The 5 th IEEE International Conference on E-Health and Bioengineering - EHB 2015 Grigore T. Popa University of Medicine and Pharmacy, Iaúi, Romania, November 19-21, 2015 978-1-4673-7545-0/15/$31.00 ©2015 IEEE Human Pilot’s Dynamic Response Characteristics Constantin Rotaru 1 , Simona Roateúi 2 , Raluca Ioana Edu 2 , Ionică Cîrciu 1 1: Dept. of Aviation, “Henri Coandă” Air Force Academy, Braúov, Romania, e-mail: rotaru.constantin@afahc.ro 2: Dept. of Military Infomatics Systems and Mathematics, Military Technical Academy, Bucharest, Romania, e-mail: sroatesi@yahoo.fr, e-mail: edu_ioana_raluca@yahoo.com Abstract—The article is dedicated for identifying a mathematical model which describes the ensemble “pilot- aircraft” as an integrated system, being pointed out the pilot’s particularities for aircraft command. In the paper are presented two compensatory models, based on the aircraft dynamics. Several approaches of the pilot models (transfer function gain, lead and lag time constants) were considered to choose the methodology that better predicts the airplane dynamic handling quality requirements. Numerical investigations have been performed using Maplesoft environment. Keywords—human pilot model, Laplace transform, aircraft systems. I. INTRODUCTION Human performance modeling provides a complementary technique to develop systems and procedures that are tailored to the pilot’s tasks, capabilities, limitations and also, offers a powerful technique to examine human interactions across a range of possible operating conditions. From an initial review of past efforts in cognitive modeling, it was recognized that no single modeling architecture or framework had the scope to address the full range of interacting and competing factors driving human actions in dynamic and complex environments. Human performance models were developed and applied to flight operations in order to predict errors and evaluate the impact of new information technologies and new procedures on flight crew performance. The usefulness of the human performance modeling to the design and evaluation of the aircraft technology is determined by the core capabilities – visual attention allocation, workload, crew interactions, procedures, situation awareness and error prediction [1]. The modeling efforts revealed that human performance models, even those cognitive architectures that have traditionally been used in the context of psychological laboratory experiments, can indeed be useful tools for complex, context dependent domains such as aviation. Specifically, the tools can be used to address the design and evaluations of aviation displays, procedures and operations. These models can be used to inform display design and the allocation of information so as to optimize efficient scan patterns and increase the uptake of relevant information in a timely manner. Although the analysis and understanding of the airplane as an isolated unit is important, for many flight situations it is the response of the total system, made up of the human pilot and the aircraft, that must be considered. Many tasks performed by the pilots involve them in activities that resemble those of a servo control system, so, the pilot can be modeled by a set of constant coefficients linear differential equations [2]. Much of research in the field of human pilot describing functions has concentrated on the pilot’s performance in a single degree of freedom compensatory tracking task with random system inputs, where the pilot controls a single state variable through the actuation of a single control. A compensatory display is one in which the tracking error is presented, regardless of the source of error. II. PILOT MODEL Due to the complex nature of the situation it is possible to model the pilot in many ways and to measure the model by employing a variety of techniques. One of the most successful approaches to the measurement problem utilizes power spectral density measurements of signal circulating in the control loop. The human pilot could be replaced by a mathematical model consisting of two parts (Fig. 1): the linear describing function (written in Laplace transform notation), () s Y , and the remnant, () t n . Since a linear model is never able to describe the pilot completely, () s Y is insufficient by itself, and it is necessary to include the remnant () t n , which is the signal that must be added in order to have all the time signals circulating in the system [3]. The () s Y selected to describe the pilot in any particular task is chosen so as to minimize that part of the input signal to the aircraft which arises from () t n . Thus, the linear pilot model that results is that which accounts for as much pilot input to the aircraft as possible, and a measure of its adequacy is the fraction of the pilot input to the aircraft accounted for by () s Y . () t o () t n Pilot model () s Y Aircraft model () t m () t i () t e Fig. 1. Linear model of the pilot-aircraft system.