Helmet-mounted display (HMD) designs have faced persistent
head-supported mass and center of mass (CM) problems,
especially HMD designs like night vision goggles (NVG) that utilize image intensification (I2) sensors mounted forward
in front of the user's eyes. Relocating I2 sensors from the front to the sides of the helmet, at or below the transverse plane
through the user's head CM, can resolve most of the CM problems. However, the resulting increase in the separation
between the two I2 channels effectively increases the user's interpupillary distance (IPD). This HMD design is referred to
as a hyperstero design and introduces the phenomenon of hyperstereopsis, a type of visual distortion where stereoscopic
depth perception is exaggerated, particularly at distances under 200 feet (~60 meters). The presence of hyperstereopsis
has been a concern regarding implementation of hyperstereo HMDs for rotary-wing aircraft. To address this concern, a
flight study was conducted to assess the impact of hyperstereopsis on aircraft handling proficiency and pilot acceptance.
Three rated aviators with differing levels of I2 and hyperstereo HMD experience conducted a series of flights that
concentrated on low-level maneuvers over a two-week period. Initial and final flights were flown with a standard issue
I2 device and a production hyperstereo design HMD. Interim flights were flown only with the hyperstereo HMD. Two
aviators accumulated 8 hours of flight time with the hyperstereo HMD, while the third accumulated 6.9 hours. This paper
presents data collected via written questionnaires completed by the aviators during the post-flight debriefings. These data
are compared to questionnaire data from a previous flight investigation in which aviators in a copilot capacity, hands not
on the flight controls, accumulated 8 flight hours of flight time using a hyperstereo HMD.
A flight study was conducted to assess the impact of hyperstereopsis on helicopter handling proficiency, workload and
pilot acceptance. Three pilots with varying levels of night vision goggle and hyperstereo helmet-mounted display
experience participated in the test. The pilots carried out a series of flights consisting of low-level maneuvers over a
period of two weeks. Four of the test maneuvers, The turn around the tail, the hard surface landing, the hover height
estimation and the tree-line following were analysed in detail. At the end of the testing period, no significant difference
was observed in the performance data, between maneuvers performed with the TopOwl helmet and maneuvers
performed with the standard night vision goggle. This study addressed only the image intensification display aspects of
the TopOwl helmet system. The tests did not assess the added benefits of overlaid symbology or head slaved infrared
camera imagery. These capabilities need to be taken into account when assessing the overall usefulness of the TopOwl
system. Even so, this test showed that pilots can utilize the image intensification imagery displayed on the TopOwl to
perform benign night flying tasks to an equivalent level as pilots using ANVIS. The study should be extended to
investigate more dynamic and aggressive low level flying, slope landings and ship deck landings. While there may be
concerns regarding the effect of hyperstereopsis on piloting, this initial study suggests that pilots can either adapt or
compensate for hyperstereo effects with sufficient exposure and training. Further analysis and testing is required to
determine the extent of training required.
KEYWORDS: Visualization, Sensors, Night vision, Head-mounted displays, Eye, Visual system, Night vision systems, Night vision goggles, 3D modeling, Defense and security
Modern helmet-mounted night vision devices, such as the Thales TopOwlTM helmet, project imagery from intensifiers
mounted on the sides of the helmet onto the helmet visor. This increased effective inter-ocular separation distorts several
cues to depth and distance that are grouped under the term "hyperstereopsis". Stereoscopic depth perception, at near to
moderate distances (several hundred metres), is subject to magnification of binocular disparities. Absolute distance
perception at near distances (a few metres) is affected by increased "differential perspective" as well as an increased
requirement for convergence of the eyes to achieve binocular fixation. These distortions result in visual illusions such as
the "bowl effect" where the ground appears to rise up near the observer. Previous reports have indicated that pilots can
adapt to these distortions after several hours of exposure. The present study was concerned with both the time course and
the mechanisms involved in this adaptation. Three test pilots flew five sorties with a hyperstereo night vision device.
Initially, pilots reported that they were compensating for the effects of hyperstereopsis, but on the third and subsequent
sorties all reported perceptual adaptation, that is, a reduction in illusory perception. Given that this adaptation was the
result of intermittent exposure, and did not produce visual aftereffects, it was not due to the recalibration of the
relationship between binocular cues and depth/distance. A more likely explanation of the observed visual adaptation is
that it results from a discounting of distorted binocular cues in favour of veridical monocular cues, such as familiar size,
motion parallax and linear perspective.
This document provides an overview of helicopter flight-test methods used to evaluate night vision goggles at the
National Research Council of Canada's Institute for Aerospace Research. These techniques have been used to examine
the performance of display systems in actual field conditions. The flight evaluations were based, in large part, on
standard flight test maneuvers and rating systems outlined in Aeronautical Design Standard ADS-33. The document
describes NVG test maneuvers developed from ADS-33 principles, including a high hover, a mirror C, a vertical
descent, a parallel lateral translation, a turn about the tail, a confined area staged landing, a brown-out/white-out
simulation and a lit pirouette. The overview also comprises a description of methods for controlling the cueing
environment. These methods include an appropriate selection of maneuvers as well as devices for limiting pilot vision
such as goggles with filters and apertures, and other devices. The paper concludes with a short discussion on the merits
of developing accurate in-flight tests capable of resolving performance differences among displays.
Different night vision goggle image intensification technologies were tested to compare goggle performance in low light
conditions. A total of four different night vision goggles were tested in a laboratory dark room. The laboratory tests
consisted of viewing Landolt acuity stimuli of different contrast levels with each set of goggles and without the goggles
in full light conditions (baseline performance). The results from the laboratory testing indicated that there were
significant differences in acuity between the NVGs, particularly for low contrast targets. These data suggest that NVG
standards developed using high contrast targets, even in low light conditions may not provide the full story of how the
NVG will perform in flight.
Helicopters are widely used in daytime forest fire suppression, conducting diverse tasks such as spotting, re-supply,
medical evacuation and airborne delivery. However, they are not used at night for forest fire suppression operations.
There would be many challenges when operating in the vicinity of forest fires at night, including scene obscuration from
smoke and dynamic changes in lighting conditions. There is little data on the use of Night Vision Goggles (NVGs) for
airborne forest fire suppression. The National Research Council of Canada (NRC), in collaboration with the Ontario
Ministry of Natural Resources (OMNR), performed a preliminary flight test to examine the use of NVGs while operating
near forest fires. The study also simulated limited aspects of night time water bucketing. The preliminary observations
from this study suggest that NVGs have potential to improve the safety and efficiency of airborne forest fire suppression,
including forest fire perimeter mapping and take-off and landing in the vicinity of open fires. NVG operations at some
distance from the fire pose minimal risk to flight, and provide an enhanced capability to identify areas of combustion at
greater distances and accuracy. Closer to the fire, NVG flight becomes more risk intensive as a consequence of a
reduction in visibility attributable to the adverse effects on NVG performance of the excess radiation and smoke emitted
by the fire. The preliminary results of this study suggest that water bucketing at night is a difficult operation with
elevated risk. Further research is necessary to clarify the operational limitations and implementation of these devices in
forest fire suppression.
Night vision devices (NVDs) or night-vision goggles (NVGs) based on image intensifiers improve nighttime visibility
and extend night operations for military and increasingly civil aviation. However, NVG imagery is not equivalent to
daytime vision and impaired depth and motion perception has been noted. One potential cause of impaired perceptions
of space and environmental layout is NVG halo, where bright light sources appear to be surrounded by a disc-like halo.
In this study we measured the characteristics of NVG halo psychophysically and objectively and then evaluated the
influence of halo on perceived environmental layout in a simulation experiment. Halos are generated in the device and
are not directly related to the spatial layout of the scene. We found that, when visible, halo image (i.e. angular) size was
only weakly dependent on both source intensity and distance although halo intensity did vary with effective source
intensity. The size of halo images surrounding lights sources are independent of the source distance and thus do not obey
the normal laws of perspective. In simulation experiments we investigated the effect of NVG halo on judgements of
observer attitude with respect to the ground during simulated flight. We discuss the results in terms of NVG design and
of the ability of human operators to compensate for perceptual distortions.
While anecdotal reports suggest that Night Vision Goggles influence spatial navigation and wayfinding (Braithwaite, Douglass, Durnford, and Lucas, 1998), few studies have systematically characterized the nature of these effects. To address this issue, the current study examined the impact of NVGs on navigation and wayfinding performance. One group of participants were required to navigate a walking maze and retrieve target objects while wearing NVGs (experimental condition), while a second control group navigated the maze without NVGs. We measured several performance metrics of navigation and wayfinding. Our results show that navigation and wayfinding with NVGs (experimental group) appeared to be harder, with longer navigation durations and more navigational errors compared to not using NVGs (control group). However, a significant decrease in navigation duration over the course of the wayfinding trials occurred earlier with NVGs, in addition to significant decreases in navigational steps compared to the control group. These results support the notion that NVGs directly affect spatial navigation and wayfinding performance. These degradations in performance should be considered in operational planning and NVG training programs. Further research is necessary to expand our understanding of the impact of NVGs on spatial cognition.
Perception of motion-defined form is important in operational tasks such as search and rescue and camouflage breaking. Previously, we used synthetic Aviator Night Vision Imaging System (ANVIS-9) imagery to demonstrate that the capacity to detect motion-defined form was degraded at low levels of illumination (see Macuda et al., 2004; Thomas et al., 2004). To validate our simulated NVG results, the current study evaluated observer’s ability to detect motion-defined form through a real ANVIS-9 system. The image sequences consisted of a target (square) that moved at a different speed than the background, or only depicted the moving background. For each trial, subjects were shown a pair of image sequences and required to indicate which sequence contained the target stimulus. Mean illumination and hence image noise level was varied by means of Neutral Density (ND) filters placed in front of the NVG objectives. At each noise level, we tested subjects at a series of target speeds. With both real and simulated NVG imagery, subjects had increased difficulty detecting the target with increased noise levels, at both slower and higher target speeds. These degradations in performance should be considered in operational planning. Further research is necessary to expand our understanding of the impact of NVG-produced noise on visual mechanisms.
Anecdotal reports by pilots flying with Night Vision Goggles (NVGs) in urban environments suggest that halos produced by bright light sources impact flight performance. The current study developed a methodology to examine the impact of viewing distance on perceived halo size. This was a first step in characterizing the subtle phenomenon of halo. Observers provided absolute size estimates of halos generated by a red LED at several viewing distances. Physical measurements of these halos were also recorded. The results indicated that the perceived halo linear size decreased as viewing distance was decreased. Further, the data showed that halos subtended a constant visual angle on the goggles (1°48’, ±7’) irrespective of distance up to 75’. This invariance with distance may impact pilot visual performance. For example, the counterintuitive apparent contraction of halo size with decreasing viewing distance may impact estimates of closure rates and of the spatial layout of light sources in the scene. Preliminary results suggest that halo is a dynamic phenomenon that requires further research to characterize the specific perceptual effects that it might have on pilot performance.
KEYWORDS: Goggles, Visualization, Night vision, Night vision goggles, Light sources and illumination, Light sources, Modulation transfer functions, Defense and security, Standards development, Psychophysics
Several methodologies have been used to determine resolution acuity through Night Vision Goggles. The present study compared NVG acuity estimates derived from the Hoffman ANV-126 and a standard psychophysical grating acuity task. For the grating acuity task, observers were required to discriminate between horizontal and vertical gratings according to a method of constant stimuli. Psychometric functions were generated from the performance data, and acuity thresholds were interpolated at a performance level of 70% correct. Acuity estimates were established at three different illumination levels (0.06-5X10-4 lux) for both procedures. These estimates were then converted to an equivalent Snellen value. The data indicate that grating acuity estimates were consistently better (i.e. lower scores) than acuity measures obtained from the Hoffman ANV-126. Furthermore significant differences in estimated acuity were observed using different tube technologies. In keeping with previous acuity investigations, although the Hoffman ANV-126 provides a rapid operational assessment of tube acuity, it is suggested that more rigorous psychophysical procedures such as the grating task described here be used to assess the real behavioural resolution of tube technologies.
When a bright light source is viewed through Night Vision Goggles (NVG), the image of the source can appear enveloped in a “halo” that is much larger than the “weak-signal” point spread function of the NVG. The halo phenomenon was investigated in order to produce an accurate model of NVG performance for use in psychophysical experiments. Halos were created and measured under controlled laboratory conditions using representative Generation III NVGs. To quantitatively measure halo characteristics, the NVG eyepiece was replaced by a CMOS imager. Halo size and intensity were determined from camera images as functions of point-source intensity and ambient scene illumination. Halo images were captured over a wide range of source radiances (7 orders of magnitude) and then processed with standard analysis tools to yield spot characteristics. The spot characteristics were analyzed to verify our proposed parametric model of NVG halo event formation. The model considered the potential effects of many subsystems of the NVG in the generation of halo: objective lens, photocathode, image intensifier, fluorescent screen and image guide. A description of the halo effects and the model parameters are contained in this work, along with a qualitative rationale for some of the parameter choices.
KEYWORDS: Visualization, Night vision, Target detection, Photons, Motion models, Visual process modeling, Signal to noise ratio, Software development, Night vision goggles, Image visualization
The influence of Night Vision Goggle-produced noise on the perception of motion-defined form was investigated using synthetic imagery and standard psychophysical procedures. Synthetic image sequences incorporating synthetic noise were generated using a software model developed by our research group. This model is based on the physical properties of the Aviator Night Vision Imaging System (ANVIS-9) image intensification tube. The image sequences either depicted a target that moved at a different speed than the background, or only depicted the background. For each trial, subjects were shown a pair of image sequences and required to indicate which sequence contained the target stimulus. We tested subjects at a series of target speeds at several realistic noise levels resulting from varying simulated illumination. The results showed that subjects had increased difficulty detecting the target with increased noise levels, particularly at slower target speeds. This study suggests that the capacity to detect motion-defined form is degraded at low levels of illumination. Our findings are consistent with anecdotal reports of impaired motion perception in NVGs. Perception of motion-defined form is important in operational tasks such as search and rescue and camouflage breaking. These degradations in performance should be considered in operational planning.
Night Vision Goggles allow the user to see in extremely low illumination levels but the visual information provided by Night Vision Goggles has a limited field-of-view that diminishes handling-qualities in the night flying environment. Panoramic Night Vision Goggles were designed to correct this problem by providing a 100° horizontal field-of-view which is larger than currently used Night Vision Goggles. However, in the first generation Panoramic Night Vision Goggle, the improved field of view came at the cost of diminished resolution, contrast and central overlap area when compared to conventional Night Vision Goggles. This paper describes an evaluation that was conducted in the variable stability NRC Bell-205 helicopter to examine the influence on system handling qualities of the Panoramic Night Vision Goggles and a 46° field-of-view UK Night Vision Goggle. Five pilots flew the ADS-33D hover, sidestep and pirouette manoeuvres in simulated night conditions with the UK Night Vision Goggle and the Panoramic Night Vision Goggle. Both subjective and objective measures of task performance were obtained. Handling-qualities ratings showed the pirouette was performed better with the Panoramic Night Vision Goggles. This was the only manoeuvre where there was a clear-cut handling qualities improvement when using the Panoramic Night Vision Goggles. Other manoeuvres such as the sidestep and hover did not show definitive handling qualities rating differences between the two Night Vision Goggle types. The flight test results were interpreted in terms of the design trade-offs of the two night vision systems, with regard to the different acuity, binocular overlaps and fields-of-view.
Head-up displays (HUDs) or helmet-mounted displays (HMDs) that provide pilots with world-referenced symbology or imagery require critical alignment and minimal time delays. In this paper, some aspects of system accuracy and latency will be discussed in the context of the Enhanced and Synthetic Vision System (ESVS), which is displayed on an HMD. In a joint program, the Canadian Department of National Defence (DND), CAE Inc., CMC Electronics, and the Flight Research Laboratory of the National Research Council of Canada integrated and flight-tested an enhanced and synthetic vision system. The goal of the program was to examine the potential of the ESVS concept for search and rescue operations. Despite obvious misalignments between the enhanced and synthetic images, the current system demonstrated the potential of ESVS systems with most of the test pilots able to navigate at low altitude in low visibility in an area without prepared navigation aids. The flight tests highlighted the system potential- the synthetic imagery provided continuous virtual VFR conditions, while the enhanced sensor generally provided more accurate spatial data and obstacle avoidance information. The ESVS program finished with the first helicopter flight test of both enhanced and synthetic visual displays presented on an HMD. While this milestone was successfully achieved, there is clearly a need for improved technology and further research to implement safe and effective ESVS systems. The system alignment was found to be a complex and perplexing issue. It was not possible to align the system within the precise tolerances generally accepted for HUD-equipped aircraft and, in fact, errors that were an order of magnitude greater than the recommendations were common. Errors built up in such a way that the system developers needed to develop an interim alignment solution and pilots were forced to deal with relatively large angular offsets. This was less than optimal, but proved to be sufficient for the tasks in the trials. However, it is clear that a rigorous alignment procedure is required to satisfy the strict requirements of an all-weather system that would support aggressive maneuvering and navigation in unknown terrain.
The ability to conduct rotorcraft search and rescue (SAR) operations can be limited by environmental conditions that affect visibility. Poor visibility compromises transit to the search area, the search for the target, descent to the site and departure from the search area. In a collaborative program funded by the Canadian Department of National Defence, CAE and CMC Electronics designed, and together with the Flight Research Laboratory of the National Research Council of Canada integrated and flight-tested an enhanced and synthetic vision system (ESVS) to examine the potential of the concept for SAR operations. The key element of the ESVS was a wide field-of-view helmet-mounted display which provided a continuous field-of-regard over a large range of pilot head movements. The central portion of the display consisted of a head-slaved sensor image, which was fused with a larger computer generated image of the terrain. The combination of sensor and synthetic imagery into a hybrid system allows the accurate detection of obstacles with the sensor while the synthetic image provides a continuous high-quality image, regardless of environmental conditions. This paper presents the architecture and component technologies of the ESVS 2000 TD, as well as lessons learned and future applications for the hybrid approach.
KEYWORDS: Head-mounted displays, Head, Visualization, Information visualization, Heads up displays, Nose, Analog electronics, Vestibular system, Analytical research, Visual process modeling
This paper discusses theoretical issues that are relevant to Helmet-Mounted Display (HMD) attitude direction indicator (ADI) design. An ADI shows the relationship between the aircraft wings and the horizon and pilots use it to determine aircraft attitude (pitch and roll). The ADI is used for maintaining an aircraft attitude, capturing a precise attitude and recovering from an unusual attitude. An attitude indicator is an essential instrument because it provides pilots with orientation information that they do not normally have in instrument flight conditions. Recent work suggests that humans orient themselves within a fixed world-reference frame. We will discuss the relationship between the reference frames used by the human orientation system, the reference frames implemented in existing ADIs, and the reference frames available in a helmet-mounted display. A head tracked HMD system allows a system designer to implement symbology in many reference frames including the head, aircraft, and world reference frames. Traditional head down attitude symbology may not be appropriate for HMD use, and it may conflict with the reference frame used by human orientation systems. Based on the author's review of ADIs and frames of reference, research topics are discussed that examine the role of HMD ADI symbology.
KEYWORDS: Visualization, Night vision goggles, Global Positioning System, Goggles, Eye, Head, Lenses, Information visualization, Visual process modeling, Analytical research
Night vision goggles (NVGs) allow pilots to see and navigate under minimal levels of illumination. While NVGs allow the user to see more than they typically could under these levels of illumination, the visual information provided by NVGs has a limited field-of-view. The size of the field-of- view can diminish the pilot's spatial orientation ability in the night flying environment. We examined pilot performance in low level helicopter flight while the pilots were using NVGs with 40 degree(s), and 52 degree(s) fields-of-view. The pilots flew a standardized ADS-33D hover maneuver in a Bell 206 helicopter equipped with an accurate position measurement system. The tests were conducted in simulated night conditions and both subjective and objective measures of task performance were obtained. Pilot Cooper-Harper ratings increased from Level 1 baseline ratings to Level 2 ratings when the NVGs were used, indicating worse performance when using the NVGs. Small rating differences were noticed between the 52 degree(s) and 40 degree(s) field-of-view conditions. Similar trends were noticed in the objective data of altitude, and lateral and longitudinal station keeping errors.
This paper describes the integration and proposed flight test of the Simulation Program for Improved Rotorcraft Integration Technology (SPIRIT) II helmet-mounted display on the National Research Council of Canada Bell 205 Airborne Simulator. The helmet-mounted display is a wide field-of-view (80 degrees H X 41 degrees V with a 30 degree binocular overlap) high resolution display (1280 X 960 pixels in each eye). Colors are displayed using a field sequential process, whereby green and red laser light is pulsed and directed onto the surface of a reflective ferro-electric liquid crystal display. The prototype helmet-mounted display overlays red, amber, or green symbology on monochrome green imagery obtained from high resolution daylight cameras. The optical design of the display does not form an exit pupil. This allows the wearer greater freedom in movement and comfort due to looser helmet fit tolerances. The helmet-mounted display was integrated with a head tracker and camera platform to form a visually coupled system on the National Research Council of Canada Bell 205. The integration process and flight test plan will be discussed.
The National Research Council of Canada (NRC), in conjunction with the Canadian Department of National Defence (DND), is investigating the use of helmet-mounted displays (HMD) to improve pilot situational awareness in all-weather search and rescue helicopter operations. The National Research Council has installed a visually coupled HMD system in the NRC Bell 205 Airborne Simulator. Equipped with a full authority fly-by-wire control system, the Bell 205 has variable stability characteristics, which makes the airborne simulator the ideal platform for the integrated flight testing of HMDs in a simulated operational environment. This paper presents preliminary results from flight test of the NRC HMD. These results are in the form of numerical head tracker data, and subjective handling qualities ratings. Flight test results showed that the HMD degraded handling qualities due to reduced acuity, limited field-of-view, time delays in the sensor platform, and fatigue caused by excessive helmet inertia. Some evidence was found to support the hypothesis of an opto-kinetic cervical reflex whereby a pilot pitches and rolls his head in response to aircraft movements to maintain a level horizon in their field-of- view.
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