preliminary pilot evaluation to verify and refine the evaluation method.
This paper is available on the 1997 ITEC CD ROM. Order it from ITEC, Ltd. - Papers
EXPERIMENTAL STUDIES ON NATURAL MOTION IN VIRTUAL ENVIRONMENTS
Guido Hoelzemann
Under technical cooperation with the German Office for Defence Technology and Procurement, CCI is
performing an experimental study to investigate possibilities to include natural human locomotion in a virtual environment (VE). First results of the study,
coupled with the practical application "orientation on a ship" will be presented.
This paper is available on the 1997 ITEC CD ROM. Order it from ITEC, Ltd. - Papers
COMPUTER-GENERATED FORCES AS PART OF DISTRIBUTED
Norbert Fuss
The topic of this paper is to present the results of the EUCLID RTP 11.3 study with respect to the
requirements on computer-generated forces in a distributed air-warfare simulator and the description of approaches for their practical implementation.
This paper is available on the 1997 ITEC CD ROM. Order it from ITEC, Ltd. - Papers
A SOLUTION FOR MULTIPLE LEVELS OF DETAIL TERRAIN GENERATION
Dr. Sc. Felicia Ionescu
In this paper we consider the use of a triangulated network for terrain modeling into a polygonal
database for visual systems. An approach has been developed for realistic and efficient representation of the terrain surface, with multiple levels of detail
and smooth transition between them. The whole terrain of a scene is divided into a number of segments, each of them represented with multiple levels of
detail and boundary conditions for neighbour segments assure smooth transition between levels of detail.
ONLINE TERRAIN LEVEL OF DETAIL
Christophe Delépine
Aircraft and helicopter simulators have visual systems that use computer generated imagery to display
the terrain and ground features. Unfortunately, even with modern graphics supercomputers, a compromise between terrain fidelity and visibility range is
necessary when building the database.
This paper presents a unique solution to this problem. It is now possible to obtain a large visibility
range while keeping high detail in the foreground by triangulating the terrain on-the-fly with the “optimal” number of points with respect to the
viewing parameters. A smooth morphing avoids popping effects during level of detail transitions.
This paper is available on the 1997 ITEC CD ROM. Order it from ITEC, Ltd. - Papers
DYNAMICS MODEL VS VISUAL DATABASE INTERACTION
The paper presents solutions and the modeling approach intended to be used in order to meet operational
fidelity requirements for an under-development Romanian made tank driver simulator. Tank dynamics model is presented, as well as simulation requirements to
be meet for driver’s efficient training in a simulated rough/broken terrain. It is pointed out that interaction between tank dynamics model and visual
database seen by the driver is the most important problem to be solved in order to provide the required realism for the driver. In technical terms, this
operational need involves a deep coupling between the model and terrain visual database. Solutions intended to be applied for meeting this requirements are
presented.
This paper is available on the 1997 ITEC CD ROM. Order it from ITEC, Ltd. - Papers
GEOGRAPHICAL COORDINATES IN REAL TIME IMAGE GENERATION
Jean-Claude Chauvin
Most image generation systems exploit databases with metric coordinates. On the Earth, this is valid
only for a small size local world. For long range flight simulation, visual database coordinates must be managed by the visual system with geographical coordinates, as they are in navigation systems. We present a real time transformation which is
usable around the world, except for the pole caps. This transformation generates a local metric world around the Observer accounting for its position on the
Earth. It is done at no additional cost, with no error close to the Observer. Errors increase with the latitude but, for a range of twenty kilometers, they
are less than three milliradians at a latitude of sixty degrees, providing sufficient correlation with the
Head-Up Display. At higher range or latitude, corrections are proposed yielding an error on object’s location lower than one meter at one hundred
kilometers with an increase of only five percent in the computation equipment. Moreover, the natural curvature of the horizon when seen from high altitude is
automatically generated, and the actual shape of the Earth issued from a world geodetic system such as WGS84 can be taken into account in order to obtain
full compliance with navigation systems.
This paper is available on the 1997 ITEC CD ROM. Order it from ITEC, Ltd. - Papers
THE USE OF SYNTHETIC ENVIRONMENTS AND VISUALIZATION
David A. Dryer
Tim Carnahan
While synthetic environment and visualization training techniques are being investigated in many
applied research domains, the benefits of their use in engineering design training and analysis applications is largely unexplored. This paper discusses an
ongoing research initiative which is addressing this gap in the body of synthetic environment (SE) training research. This research is being conducted for
NASA by Dual, Incorporated, the University of Central Florida, and Clark-Atlanta University. An objective of this initiative is to apply synthetic
environment interaction and visualization techniques to train and conduct the engineering design process, focusing on finite element analysis (FEA).
Potential SE and visualization techniques being used to address FEA problems include; virtual guided interaction with FEA procedures and FEM results, and
better mapping of critical FEA information to SE multi-modal scene attributes (e.g. color, motion, and geometry), and more immersive, direct interaction with
FEA data. Characteristics related to learning styles and cybersickness are helping to define the framework of the immersed visualization system. Since this
SE research is in a largely unexplored domain, the correct mapping of SE techniques to FEA task problems has been based on relevant SE literature in other
domains. Analytic and experimental results are providing quantitative support for research conclusions.
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THE IMPACT OF LOW COST LCD PROJECTORS ON MULTICHANNEL DISPLAY SYSTEMS
G.Blackham
Traditionally, simulation display systems have used CRT projectors where faster shaping techniques have
been exploited to apply geometry corrections. Colour correction and edge blending techniques are also well proven on CRT projectors. Fixed-matrix projectors,
for example those based on LCD and DLP technology, now offer the prospect of low cost, low maintenance high brightness display systems. However, the lack of
image pre-distortion capability precludes application to most simulators due to the implied impact on Computer Image Generator cost and/or performance. A new
technique resolves the geometric problem, resenting the simulator designer with a new category of display to consider.
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THE AUSTRALIAN DEFENCE SIMULATION MASTER PLAN
Dr Peter Clark, Lt. Col.
Air Operations Division, Defence Science & Technology Organisation (DSTO),
The Australian Defence Simulation Master Plan aims to provide a comprehensive framework for the
planning, programming and budgeting of simulation Projects, programs and activities, and assigns further responsibilities and
actions. The immense breadth and scope of simulation usage in Defence, coupled to the relative immaturity of many segments of the larger Defence
simulation community and its technology, ensure that this first iteration is part of an evolving process. Over time, with the active participation and support
of the Defence simulation community, this Plan will mature to address all simulation issues which arise. The Australian Defence Simulation Master Plan will be
updated on a two-yearly basis.
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DISTRIBUTED INTERACTIVE SIMULATION FOR THE
Dr Peter Clark 1
and Dr Peter Ryan
Distributed Interactive Simulation (DIS) allows the interconnection and interaction of a number of
simulation and/or real devices. DIS defines an infrastructure to link simulations of various types at multiple
locations to create realistic, complex, virtual worlds. DIS exercises can support a mixture of virtual entities, live entities, and constructive entities.
Navy plans to exploit DIS to link their team trainers and later other trainers. These plans are discussed together with a map to further possible applications
of DIS for the Royal Australian Navy (RAN).
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AGGREGATE LEVEL
SIMULATION PROTOCOL (ALSP) ADAPTS TO HLA
Mary C. Fischer, PhD
.The Aggregate Level Simulation
Protocol (ALSP) research and development project responded to a call for automated interfaces between existing disparate Service simulations used to support
military training. ALSP developed a common, message-based protocol interface allowing aggregate level simulations representing distinct segments of a
battlefield to connect and provide a common environment to support military training exercises. ALSP
Infrastructure Software (AIS) provides time management, object management, and data management for the simulations operating in concert. Together these
disparate simulations and the AIS form an entity called the ALSP Joint Training Confederation (JTC).
Training of military commanders and their staffs is the only way to ensure readiness while streamlining
forces and reducing budgets. Resource savings result when simulations are used to support training. The JTC composed of USA, USAF, USN, USMC and Joint
simulations supports military training exercises at a cost less than that required for exercises supported by military personnel and equipment in the field.
However, costs associated with technical manpower are high relative to the current environment of "right" sizing budgets. Calls for streamlining the
costs related to military training exercises even further are constant. The Department of Defense (DoD) has taken
an initiative to reduce costs and ensure interoperability by developing a High Level Architecture (HLA) and an accompanying Run Time Infrastructure
(RTI) software. The ALSP project has begun to develop an adapter which will allow HLA/RTI interfaces to
the JTC. This paper will address JTC capabilities and planned adaptation to the HLA.
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UNIVERSAL ADVANCED DISTRIBUTED SIMULATION
(UADS):
Dutch and Elizabeth Guckenberger
The Third Wave Vision of “a wave of advancing integration” is fast becoming today’s reality for
the simulation and training communities. DIS and HLA can be viewed as “a wave of advancing integration” via external connections between simulators.
Applying the Third Wave Philosophies of asking new questions, in new directions, and questioning basic “Second Wave” assumptions inspired this
presentation of “a wave of advancing integration” internal to simulators. This paper presents concepts, designs and implementation details to decouple
simulator components via internal utilization of DIS and HLA. The innovative application of these distributed technologies as internal building blocks has far
reaching technical and economic advantages. The benefits include:
∑ Image Generator Independence (SGI, E&S, CompuScene, PC)
∑ Remote Control (Remote Use, Verification and Validation, Debugging, In situ After Action Review)
∑ Crew Station Intra-Communication (Pilot, Copilot, Navigator station communication and state
information via DIS and/or HLA)
∑ Integrated IOS (Exercise Layout, Simulation Management, Collect I/O and State Data for
Performance Measures, Exercise Record & Playback, 3D Stealth, Plan View Displays)
This paper attempts to conceptualize and identify the “Leading Edge” from Alvin Toffler’s book
“The Third Wave”, specifically in terms of his wave-front perspective excerpted below:
“To say the changes we face will be revolutionary, however, is not enough. Before we can
control or channel them we need a fresh way to identify and analyze them. Without this we are hopelessly
lost. One powerful new approach might be called social “wave-front”
analysis. It looks at history as a succession of rolling waves of change and asks where the
leading edge of each wave is carrying us.” This paper outlines Toffler’s wave-front analysis as applied to the simulator and training processes. Case studies of fielded and prototype systems are presented as illustrative examples as well as where the leading edge of the Third Wave is carrying the simulator and training communities
Toffler’s commentary on this paper efforts in the simulation field are included.
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COPING WITH CHANGING STANDARDS IN DIS AND HLA
Ron Klasky, Ralph Whitney, Gary Hall, Daryl Mair
Motorola
Space and Systems Technology Group
Advanced Distributed Simulation and Training Office
With the intent to ‘facilitate interoperability among simulations and promote reuse of simulations and
their components’, the Distributed Interactive Simulation (DIS) standard is transitioning into the new High Level Architecture (HLA) standard. Whenever
“standards” change, the implication of costly code changes is an immediate concern. One solution to this Evolving Standard concern
is to develop applications which can grow and evolve with an ever-changing standard. This paper describes an exercise management tool developed to be, for the
most part, protocol independent and, as such, would be exempt from the large amount of software needed to be re-written with the onset of HLA.
The exercise management tool developed loads at run-time and interprets user-defined ASCII object
databases. These object databases contain the structure of the simulation objects ( i.e., HLA objects or DIS entities), the inter-simulation state information
( i.e., HLA Object Attributes or DIS PDUs), or protocol data objects, and the algorithms ( i.e., simulation management functions), or control sequences, used
to send and receive this information on the network to manage an exercise. Information in these object databases can be specified through the use of a
graphical editor. The object databases are designed to change as the standard changes, without requiring the
skills of a programmer, but that of a technical agent ( i.e., a logical-thinking person with sufficient computer skills
to operate a graphical user interface). The object editor is a graphical environment which allows the technical agent to build the necessary simulation
objects, protocol data objects, and control sequences. Protocol independent applications represent one solution to ever-changing standards. The simulation
management tool described in this paper is appropriate for any networked simulation exercise, DIS/HLA compliant or not.
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C4I TO SIM INITIATIVE & COMMON OPERATIONAL MODELING,
PLANNING AND SIMULATION STRATEGY (COMPASS)
Daniel R. Donoghue, Commander, U.S. Navy,
Nicholas Nayfack, Senior Scientist,
This paper summarizes results-to-date on the Command, Control, Communications, Computers, Intelligence
(C4I) to Simulation (SIM) Initiative, which is sponsored by U.S. Department of Defense’s (DoD’s) Defense Modeling and Simulation Office (DMSO). The C4I to
SIM Initiative includes the Common Operational Modeling, Planning and Simulation Strategy (COMPASS).
Results from this C4I to SIM Initiative address progress-to-date to October 1996 from prototype
development toward operational fielding in DoD C4I systems of these COMPASS Distributive Collaborative Planning (DCP)/Modeling & Simulation (M&S)
services. As of October 1996, there are a total of 18 M&S and C4I systems, which include COMPASS DCP/M&S services. |
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Susan M. Harkrider
Mikel D. Petty
The High Level Architecture (HLA) is a simulation infrastructure designed to promote interoperability
between simulations. The Defense Modeling and Simulation Office (DMSO) commissioned several experimental applications of HLA in 1996 to test and refine HLA.
One of those experiments was conducted by the Platform Proto-Federation (PPF), a group of virtual real-time (i.e. DIS-type) simulations assembled to test HLA
in that domain. The PPF consisted of four member programs: BDS-D, BFTT, CCTT, and JTCTS. Each member program implemented an HLA federate that simulated one or
more combat entity objects and interoperated with the others via HLA. That interoperation was tested in an experimental scenario that included land, sea, and
air entities and a range of combat interactions. The PPF experiment showed that HLA provides the requisite functionality to support DIS-type distributed
simulation, and is a promising component of future simulation development, but the run-time performance of the prototype HLA implementation used for the PPF
experiment must be substantially improved.
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CONNECTION OF LIVE SIMULATION AND VIRTUAL SIMULATION
Erich Rauer
The link between Live and Virtual Simulation is normally realized by data transfer from Live Simulation
to Virtual Simulation. Vice versa, the visual representation of simulated objects in real vehicles was impossible until now. That means a substantial
restriction. IABG Lichtenau is looking for solutions for this problem since 1994.
The results of this efforts will be presented here as an example for a possible solution to the tactical
problem which arises when simulated units are able to locate and engage real vehicles in a duel situation but the latter are unable to "fight back"
as they cannot see virtual targets in real terrain.
The visibility problem can be solved by superimposing the virtual target directly onto the optical path
of the commander's optical devices, provided that there is a theoretical visual contact with the target and the target is within the field of vision.
Condition for the correct positioning of virtual targets in real sightsystems is a very precise dynamic measurement of position and direction in space of the
real vehicle and a common database of simulator and real vehicle. The connection of live simulation, a Leopard 2, and virtual simulation, a PC with simplified Leopard 2 data, is realized by the standardized PDU for DIS interface. To this end the Entity State PDU, the Fire PDU and the Detonation PDU are used.
To illustrate the solution a demonstrator was set up which will be described with regard to its
technology and its operational capabilities. |
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George J. Valentino, Stephan A. Lubbers, Stephen T. Thompson,
Latency. Measure it, account for it, and reduce it! Latency is relative. A 100 millisecond closed-loop
latency in a PITL (Person-In-The-Loop) tank system or simulator may be acceptable. A 300 millisecond to 5 second closed-loop latency to a CITL
(Commander-In-the-Loop) CI system or simulator may also be acceptable. Such latencies would not be acceptable to a simulated flight of four F-16s during a
training ingress to a hostile situation. The CADIS (Communications Architecture for Distributed Interactive Simulation) uses the OSI (Open Systems
Interconnection) reference model as a means to illustrate and specify acceptable latencies. The seven layers in this OSI reference model include the top-level
application layer, followed by the presentation, session, transport, network, and data link layers, with the physical layer at the bottom. For a tightly
coupled system (such as flight simulations), CADIS allows up to 100 milliseconds from the application-layer at one node, down the ISO-stack, across the
network to the next node, and up this node’s “stack” back to the second application layer. In addition, CADIS permits only 10 milliseconds for the
transfer of data either from an application layer to the physical (or physical layer to application layer). For two nodes, this “stack” time would be 20
milliseconds, maximum. This leaves just 80 milliseconds as the total allowable ‘intersystem’ latency. At SYSTRAN, we are working on latency reduction
techniques across two fronts: (1) by the architecture of the network and (2) through the use of multi-processor NIU (Network Interface Unit) techniques to
prevent the introduction of this latency in the first place. This paper will address these topics: (1) alternate network architectures that support
low-latency, distributed simulation; (2) specific replicated shared-memory devices that aid in implementing these architectures; (3) the use of a Windows
NT-based multiprocessor system for latency reduction within the network interface unit; and (4) related topics and devices.
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HUMAN IMMERSION INTO THE DIS BATTLEFIELD
Robert Anschuetz (Veda), Charlie Jones (Veda), Patrick Kelly (Veda),
Recent advances in human motion capture and head mounted display technologies, coupled with Distributed
Interactive Simulation (DIS) capabilities, now allow for the implementation of an untethered, fully-immersable, DIS-compliant, real-time Dismounted Soldier
Simulation (DSS) System. The untethered soldier, outfitted with a set of optical markers and a wireless helmet-mounted display, can move about freely within a
real-world motion capture area, while position and orientation data are gathered and sent onto a DIS network via tracking cameras and image processing
computers. The soldier’s interaction in the virtual environment includes the ability to move within the battlefield unencumbered by wires or other
peripheral devices, fire an M16A2 rifle, hear DIS battlefield audio, and communicate with other entities via a DIS radio simulator. Fully articulated human
motion rotations and translations are sent onto the DIS network using Entity State and Data PDUs. Along with position and orientation information, the
dismounted soldier’s discrete state is transmitted in the Entity State PDU appearance field so that all receiving entities know what
the virtual soldier is doing (i.e., running, walking, or crawling). Data PDUs are sent out with
the real-time motion information so that simulations interested in displaying an articulated human figure know how the figure is moving. The Data PDUs are 312
bytes in length and are sent out at a frequency of 1 to 30 per second. When the soldier pulls the trigger on the M16A2, a wireless signal is sent to the host
computer, which generates Fire and Detonation PDUs. Data has been captured and analyzed in the following areas: motion capture accuracy, transport delay, |
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FUND (The Fund)
Romana Wereszczak
This paper outlines and discusses:
1. What is an Industry Training Trust Fund?
2. The need for a legislated Training Trust Fund
3. The benefits and limitations to employers and employees accessing training provided by The Fund
4. Collection and distribution of The Fund monies.
The implications of a legislated fund are discussed in respect to the low training effort of the
Australian Road Transport Industry and the national training reforms of competency based training.
The implementation of a fund will impact positively on the community and government, by providing
nationally accredited training packages. The industry are concerned with the access and distribution of The Fund and the assurance of sector specific
availability of training programs. The industry is already heavily taxed in fuel and road taxes and a fund of this kind may not be supported by the Transport
Industry.
Collated data from a feasibility study undertaken for the viability and acceptance of such a Fund
identified three revenue collection areas:
1. the whole community;
2. the industry, and the preferred option;
3. the consumer.
The management of The Fund
would be carried out by a Board consisting of members, who represent industry sectors and the
employees. The Board will oversee the management and development of training infrastructure and provision. |
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Dr. Urban A. Thoeni
For highly sophisticated training systems (also called Intelligent Tutoring Systems (ITS)) such as
modern driving simulators, the general role and concepts of automatic trainee assessment have to be reconsidered.
The classical task of the simulator component called trainee assessment system was to collect and
process data in the training system such that the instructor was enabled to judge the driver’s actions by inspection. This means for example displaying the
vehicle speed and some information about the vehicle state, plus generating a log file of the driver’s vehicle handling for later inspection during
after-action debriefing. The main characteristics of such a system are that
∑ a human instructor must permanently be present
∑ the driver is given feedback during the ride orally by the instructor at most
∑ compiling the summary assessment is done by a person
Therefore, the functionality of this system was mainly an aid to the human instructor to fulfill his
task of judging the driver’s performance. An advanced trainee assessment system such as that of the new truck
driving simulator purchased by the Swiss army offers the instructors the same monitoring functionality as mentioned above. However, the main task of the
system is not to present driver information to the instructor but to perform the following tasks:
∑ asses the driver performance with regard to his respecting the traffic rules and the interaction
with other traffic participants
∑ give immediate feedback to the driver about his actions
∑ supply the automatic exercise control with the driver performance data for adaptation of the
training to the personal needs and deficiencies
∑ compile an unbiased exercise report and assessment In a driving simulator containing such an
automatic assessment system, instructors are freed from just supervising and correcting trainees and can concentrate on aiding trainees with special needs and
on optimising trainee courses. Additionally, the assessment system allows the unbiased judgment and comparison of driver performance.
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EXERCISE GENERATION AND AUTOMATIC
EVALUATION
ON A TRUCK TRAINING SIMULATOR
Alain Flipo
Jean-Pierre Liano
There is a growing interest in using real-time driving simulators for training.
In this field, a lot of development effort focuses on technology improvements to place the driver in a
simulated environment with a high level of realism at an affordable cost.
But the issue is training, and the greatest realism is useless if training efficiency doesn’t come
with it. This means precise training requirements at the beginning, and an efficient training tool at the end. Flexible exercise generation, automatic
guidance and evaluation, multiple driver training...
These are among the key training issues to combine with a high level of realism.
The simulation industry, professional truck training companies and a truck manufacturer have worked
together to offer such a combination in a truck training simulator. As one of the results of the Eureka-TRaCS Project, Thomson Training & Simulation has
developed an advanced exercise generation and automatic evaluation environment for truck training simulation.
The overall system includes an exercise creation and
modification tool, an instructor supervision station, a self instruction station, and a real-time training software.
This communication presents the capabilities and design of
such an environment. |
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Thierry Joubert,
Automotive driving simulators have been developed since 1987 at Renault, Direction de la Recherche (DR) for on-board safety system design, testing and ergonomics assessment [1] and [2].
Enhanced road description and corresponding vehicle dynamics were recently added to Renault’s driving
simulators [3], [4], [5] and [6] to achieve high fidelity vehicle behavior restitution for engineering design and
driver safety training.
Committed to road traffic safety, Renault has recently initiated the European Truck and Coach Simulator
(TRaCS) project. The goal of this project is the development of a truck training simulator prototype and
corresponding product definition design. Such a simulator will allow to enhance road safety through the training of truck drivers, especially in difficult or
dangerous driving conditions.
To assess vehicle dynamics software development and corresponding visual and motion rendering design,
Renault DR has installed the appropriate constitutive hardware and software elements on Renault Industrial Vehicles (VI) simulator which was developed
previously by Renault DR in cooperation with Renault VI, and used mainly for truck cabin ergonomics design assessment.
For reasons of product scalability, reliability and ease of integration, standard display system
solutions were studied and tested on this simulator. Results show that typical truck field of view characteristics
make front projection based display systems difficult to integrate with real driver cabs, without dramatic redesign. |
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Jim Scott
This paper examines the reasons why simulators and CBT are selected for training drivers on some
rail systems today. It looks in more detail at which factors are important in deciding the form, scope and complexity of the simulator, and how the
required features can be incorporated. The paper also considers what may lead to the decision to train certain systems and procedures using CBT, and assess
the effectiveness of this method. Requirements for the accommodation of simulators, and how they might become more widely used, conclude the paper. |
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Stevica Graovac, Robert Bencik
An audio/visual system is one of the most important parts of the train driving simulator (TDS). Its role
consists in making the impression of real driving, but in our particular concept, there is an additional role connected to the overall integrity of TDS. The
system implementation is based on three phases:
1) Data collection; 2) Session preparation and 3) On-line reproduction. |
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G.J.Wierda
The recent increase in demand for low cost ground based vehicle simulators (e.g. for trains and trucks)
necessitates a motion system that has a fraction of the cost of a motion system used for full flight simulators. Rather than discussing the issue of whether a
motion system is beneficial for training at all, this paper will focus on the cost-performance trade-off when the decision has already been made to spend
money on such a system.
To show the possibilities and limitations of a motion system in relation to its size and design, a brief
overview of the theory of motion cueing will be presented. To obtain a basis for the performance specifications, acceleration measurements of real vehicles
will be presented. To optimize the motion system design, the measured vehicle dynamics are mapped on the motion
system kinematics. By comparing measurement results of both 6-DOF synergistic and a specifically designed motion system, it will be shown that, given the size
of the motion system, the traditional 6-DOF is not optimal in terms of performance.
Infrastructure cost is an important factor in the total initial cost of a simulator. It will be shown
that the infrastructure cost of a synergistic 6-DOF system is high compared to other solutions mainly due to the ceiling height and floor loading. Operational
and infrastructure cost with respect to the motion system can be further minimized using electric actuator technology (i.e. less maintenance and no pump
room).
As a conclusion the paper will show that the natural tendency to scale down the size of a traditional 6-
DOF synergistic system, in order to scale down the cost, will scale down the performance to such an extent that realism is not possible. Better solutions are
available. |
|
Dr Michael Reakes
Mr Paul Clement
Mr Peter Lewis
This paper describes a mechanical systems training device which will form part of the Merlin Training
System; the Mechanical Systems Trainer (MST) will be used for the training of aircrew and maintainers for the Royal Navy’s Merlin Helicopters and will be
located at the Royal Naval Air Station at Culdrose, Cornwall, UK. The MST is a full-size physical representation of the cockpit, the top of the aircraft
fuselage, and the tail of the Merlin helicopter. The MST is designed to support first-line maintenance (and aircrew familiarisation) by demonstrating system
functionality, and allowing trainees to practice functional checks, fault isolation, physical removal and replacement procedures, and post-installation checks. The paper
describes the concept for the MST and the system architecture. The MST incorporates representations of the majority of aircraft systems. The MST cockpit
includes functional replicas of the Electronic Instrument System displays, and the Common Control Unit which interfaces to the Aircraft Management System. The
MST features an off-board Instructor Control Station which is used to set trainer conditions and to inject malfunctions. Typical training scenarios are
described which illustrate how the MST achieves the training objectives associated with scheduled and corrective maintenance. |
|
Marius Dupuis
In 1995, Eurocopter Deutschland started working on the design of the All-Weather-Rescue-Helicopter (AWRH).
It will enable pilots to conduct rescue flights under poor visibility conditions. In the frame of this work, a
new display concept is being developed, that provides the pilot not only with the standard primary flight and navigation information but also with a
perspective image containing radar, obstacle and navigational information. Especially this feature requires a validation of the display concept by means of simulation since the image generator system for the target helicopter is still under development and can not yet be used for evaluation and flight testing.
The simulation system consists of a generic helicopter cockpit mock-up and an out-of-cabin projection
system. The cockpit is equipped with a monitor which is integrated on the pilot’s side of the instrument console. On this monitor, information is shown in
the format 16:9 which will also be used for the display system of the target helicopter. The pilot is provided either with primary flight and navigation symbology or, alternatively, with a simulated radar image of the environment. The radar image can be superimposed with additional information like guidance information (tunnel-in-the-sky) and an obstacle warning.
This paper will give a general overview of the All-Weather
Rescue Helicopter simulation at Eurocopter as of October 1996, and it will describe in detail the concepts being applied for the simulation of the radar
display.
|
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MODULAR ROLL-ON
/ROLL-OFF DESIGN CONCEPT
OF A ROTORCRAFT SIMULATION CENTER
Klaus Niessen
The topic of this paper is to present a short overview on the idea of the modular helicopter simulator
concept and its implementation in the realization of 12 helicopter simulators for a simulation center of the German army aviation in Bückeburg.
|
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MISSION ANALYSIS: WHAT, WHY, AND HOW ?
Mr. Marcel P.W. Van Berlo and Dr. John C.G.M. van Rooij
Mission analysis is considered to be an essential first step in the analysis and specification of
training needs. It consists of an analysis and description of the behaviour at the system level, as distinguished from task analysis which deals with
behaviour at the level of the individual operator(s) that make the system. In this paper the rationale behind mission analysis is described and a procedure
for conducting mission analysis is outlined. The relation with task analysis is also discussed; including the issue of which stopping rule to adopt. The paper
concludes with a discussion of our experiences in applying mission analysis and our plans for further development.
|
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Dr. Amnon Gonen - GWG, Israel
The role of the OOTW (Operations Other than War), in the recent years, becomes more and more important
due to the terrorism expansion and disaster management requirements. Both the human terrorism and the ballistic Surface to Surface Missiles (SSM) cause an
increase in the awareness to OOTW operations. This paper is triggered by the necessity to train OOTW by means of
exercises and wargames.
The modeling of OOTW for training should include the main events that can occur during OOTW operations.
Moreover, the capability to react in the OOTW environment, analyzing of possible OOTW operations is the basics of the modeling aspects described in the paper.
In order to challenge the trainee function in real world situations, the modeling of OOTW is based on
different missions that could be accomplished in the OOTW scenario like handling demolished building, simulating the collateral damages, rescuing trapped
people and fight against fire. On the other hand, this modeling should treat demonstrators, refugees, civilians that becomes more aggressive etc.
The paper presents some modeling aspects of these areas, the dilemma into what depth should the model
dive? the main factors that should be included and some examples of modeling like rescue trapped people from a demolished building, and fire fighting. |
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J.W. Bala , B.K. Gogia, H., *Vafaie
Typically, mission scenario generation procedures require the enumeration of a complete and unambiguous
set of specifications describing scenario parameters (e.g., troop placements and behaviors, objects, paths, events, and timings). For some mission scenarios
that may account to the requirement of specifying thousands of objects. For example, current campaign level simulations may require specifications of millions
of objects to describe all entities at various levels of resolution. To generate optimal mission scenarios new methodologies are required. Genetic-Based Scenario Generation approach automatically induces mission scenarios genetically generating their elements (positions, paths, timings, etc.) and optimizing them based on their proximity to a predefined mission class (i.e., user defined mission requirements). The genetic search optimization methodology is utilized in this process. The power of a genetic approach, as applied to mission scenario generation, lies in its ability to exploit in a highly efficient manner information about a large number of individual missions.
By allocating more reproductive occurrences to above average missions, the overall effect is to increase
the population's average performance (i.e., the average performance of all missions). New individual missions are created primarily using two genetic
recombination operators known as crossover and mutation. Crossover operates by selecting a random location in the genetic representation of the parent
missions (crossover point) and concatenating the initial segment of one parent with the final segment of the other parent to create a new child mission. A
second child mission is simultaneously generated using the remaining segments of the two parent mission. An experimental illustration of the approach is
presented. |
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Col. F. Lötscher
To ensure that commanders and staff are able to successfully operate in today's highly complex battlefield, it is necessary to apply state-of-the-art training technologies. In addition , environment al and financial constraints increasingly prevent commanders and staff from practicing challenging leadership situations in real time maneuvers. Taking these facts into consideration, the Swiss Army has decided to use The Combat Simulator 95, the most up-to-date advanced simulator available, to train its commanders and staff ; providing a near realistic simulation of the modern battlefield. |
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Johan Jenvald
Magnus Morin
Force-on-force battle training is an established means of preparing military units for missions in
crises and at war. To achieve realism in battle training, it is important that all major factors of the real battlefield are present in the training
situation. Technical systems supporting force-on-force battle training typically focus on two issues: to provide a realistic, but non-lethal, battlefield and
to perform data collection as a basis for after-action review. So far, these aspects of battle-training support systems have attracted significant interest,
but considerably less attention has been paid to how the multitude of information generated during battle training is actually used.
In this paper, we explore how force-on-force battle
training can provide valuable information in a number of contexts other than traditional after-action reviews. Accurate simulation and data collection during
the training, together with careful filtering and analysis afterwards, increase our knowledge about the participating units’ abilities and shortcomings.
Already at this stage, the knowledge is applicable for adaptation and development of tactics and equipment. Further refinement of the information forms a
foundation for manual and automated modeling of DIS objects and command-post training.
For each of these cases, we investigate the requirements imposed on the simulation and data collection
functions employed in the battle-training support system. As a reference system, we use the MIND system, which is an integrated simulation and data collection
system for battle training with company-sized units. |
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Eckhard Wichmann
With the "Gefechtsübungszentrum Heer" (GÜZ), an army combat training centre (CTC), the
German Army steps into a new dimension of training. Recently, the Funktionsmuster, a prototype, has been delivered
to the customer, the German Office for Military Technology and Procurement. In this programme Dornier is responsible for development, procurement and
integration of the battlefield equipment including the communications.
The success of training is strongly correlated to the grade of reality, the possibility of interaction,
monitoring and control, the objective judgment and the intensive evaluation and debriefing of an exercise. The grade of reality at the German Army CTC will be
reflected to each participant (player) to both personnel and
vehicles – by simulation of weapon deployment and weapon effects, by specific sensors and software, and by an extensive data exchange between each player
and the exercise control centre. For the evaluation and debriefing of every exercise, which includes video images too, it is necessary that communication
covers the whole training area and that all relevant data will be transmitted on-line to the communication centre for processing and recording. This includes
total tactical communication as well.
Therefore communication is the backbone of the CTC. |
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By Gunnar Fahlgren
This paper explains Complacency as a gradual change in attitudes caused by bad leadership or management.
It will also give an answer to the question “How can Complacency be avoided?”
The Complacency which we are now talking about is a Human Factors issue of great importance to safety.
So to fully understand what it’s all about, I here suggest four different varieties of Complacency, which are especially dangerous in a cockpit, on the
bridge, in a control room or an operating-room and in our social life.
|
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BRITISH AIRWAYS & BOEING
COMBINE CABIN CREW TRAINING
Anna Damski
When an airplane manufacturer builds new aircraft, they must pass many stringent tests as part of the
airworthiness certification procedure. Some 30 years ago, the Full Scale Evacuation Demonstration was introduced as part of that certification process. The main
parameters of the demonstration are that the participating cabin crew should be able to evacuate all of the passengers through only half the available exits
in under 90 seconds. Boeing themselves choose to use crew who have not flown on that aircraft type and the only training given to them prior to the
demonstration is a standard type conversion course.
Boeing developed and trained the evacuation procedures to be used by the cabin crew participating in the
evacuation demonstrations. These procedures were used in all model airplane evacuation demonstrations, and included specific passenger management duties, such
as crew at an unusable exit proceeding into the passenger cabin, establishing a division line at a specific location, and actively directing passengers
forward and aft of the division line. These procedures were used very successfully in evacuation demonstrations, and at the time, was anticipated by Boeing to
be used as a guideline in operators developing their own evacuation procedures.
In early 1995, Boeing was preparing to conduct an evacuation demonstration on the new 777-200. At this
time, the regulatory agencies stated that the manufacturers' procedures must reflect those used by the industry. Therefore, the evacuation procedures used for
training the cabin crew participating in the 777-200 evacuation demonstration were modified to reflect evacuation procedures used by the industry.
The 777-200 evacuation demonstration with 420 passengers and 9 crew was successful. However, during
analysis of the video taken during the evacuation demonstration, a number of areas for improvement were identified.
Operable exits were doors 1, 2 & 3 right and door 4 left. The initiation of passenger flow at the
usable exits was slow; some of the crew did not exhibit assertive actions and had little impact on the rate that the passengers evacuated the aircraft; cabin
crew were not staying in their assist space beside the door and as a result, dual lane flow of passengers out of some of the exits was interrupted or reduced;
the door 1 exit dried up for 28 seconds while numerous passengers waited to exit out of door 2. The monitoring of adjacent exits and the cabin by the cabin
crew was inconsistent, and overall evacuation performance was adversely affected.
Boeing's Flight Training Department identified 5 training items which they believed should be emphasized
in an airline's training programmes. A video titled "Evacuation Techniques" was produced which shows examples of those 5 emphasis training items.
They are:
Assertiveness
Assertive cabin crew can accelerate passenger movement to, and through an exit. Crew must be forceful in
their use of commands. If necessary, they must use physical force to get passengers out of the aircraft.
Dedicated Assist Space
All exits are designed to have a dedicated assist space either forward and/or aft of the door. Cabin
crew must grasp the exit assist handles and position themselves correctly in the assist spaces. They must not allow themselves to be pushed out the exit, and
must not interfere with evacuating passengers.
Role of Cabin Crew at an Unusable Exit
If an exit is unusable, cabin crew must block the door and redirect passengers to the nearest usable
exit. Crew at an unusable exit must also remain aware of evacuation progress in adjacent cabin areas and at other usable exits and direct (or redirect)
passengers as necessary to maintain equal flow to each exit. If passenger flow ceases at a usable exit nearby, cabin crew must take all action necessary to
gain the attention of crew at adjacent exits to redirect additional passengers toward the usable exit.
Dried Up Exit
A dried up exit is a usable exit at which there are no evacuating passengers. During an evacuation it is
necessary to maintain a balanced flow of passengers to all usable exits, minimising total evacuation time. If an exit dries up, and conditions permit, cabin
crew must do everything possible to attract passengers to the dried up exit.
Exit By-Pass (redirection)
Exit by-pass, or redirection, means sending passengers from a usable exit to an adjacent usable exit.
Exit by-pass is used to maintain balanced passenger flow to all usable exits. In mixed class aircraft interiors, passenger densities in the forward zone of
the cabin are lower than in the middle and aft zones. Use of exit by-pass to maintain passenger flow at the forward doors becomes even more important in these
aircraft.
In 1996, Boeing conducted 3 Full Scale Evacuation Demonstrations, one on the 767-200 with 351 passengers
and eight crew, and two on the 777-200, with 400 passengers and 8 crew and 440 passengers and 9 crew respectively.
Although the first of the 777 demonstrations was with 20 passengers less than the original 777
evacuation demonstration, it was required because there was a significant increase in the number of passengers in zones B and C. Also, the demonstration was
to be run with one less crew member, bringing the number down to 8 - i.e. the minimum crew compliment per regulations.
After a meeting with the Seattle FAA office, it was agreed that Boeing would work with the participating
airlines - Brittania for the 767 and British Airways for the 777 - to present the 5 emphasis items for possible incorporation into their training programmes.
A team from Boeing met with representatives from the Safety and Emergency Procedures (SEP) departments
of both airlines. During those meetings, the 5 emphasised training items and the video were discussed, having been greeted with interest and enthusiasm.
Exactly how the items would be introduced into their SEP training was left to the airlines themselves.
At British Airways, following the meeting with the Boeing team, the Evacuation Techniques video was
shown to all the SEP instructors and received an enthusiastic response. It was generally felt that whilst many of the emphasis points were already a part of
BA’s SEP training, the video would help to provide a more formal, structured approach to evacuation training particularly as it placed as much importance in
crowd control and flow management within the cabin as it did on effective emergency door operating procedures.
The 777 type conversion course was adjusted to include the emphasis items as a stand-alone session.
In order to help cabin crew to remember the 5 items, the mnemonic ‘DARED’ was used (see Appendix
1):- D = Dedicated Assist Space
A = Assertiveness
R = Redirecting at unusable exits
E = Exit By-Pass
D = Dried-Up Exits
The session involved video clips from the original evacuation, task sheets designed to encourage
crew to come up with the emphasis items on their own and finally Boeing’s Evacuation Techniques video.
Following approval from the Civil Aviation Authority (CAA), this extra session was run with
seasoned crew on a number of 777 conversion courses prior to the evacuation demonstration and was met with approval by the crew. The redesigned course
was also approved by the Federal Aviation Administration (FAA) for the purposes of the Evacuation Demonstration.
At Boeing, a letter went out to all staff requesting volunteers to be passengers for the demonstrations.
Meanwhile, at BA notices went up in all the Fleet Offices at the crew check-in centre requesting non-777 trained crew to volunteer. The FAA requirement was
for a balance of male and female crew, rank and experience, with a pool large enough from which they could make a good selection.
The logistical task of pulling 30 crew off the roster for 11 days (including minimum time off following
their return), training them, transporting them to Seattle and arranging accommodation across two hotels, was split between various management at Boeing and
BA. To ensure everyone was kept in the loop about the progress of the plans, initially daily and then twice-weekly international conference calls were made,
linking up all relevant staff from the two organisations.
This meant that any questions which arose could be answered immediately or investigated, ensuring that
the path towards completion was relatively smooth.
One of the interesting factors was the requirement for two hotels. The second hotel would be needed by
the crew following their participation in the first evacuation. The FAA required that those crew remain sterile to ensure that the remaining crew would be
given no indication of what to expect. In a small city like Seattle, this scenario had the amusing consequence of crew inevitably catching sight of one
another. This prompted them to employ various avoidance manoeuvres ranging from crossing the street to abruptly leaving a restaurant they had just entered
when spying others already at a table.
The crew volunteer list was well over-subscribed and a final group of 30 were selected. The crew
reported in two groups for training on Friday 12 April at BA’s Cranebank Training Centre for the 777 type conversion course, which included observers
from both the FAA and CAA. The following day they were flown to Seattle and given three days to acclimatise.
Those crew who were selected for the first evacuation demonstration were informed via a phone-call to
their rooms at 06:00 and then transported to Everett. There, they were briefed and escorted onto the aircraft using a means which would ensure they would be
unable to tell which exits were to be used.
Following the evacuation, the crew attended a post-evacuation demonstration briefing organised by the
FAA. Various officials, observers and other interested parties were also in attendance. During that time, each crew member was required to give a statement of
their actions during the evacuation and answer any questions either the FAA or CAA officials had.
Like Brittania’s 767-200 evacuation demonstration the previous week, both 777-200 demonstrations were
very successful, with the results clearly indicating that cabin crew trained on the 5 emphasis training items greatly improve evacuation results. In all three
demonstrations, assertive actions and commands from the cabin crew were observed; crew remained in the assist space, which lead to improved dual lane flow out
the exits; they continually monitored conditions in the aircraft; communication with the other cabin crew was good; and excellent balanced flow out of the
exits was achieved. The chart below shows the positive impact that the emphasis items can have on an evacuation. Evacuation Times in Seconds per Door Typical
times corrected for anomalies
Door 1 Door 2 Door 3 Door 4
1995 56* 86 88 88
1996 75 69 73 73
1996 76 73 76 76
1996 79 76 75 75
∑ * Time excludes 28 second dry-up at door 1.
At the end of the debrief following the final evacuation demonstration, Lionel Virr from the Joint
Aviation Authorities (JAA) stated: “I think there are lessons to be learned. I think the success of the evacuation was largely dependent on the improved,
enhanced crew procedures...” Since then, the CAA have required that British Airways train all its current and future ab initio crew on the emphasis items.
‘DARED’ is now featured on all recurrent and type conversion training since October 1 and the session is now included in BA’s New Entrant Basic training
course.
Since the 3 evacuation demonstrations, the Evacuation Techniques video has been revised to include video
from the three 1996 Full Scale Evacuation Demonstrations. Each aircraft model’s Flight Attendant Training Manual and Flight Attendant Training course has
Boeing has advised all of their customers of the 5 emphasised training items and the availability of the
Evacuation Techniques video. These three evacuation demonstrations highlight the importance of good training. The
five emphasis items provide cabin crew with a clear strategy to deal with evacuations, where as much importance is placed on the role of non-door crew in
controlling and balancing the flow of passengers towards exits as on the crew responsible for doors and the correct emergency door operating procedures. The
significant reduction in evacuation times in these demonstrations is the result of a more coordinated approach to evacuation techniques, which, in a real and
catastrophic situation, could save lives. |
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Joey M. Anca Jr.
For more than two decades, CRM has been in place--a byword in the airline industry. As there are
thousands of airlines in the world, so will there be thousands of types of CRM. Though CRM has originated in the West, much of the its espoused attitudes and
prescribed behaviors have long been in existence and in practice in the ancient cultures of the Orient. In an attempt to investigate, this paper shall highlight attitude surveys conducted by the NASA/University of Texas/FAA and Philippine Airlines; discuss a year-long evaluation of crew performance in CRM/LOFT from an Asian viewpoint; and, link these present findings with the wealth of the socio-cultural history in Asia.
Hopefully, the paper will provide guidance to consultants, researchers, management, key operations
personnel, manufacturers and regulators on how to deal with and manage collaborations with Asian airlines on the subject of CRM and Human Factors. Perhaps,
the most important aspect of the paper is that in the background of the discussions, it will provide the airline professional an experience of discovering a
diary of Oriental culture--how and why it works. |
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Owen Wynn
The paper will discuss the issues associated with providing a Display System that is compliant with
Level D (and all lower levels) of the FAA advisory circular AC 120-63 for Helicopter Simulator qualification. One of the key issues of this requirement is the
need for a full 60 degree Vertical Field of View from a collimated display system. Until recently this has not been possible but this paper describes a new
PANORAMA system which meets the requirements in full. |
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Dipl. Eng. Ciprian Bucur, Dr.Sc. Felicia Ionescu
The paper presents a debriefing software for the post-flight analysis intended for both technical
personnel, to process recorded data, and pilots, for training and flight event analysis. Supplementary this software offers a lot of data to be organized in
statistical databases, so that various trend analysis to be performed (fuel consumption, engine wear, flight resource situation
and maintenance planning). Pilots’ activity during flight, piloting customs, their more frequently done mistakes and other aspects regarding airplane
piloting manner can be analyzed in order to provide the airline managers with data both for airline efficiency assessment and flight training orientation.
Besides, this software offers tools for flight recorded data recovery and analysis. |
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Dr Michael Reakes
Mr Gordon Haines
This paper describes the concept of a mobile rig for helicopter crash/rescue training which can be used
on off-shore oil rigs and other training establishments. The training rig is designed to improve the preparedness and on-the-job training of those who may
render immediate aid after a major helicopter incident: i.e. helideck landing officers, helideck crews, fire fighters, rescue crews and paramedics. Following
the disastrous fire aboard the Piper Alpha platform, both the Cullen report and the Health and Safety Commission recommended that critical staff (including
helideck crews) should receive appropriate safety training and be regularly assessed for competency. Due to the restrictions of naked lights on oil rigs, and
the unavailability of suitable training rigs, on-job fire fighting and rescue training is currently limited and un-representative - at most, a waste skip or
container is sprayed with foam. The mobile training rig is designed to improve this situation. It represents the body of a medium lift helicopter (like that
used for North Sea oil operations), and can be configured to adopt various orientations resulting from a crash landing. The cockpit includes the controls
which crews normally check in an emergency: throttles, fuel cut-off switches, battery master switch, fuel pump switches, and fire extinguishers. The cabin
incorporates seats with functional seatbelts, which can be occupied by volunteer casualties or dummies. The normal and emergency access/egress |
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Peter Pfister
Monty Suffern
Degree training for pilots has been available in Australia for almost a decade, and some seven
Universities have developed a range of undergraduate courses in this area. The graduates from these degrees are becoming well recognised within the aviation
industry in the region. Many graduates now have the necessary hours of experience to complement their intensive education, and are gaining employment within
the major airlines in Australia and overseas. Within the framework of the specialisation of aviation, an undergraduate degree must, of necessity, provide a
fairly broad base of educational topics to ensure the students have an appropriate balance of theoretical knowledge to supplement their practical flying
training. For those who have an interest and an inclination to further their education at the postgraduate level, more specialist opportunities are required
to provide an avenue for additional study. This paper discusses how two of the Universities in Australia which offer Aviation degrees have begun to provide
for this need by describing two quite diverse options available for further education. |
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Ernest Folz
A new model for the education of airline pilots in cooperation with Lufthansa Pilot School and
Hochschule Bremen. During the past 2 years the two partners developed an education program which leads a pilot student within 8 semesters (4 years) to a
graduation as an engineer for aeronautical systems and management. The final examination of this course includes the diploma of the Hochschule Bremen and the
German licences which are needed to start as a copilot on an airliner.
|
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MULTIPLAY LINKS
TO ATC SIMULATION
Peter Anthony Pennie
A Multi-play link to ATC Simulation.
Each ATC simulation running on a different machine, but all of them participating in the same virtual world. |
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CONTROLLER SELECTION AND TRAINING IN P.
R. CHINA
Wu Jing Kui
In this paper, the authors introduced the Chinese ATC
system, and talked about the controller training and selection procedure, and the applications of new CBT, AI technology in training also have been discussed. |
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Thomas R. Dittmann The Federal Republic of Germany pilots are required to have a radiotelephone op-operators certificate to be permitted to perform the radiotelephone and radio navigation services on board of a German aircraft. Therefore three different certificates were established. The Restricted Flight Radiotelephone operators Certificate II (BZF II) authorises the holder to perform the radiotelephone and radio navigation services of a German air-craft on VFR fights using the German language only. It is restricted to the territory of the Federal republic of Germany. The Restricted Flight Radiotelephone Op-operators Certificate I (BZF I) authorises the holder to perform the radiotelephone and radio navigation services of a German air-craft on VFR fights. The General Flight Radiotelephone Operator’s Certificate (AZF) authorises the holder to perform the radiotelephone and radio navigation services of a German aircraft. The past .The reasons why we started thinking about a computer program dealing with radio communication are as follows:
1) It is very time consuming teach basic things like the contents of a position report or the contents
of the report after the initial contact including the correct sequence of the required elements. Usually we spent
the first two radiotelephony lessons of a total of seven correcting mistakes and explaining again and again the above mentioned reports and other basics.
2) In contrary to a regular lesson (90 minutes) where 1 teacher talks to up to 34 students at the same
time in a radio telephone lesson (90 minutes) 1 teacher talks only to 6 students at a time. This means that for a
course with 34 students one radio telephone lesson requires 6 teachers. To prepare the students for the
radiotelephony examination we usually used 7 lessons. The present Our computer program „Communication
Procedures VFR“ covers the subjects required for the English part of the BZF I ac-cording
to German regulations. Further up-dates will also include the German part and IFR.
Well before we start with the first radio telephone lesson the students are instructed to work through the
program to learn all the basic things like the pronunciation of figures, the ICAO alphabet, standard words and phrases, listening to and interpreting the ATIS
and they learn all the reports which are required at specific positions on the ground and in the air. We reduced
the amount of training lessons from seven to fife saving time and teacher lessons.Voice recording ...From the
beginning on it was clear that Audio had to be included in a program dealing with communication. I was neither
satisfied by just including Audio to comment what is going on in the program nor by just playing back Audio files
with the different pilot and controller reports and messages. I always had some kind of Roleplay“ in mind where the students do not just listen but also record their own voice. Finally we found a way to include a Roleplay in the program which enables the student to take the place of the
pilot in a conversation with the controller whenever it is his turn to say something. If he is uncertain what to
say he can first listen to a pre-recorded dialogue including the controller and pilot reports and messages. After
he finished his recording he can listen to the Roleplay which now includes the pre-recorded controller messages
and his recording replacing the pre-recorded pilot reports. The computers we use are equipped with built in microphone just like the ones which are used in
airplanes.
What the program can do ; The program is able to teach
basics like the pronunciation of figures, the ICAO alphabet, contents and interpretation of the ATIS, standard
words and phrases, and the con-tents and sequence of reports which are required at specific locations. It is also able to get the students
used to the microphone and therewith help them to reduce the fear of talking on a frequency. Our computer
rooms are available 24 hours a day so the students can work on the program as long as they want and as much as they want which is very helpful for those who
need more time to learn and understand things.
What the program cannot do; The program is not able to
replace all of the radio telephone lessons, it will never be able to replace a human teacher, and it was never designed to do so. |
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Capt. Majid A. Kabbani
The main purpose of this paper is to discuss issues that find their way into the operating environment
but are never fully discussed. It begins with current and future trends in cockpit and air traffic controller station designs in terms of limits. It discusses
the effects of limits on each position separately and then as a combined system.
Limits will be discussed from two separate driving forces. The first force is the effective use of
technology that expands limits in a safe, meaningful and economic way.
The second force is technology - either not living up to its advertised standards and expectations
or is living up to its unadvertised adverse effects.
Discussion also includes divergent trends between ATC systems and modern glass cockpit capabilities. It
examines glass cockpit information and features that can exceed the capability of human operators during critical phases of flight. It raises questions
concerning multi-culture cockpits operating with high-tech equipment in increasingly congested airspace.
ROLE - The role of the pilot is discussed in terms of operating, navigating and communicating. The
impact of data link, ACARS and automated ATC systems are discussed from the perspective of blurred pilots roles and the evolution of these roles from the
primary focal point in the cockpit to a more periphery one. RESPONSIBILITY - Includes concepts of changed and increasingly shared responsibilities within the cockpit and between the cockpit and ATC. The increased responsibility of pilots as monitors, also asks ways to increase and maintain monitoring skills.
PERFORMANCE - Discusses the ideal pilot/glass cockpit interface in aircraft whose total system design
moves pilots towards the periphery of cockpit operations. Thought provoking discussion areas include:
How do we evolve the pilot into an increased monitoring role without losing performance?
Is this the time to re-think effects of technology?
How to interface humans into this new system so that technology serves man?
How is this done in an era of increased economic restraints and global deregulation?
TRAINING - Explores the need for revised training techniques due to the decreased traditional pool of
pilots and an increase of ‘Ab Initio” pilot candidates. Includes the effects of culture on the learning process and the need for human factor glass
cockpit training. Finally, an emerging “situational training” need is apparent to connect the “virtual reality” factors of glass cockpits to the real
world of time, space, obstacles and dangers. |
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Birgit Bubelach After an unrestricted exploitation of natural resources man’s attitude now changes. Today it’s common sense that nature must be protected. On the other hand a fast and reliable transport system for people, goods and information is fundamental to maintain our quality of life in the Industrial Society. Nevertheless these transport systems emit noise and exhaust gases. Since 1993 Lufthansa German Airlines Pilots School supplies a special seminar named „Air Traffic and the Environment“ which is an integrated part of the pilots’ training at Lufthansa. The task of this seminar is to give the pilot the basic technical and legal knowledge of aircraft’s pollution while being on ground, noise problem, emission and the impact on the atmosphere.
These subjects are analyzed by looking at the cause, describing the consequence and discussing political
and technical counter-measures. We look at the environmental problems associated with the civil commercial air
traffic system and not at those associated with general aviation, search and rescue service and military aviation, although the latter may be more serious for
some people.
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PILOT TRAINING IN THE CZECH REPUBLIC
L. Smrcek 1
[Editor's note: This paper was prepared from material provided by the authors.]
The Aeronautical industry, manufacturing and operation of the former Czechoslovakia started its
development shortly after the end of the First World War, when the new independent
Czechoslovakia was founded. It gradually became one of the leading industries of the country and sport aircraft
in particular were well known all around the world before and after the Second World War.
The industry was influenced by several negative factors at the end of the eighties. The collapse of the
eastern European market, the world recession in air transport and a consequent reduction in output of aircraft
were signs of the deep crisis. The internal development of Czechoslovakia led to the dividing of the state into two smaller countries, the Czech Republic and Slovakia. This had, however, only a minor adverse impact on the aeronautical industry because its major activities were situated in Bohemia and Moravia, the two main regions of the Czech Republic. The only notable exception to this is the area of approved professional pilot training which traditionally was based in Slovakia.
Conversely, the removal of trade barriers between Eastern and Western Europe and the division of the
country offered new opportunities to the industry. Also the creation of market economies in Eastern European countries, in general, has generated a
revitalized aviation industry.
This paper describes the current situation in terms of aircraft operation and pilots training in both
the Czech and Slovak republics and the development of an International Ground School for Pilots (IGSP) in the technical University of Brno, Czech Republic.
1 Ing. L. Smrcek,
M.R.Ac.S.,C.ENG., M.A.I.A.A., Senior Lecturer, Dept. Of
Aerospace Engineering, University of Glasgow, Scotland, UK
2 Doc. Ing. A. Pistek, Director,
Institute of Aerospace Engineering, VUT Brno, Czech Republic
3 Mr. G.P. Austin, OPA
Consultancy Services, Scotland, UK |
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John Bent
This paper sets out to balance the extremes of perception within the man-machine debate, as a direct
result of recent experience. Cathay Pacific Airways (CPA) is still engaged in the fastest, most complex new aircraft introduction in its history. To this date
(late 1996), CPA has introduced into service seven A340 and ten A330s in twenty four months. To this, have been added the first of four of many B777s, now in
commercial service. At the start of the A340/A330 introduction, one new aircraft was introduced every month. There are therefore some useful practical lessons
which emerge from this experience.
The paper outlines the training-related lessons learnt from a strongly practical and current
perspective. This perspective includes broad feedback from the more experienced of the 310 A340 or A330
type rated pilots at CPA, 148 of whom are flying both of these Airbus fly-by-wire types.
The conclusions presented identify the need for continued cooperation between designers and pilots, more
responsive and appropriate rule making from regulators, and the paramount importance of appropriate training for new
technology . The practical experience from CPA negates many modern industry “myths” regarding new technology jet transports.
This paper is available on the 1997 ITEC CD ROM. Order it from
ITEC, Ltd. - Papers
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