FLIGHT PARAMETER DISPLAY SYSTEM FOR THE Mi-17 ...

Grzegorz BĘCZKOWSKI Jarosław KRZONKALLA Maj MORDZONEK Stanisław RYMASZEWSKI

RESEARCH WORKS OF AFIT Issue 36, pp. 47÷61, 2015

10.1515/afit-2015-0014

Franciszek ZGRZYWA Air Force Institute of Technology

FLIGHT PARAMETER DISPLAY SYSTEM FOR THE Mi-17 HELICOPTER – TEST RESULTS This article presents flight tests of a newly developed Helmet-Mounted Flight Parameters Display System (SWPL). Presented system is designed to illustrate full piloting and navigational information, warning about emergency on the helicopter’s board and signaling onboard helicopter systems failures on the translucent display. The system is designed to work in day and night time conditions. In night time conditions, the system cooperates with night vision goggles applicable in Polish Air Force. The article presents the main components of the tested system, along with their purpose and function. It also describes in detail the methods of display implemented in the system and the amount of displayed information. The article discusses the required range and the actual course of the flight tests of that system. Tests were conducted on a Mi-17-1V helicopter. The results of the flight tests of the Helmet-Mounted Display System are given in conclusion, in particular regarding meeting the tactical and technical requirements of the system. Keywords: flight parameter display system (SWPL), Mi-17, helmet mounted display, night vision goggles.

1. Introduction Constantly increasing requirements that combat air ships face on the modern battlefield, especially the need to carry out battle missions at very low altitudes, in particular in regard to the helicopters, has forced the development of new information systems increasing safety of combat task execution. Such a system was developed in the Air Force Institute of Technology. Created for the Mi-17 helicopter, the flight parameter display system SWPL-1 provides the crew with the possi- 10.1515/afit-2015-0014 Downloaded from PubFactory at 08/06/2016 10:05:07PM via free access

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G. Bęczkowski, J. Krzonkalla, M. Mordzonek, S. Rymaszewski, F. Zgrzywa

bility to constantly observe the surroundings while simultaneously controlling the piloting-navigation parameters and information about the condition of the helicopter displayed directly in front of the pilot's eye. The tests described in this article were carried out with the aim to confirm that the tested system met the requirements included in the Initial Tactical and Technical Specifications (WZTT) [17], thus confirming the assumed improvements of the crew's situational awareness and the increase in safety of carried out tasks, resulting in the advisability of equipping Mi-17 helicopters with the system.

2. Description of the SWPL-1 system Flight Parameter Display System SWPL-1 [8] for helicopters type Mi-17 enables pilots to maintain continuous observation of the surroundings while controlling the flight parameters and chopper's condition at the same time. In order to illustrate information on current flight-navigation parameters, operation parameters of the propulsion system, occurrence of dangerous situations or errors (malfunctions) of the helicopter's system, the SWPL-1 system collects electrical signals from on-board equipment, i.e. course system, radio-altimeter, transmitters of main rotor angular velocity and engine compressors, or signals about malfunctions and converts them in the signal adjustment system (Fig. 1). The signals, converted into digital form, together with the data collected from the on-board GPS receiver and the newly installed aerodynamic data panel are then converted by the system in the graphic computers of the first pilot and copilot into graphic images presented eventually in digital and text form, as well as characteristic graphic symbols on the pilots' HUDs (Fig. 1). In daylight conditions, as well as during night flights without night vision goggles, for imaging information generated by the system in front of the pilot's eye, we use the daily helmet mounted display, made as a quick connected module, mounted directly on the rail of a standard THL-5NV or THL-5R flight helmet. Meanwhile, during night flights with the use of goggles, the system's information is presented through a night display, made as a quick connected module, mounted directly on the lens of the PNL-3 night vision goggles, which are standard equipment of a pilot (Fig. 1). Individual control panels are used for controlling the SWPL-1 system that allow each of the pilot to independently switch the display on or off, change the brightness of displayed information, as well as change the operation mode of the system. The last of the given control functions is the result of implementing in the system three different types of charts for imaging available data, differing in the amount of information and intended use, called, respectively, the navigation

- 10.1515/afit-2015-0014 Downloaded from PubFactory at 08/06/2016 10:05:07PM via free access

Flight parameter display system for the Mi-17 helicopter - test results

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mode NAV, operation mode OPER and safe mode AWAR. Work mode control is possible also through the switches located on the pitch and power control levers (Fig. 1). Moreover, the co-pilot's panel is equipped with a barometric altitude correction knob in order to ensure the compatibility of on-board altimeter's barometric altitude readings with the presented by the system.

Fig. 1. Block diagram of the SWPL-1 system: 1 – 1st pilot; 2 – 2nd pilot; 3 – Day light helmet mounted display; 4 – Night light helmet mounted display; 5 – Graphic computer; 6 – Signal matching system; 7 – GPS receiver; 8 – 1st pilot's panel; 9 – 2nd pilot's panel; 10 – ADU data panel; 11 – OCP system; 12 – Temperature sensor; 13 – Steering device; 14 – ONBOARD HELICOPTER SYSTEMS


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The navigation mode, under the premise, is intended to use in these flight stages, where the pilot's attention is focused mainly on piloting and controlling the helicopter condition and not on observing the surrounding, and thus should present the pilot with the possibly most complete available information. An exemplary image on the system display in the NAV mode and default settings (displayed all 22 information available in the system) presented in Fig. 2. The system allows (in the OPER mode) the modification of the amount of information presented in the discussed mode, through their default removal from the image generated on the display, except the indications of the yaw angle correction and the barometric height, information about work mode, signalisation of dangerous height RA and the warning signalisation about a dangerous situation WARN or failures FAIL. It is clear that the dangerous altitude RA signal will be displayed only in the case of flying at a much lower altitude than the one set on the on-board radioaltimeter. Analogically, a pulsating WARN warning signal will appear on the pilots' display only in the case of dangerous situations, diagnosed by the on-board helicopter system, while the pulsating FAIL signal in case of malfunctions of the onboard systems. On the other hand, real time information about current time, ground speed, distance and time of arrival as well as current and preset course presented on the display only in the case, when the on-board GPS receiver is switched on and the waypoints are introduced. As an assumption, the OPER work mode is designed to present information on the display in these flight stages, where the pilot's attention should be focused on both, control of basic flight parameters as well as observation of the surroundings and an excess of information on the display should not distract the pilot and significantly reduce the possibility to observe the terrain. Fig. 3 shows an example display in the OPER operation mode. As we can see, apart from the required info (value of the yaw angle correction and barometric speed; warning signals RA, WARN or FAIL) the system displays only basic, essential for the pilot data on the course, yaw and roll of the helicopter, flight speed, barometric and radio flight altitude and vertical speed and additionally data on the engine rotation speed. In the discussed work mode, analogically to the NAV mode, it is possible to set the display of selected (apart from the required) information, as per the pilot's preferences and, of course, the type of the carried out task.



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Fig. 2. An exemplary view of the imaging in the NAV work mode (default settings) 1 – Current course – marker; 2 – System failure indicator; 3 – Indicated airspeed; 4 – Yaw angle correction; 5 – Operation mode; 6 – Barometric correction; 7 – Distance from destination point; 8 – Ground speed; 9 – Estimated time of arrival; 10 – Outside temperature; 11 – Current time (24h); 12 – Roll marker and scale; 13 – Signalisation of dangerous situations; 14 – Signalisation of dangerous altitude; 15 – Yaw scale; 16 – Right engine compressor speed; 17 – Left engine compressor speed; 18 – Main rotor speed; 19 – Relative height RW; 20 – Rate of climb/descent; 21 – Barometric height; 22 – Current course; 23 – Set course; 24 – Magnetic course

The third and final of the work modes available in the SWPL-1 system is the set emergency mode AWAR (Fig. 4). It only presents warning information for pilots in the form of RA, WARN and FAIL signs, appearing after the occurrence of certain events. In the remaining cases, the display is completely empty, what ensures uninterrupted observation of the surroundings. RA information on the display means flight at an altitude lower than the one set on the radioaltimeter. On



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the other hand, a pulsating for 10s WARN signal informs about the occurrence of one or more out of 14 dangerous situations identified by the helicopter, such as: reserve fuel supply, dangerous altitude, hydraulic system malfunction, fire, exceeding turbine rotations, increase of exhaust gas temperature, dangerous vibrations of the motor or the activation of extraordinary range of engines. While the pulsating for 10s FAIL warning signal informs that the helicopter warning system diagnosed malfunctions in the operation of its on-board systems, such as: failure of generators, low oil pressure, pollution of oil filters, chips, metal filings, radioaltimeter malfunction or increased motor vibrations.

09

+10

315

10

10

109 11

5

12

13

2 850

+5

FAIL

RA

FAIL

WARN

RA

OPER -10

WARN

R

225m

BCor 1013/760,0 NWN

55%

-5

-10

Fig. 3. Exemplary view of imaging in the OPER operation mode

Fig. 4. Exemplary view of imaging in the AWAR operation mode

3. Scope of flight tests of the SWPL-1 The scope of light tests of the flight parameter display system SWPL-1 (confirming meeting the Buyer's requirements) was defined in the Initial Tactical and Technical Specifications (WZTT) [17]. It covered five main research issues: • assessment of completeness of the information presented by the system installed in the helicopter, • testing the quality of information display by the system installed in the helicopter, • testing the ergonomics of controlling the system installed in the helicopter, • testing the influence of the system's operation on other helicopter systems,



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• testing the influence of the system and its operation on the safety of the helicopter usage; altogether 36 detailed system check points required by the WZTT. During the research regarding the quantity of information presented by the system the following were checked, i.a.: • does the system allow the display of full required amount of information; • does the system display information signalling the occurrence of hazardous situations, does it have the function allowing to switch of signalisation or doesn't its switching off influence displaying other warning information; • does the system display information signalling the malfunction of on-board systems' operation, does it have the function allowing to switch of signalisation or doesn't its switching off influence displaying other warning information; • is the information displayed in sets (work modes); • does each set (mode) have signalisation: of dangerous altitude, dangerous situations and system malfunctions; • compliance of the measurement system of displayed parameters with the measurement system of devices installed in the helicopter; • compliance of parameters presented by the system with values presented by imaging devices currently installed in the helicopter. • In turn, the test scope for the information display quality covered checking: • the possibility to read the full information presented on the day time display of the SWPL-1 in all natural light conditions during the day; • the possibility to read the full information presented on the night time display of the SWPL-1 in natural light conditions during the night (in cooperation with PNL-3 night vision goggles); • the possibility to read the full information presented on display on a different background (in terms of the colour, intensity and appearing contrasts); • ways of presenting information on the SWPL-1 display; • is the image generated on the display stable, sharp, distortion and vibration free; • is the information presented on the SWPL-1 display presented in a continuous manner (apart from information displayed periodically by assumption) • is the uptime of the system not less than 4 hours and the required interval between consecutive use periods not longer than 30 minutes. The test for ergonomics of the system control checked: • time required by the system to achieve readiness since activation;


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• does the system meet general requirements in the scope of steering and tuning apparatus: • does each crew member (commander and co-pilot) have separate system control elements in the scope of images displayed for him and the possibility to independently regulate and select system function available at user level; • does each crew member (commander and co-pilot) have convenient access to the system controls; • does each crew member (commander and co-pilot) have the possibility to adapt (mechanical adjustment) the system to their individual psychophysical capabilities; • do the dimensions or other parameters of the display enable the crew to simultaneously KM-34D oxygen mask system, mounted to the THL-5NV pilot's helmet; • does the manner of fixing the display to a standard pilot helmet enable its easy assembly and disassembly; • does the SWPL-1 system meet the general requirements of ergonomics. The scope of flight tests regarding the influence of the system's work on other helicopter system covered checking: • does the system, without any collisions, cooperate with the systems and devices of the helicopter where it is installed and whether the usage and mounting of the system in the helicopter in any way decreases the functionality of other installed systems and devices; • does the system function normally (in accordance with the purpose and declared reliability) in conditions of simultaneous operation of any other system (object) installed in the helicopter; • does the system interfere with the operation of any other system (object) installed in the helicopter; • does switching the system off at any given time and mode of operation cause any damage. Testing the influence of the system and its operation on the safety of the helicopter' included checking: • if the system installed on the helicopter and its usage is safe for the crew, operation and if it endangers the safety of the aircraft's flight; • does the system present the imaging in the pilot's line of sight and allows the user to freely observe the surroundings of the helicopter (within the range of the pilot's summary field of sight, no smaller than without the system);



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• does the size, manner and quality of the imaging presenting information on the display allow for controlling the changes of a given parameter (for constant images) or acknowledging information (for images appearing periodically) without the need to concentrate sight on a given information; • does the time required to acknowledge information (by a trained pilot) not cause situation dangerous to the process of controlling the helicopter and allows observation of the actual surroundings; • does the size, manner and quality of imaging presented at a given moment allow (for a trained pilot) observation of the helicopter's surroundings, as well as indicators and control elements of the chopper that are inside the crew cabin; • does the system cooperate (allows installation and does not limit functionality) with flight helmets THL-5NV and THL-5R; • does the system cooperate (presents coherent imaging, allows fastening and does not limit functionality) with night vision goggles type PNL-3.

4. The sequence of SWPL-1 flight tests The flight tests of the flight parameter display system SWPL-1 were carried out on a Mi-17-1V helicopter, side no. 6107, according to the test schedule [9], programmes of experimental test flights [10] and research methodology [2-6] of Military Aviation Works (WZL) nr 1 S.A. Łódź between 26th July and 20th August 2011. According to the scope of tests presented in point 3, test flights were carried out: – at different times of the day, i.e. during the day, at sunset, dusk and in light and dark night (moonless) conditions, in different atmospheric conditions no cloudiness, partial or total cloudiness cover, precipitation, – over areas with different colour, texture and characteristics of light reflection, i.e. basins, farmlands, meadows, sandy areas and forests, concrete surface, asphalt road, urbanized area, etc. Four tests pilots participated in the tests, in order to maximize objectivity of evaluating whether the tested system met the requirements that were subject only to the subjective judgement of the testes, contingent upon his individual psychomotor characteristics. Taking under consideration the wide test scope, the requirement to repeat particular tests by subsequent pilots whenever possible, as well as the need for the pilots to learn the habits of using the system, 48 test flights were carried out, lasting a total of 116.7 hours, out of which 30% in night time conditions with the use of night vision goggles. It should be stressed that during - 10.1515/afit-2015-0014 Downloaded from PubFactory at 08/06/2016 10:05:07PM via free access

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the test no malfunctions or failures occurred, neither of the tested system, nor the chopper, that would result in unplanned flight intervals and a full assumed scope of flight tests defined in the research programme [8] was completed. Results of the system's flight tests are briefly presented below.

5. Flight test results of the SWPL-1 system As it is apparent from the presented in p. 3 scope and type of the required SWPL-1 tests, the evaluation of their outcome, in a large part, was purely qualitative, based on the opinion of pilots, or the qualitative and quantitative results were equal in evaluating the test results. Thus, the character of the described tests was definitely different from the fully parameterized tests in which the basis for evaluation are quantitative results recorded with the use of a measurementrecording device during test, as described in e.g. [7]. A detailed description of particular flight tests of the SWPL-1 system and their compliance with the requirements was presented in five test reports [11-15] corresponding to the five main research topics defined by the scope of discussed tests (see p. 3). The conclusions included in the reports confirm the compliance of the tested system with all, subject to flight tests, requirements of the Initial Tactical and Technical Specifications for an imaging system [17]. It needs to be noted that in case of several out of the 36 carrier out tests, the preliminary result evaluation was not unequivocally positive and required further analysis and proper interpretation. One such ambiguous test result was the one regarding the possibility to read the full information presented on the display on different ambient background, including its colour, intensity and appearing contrasts. The tests confirmed that in a vast majority of cases the read-out of full presented information is hassle-free, provided that the image brightness is adjusted to the current lighting conditions and brightness of the background that the pilot is currently looking at. Using the viewfinder (visor) on the pilot's helmet, the read out of information is possible even on an intensively bright background, such as clear sunshield or water strongly reflecting sun rays. Difficulties in the pilot's readout of a complete displayed information appear in rare cases, when the background for the presented information are surfaces intensely contrasting with each other in terms of brightness. An example of the discussed above situation in day light conditions is shown in Fig. 5 - the background of the display are relatively dark terrain and heavily lit sky, so the course information at the top of the display (on a bright background) are definitely difficult to read. A similar situation recorded in night conditions is presented



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in Fig. 6. In this case, the source of artificial light seen in the night vision goggles as a bright spot (marker on the drawing with an arrow) is at that point the background for graphic presentation of the speedometer, making it impossible to determine the flight speed of the helicopter. An attempt to increase the brightness of information display in order to improve the clarity of data on a bright background causes over brightness, thus deteriorating the readout of the information displayed on a darker background. The proper course of action in the described situation is a momentary movement of the head, e.g. in the example shown in fig. 5, slightly downwards, so that the information is on a darker background and can be easily read. In a joint opinion of the pilots carrying out the tests, analysed sporadic situations do not prevent, if need be, the read out of a full presented information, thus do not influence the flight safety and cannot constitute a negative evaluation of the discussed test.

Fig. 5. An exemplary view of the image on Fig. 6. An exemplary view of the image on the day light display in conditions of the night light display in conditions strongly contrasting background of strongly contrasting background

Another test problematic for evaluation was the one checking the influence of the displayed data on the possibility of effortless observation by the pilot of the surrounding as well as indicators and elements of the helicopter control. When using the daylight display, the size, manner and quality of presented images allows proper observation of surroundings, as well as indicators and control elements. A possible temporary loss of visibility of minor terrain details or control and imaging elements in the cabin of the helicopter, cover at a given moment by the presented information does not influence the possibility to observe the surroundings, read out indications and operate control elements, and thus the flight safety


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or the ability to carry out tasks. Meanwhile, night flights with the use of night display confirmed that the possibility to correctly observe the surroundings is substantially determined by the amount of information presented on the display. It is due to the fact that the displayed text information must be clearly brighter than the background, what in low-light conditions impedes the ability of the human eye to clearly see details of a much darker surrounding of the helicopter, being the background for the information presented on the night display. As a consequence, in the opinion of test pilots carrying out test flights, during night flights at low altitudes it is recommended to strictly use the, intended for such cases, OPER operation mode with the amount of displayed info limited as much as possible, in order to ensure the adequately early identification of potential terrain obstacles being on course of the helicopter, thus being dangerous to safe flight. In contrast, observation of indicators and helicopter control elements is possible and only slightly impeded by the information presented on the night display. You should, however, bear in mind, that carrying out observation is possible, and the indicators and control elements are clearly visible, only after adjusting the brightness of the display and switching night vision goggle sharpness from infinity to the proper for observing cabin equipment. We should also mention the results of tests regarding the influence of buildings and usage of the tested system on the safety of the crew, operation and the helicopter's flight. The only remark reported by the pilots was the somewhat unfortunate location of the connectors that connect the system's displays to the onboard imaging system, resulting in the need to use rather long cables of the displays. As a result, in the consensual opinion of the test pilots, a significant mass of cabling effects, after about 2h, with growing fatigue symptoms, particularly during flights with night vision goggles (due to additional load on the head and eye strain), what influences the piloting safety. Moreover, the cabling placement being the result of the connection locations can cause situations (not occurred in the discussed tests) potentially hazardous to the helicopter's flight or the crew, through: – restricting or even preventing the commander from moving his head due to the cables of the display blocking between the torso and the seat, – restricting or even preventing the commander from moving his head or difficulties (limitations) in controlling the pitch and power lever or levers for individually controlling engines by the crew leader due to the display cables getting tangled up against the mentioned elements of the propulsion system control.



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Considering the above, the manufacturer decided to change the location of connections and shorten the cabling of the displays, what will eliminate the inconveniences and potential hazards.

6. Conclusions of the SWPL-1 system tests The results of the check test of the SWPL-1 system installed on the Mi-17-1V helicopter confirmed that the system meets the requirements included in the Initial Tactical and Technical Specifications of the flight parameter imaging system. The system provides: a) display of flight parameters in the pilots' field of view, b) display of information on malfunctions and threats in the pilots' field of view, and thus, the possibility of simultaneous observation of the helicopter's surroundings and the information about its flight parameters and condition, both, during daytime and night-time; as well as: c) default selection of displayed information, d) independent display and control of the system for both pilot, e) constant monitoring of the system's efficiency. In the consensual opinion of test pilots carrying out the test flights, the research clearly showed that the system provides the expected improvement in the situational awareness of the helicopter crew, thus increasing safety of carried out flights, in particular, those at extremely low altitudes. Summing up, the achieved positive test results of the flight parameter display system SWPL-1 confirm the appropriateness of implementing that system into the equipment of Mi-17 helicopter used by the Polish Armed Forces.

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report no. 10L/LBSP/2012. Test of the quality of information presentation in the SWPL1 system for the M-17-1V helicopter. BT ITWL no. 7222/50, Warsaw 2012] Raport z badań NR 11L/LBSP/2012. Badanie ilości prezentowanych informacji przez system SWPL-1 zabudowany na śmigłowcu M-17-1V. BT ITWL nr 7223/50, Warszawa 2012. [Test report no. 11L/LBSP/2012. Test of the quantity of information presented in the SWPL-1 system built on the M-17-1V helicopter. BT ITWL no. 7223/50, Warsaw 2012] Raport z badań NR 12L/LBSP/2012. Badanie ergonomii sterowania systemem SWPL-1 zabudowanym na śmigłowcu M-17-1V. BT ITWL nr 7224/50, Warszawa 2012. [Test report no. 12L/LBSP/2012. Test of the ergonomics of the control of the SWPL-1 system built on the M-17-1V helicopter. BT ITWL no. 7224/50, Warsaw 2012] Raport z badań NR 13L/LBSP/2012. Badanie wpływu pracy systemu SWPL-1 na pracę innych systemów śmigłowca M-17-1V. BT ITWL nr 7225/50, Warszawa 2012. [Test report no. 13L/LBSP/2012. Test of the influence of the SWPL-1 system on the operation of other systems in the M-17-1V helicopter. BT ITWL no. 7225/50, Warsaw 2012] Regulamin lotów lotnictwa Sił Zbrojnych RP (RL-2010). Sygn. WLOP 442/2010. [Rules and regulations for flights of the air force of the Polish Armed Forces (RL-2010). Ref. WLOP 442/2010.] Wstępne Założenia Taktyczno-Techniczne na system zobrazowania parametrów lotu dla śmigłowca typu Mi-17. Nr postępowania przetargowego DZSZ/123/V-31/UZ/PRZ/ PPO/D/2010. [Initial Tactical and Technical Assumptions for the flight parameters display system in a helicopter of the Mi-17 type. No. of tendering procedure DZSZ/123/V31/UZ/PRZ/ PPO/D/2010]


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FLIGHT PARAMETER DISPLAY SYSTEM FOR THE Mi-17 ...

FLIGHT PARAMETER DISPLAY SYSTEM FOR THE Mi-17 ...

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