Auditory Warnings and Rotor Noise
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Auditory Warnings and Rotor Noise
For my final year project at Uni I am looking at the presentation of auditory warnings in the cockpit of helicopters. Due to a lot of rotor noise warnings must be presented loudly however in doing so this can disrupt a serial task being carried out by the pilot at the time the warning is presented.
I wondered if anyone out there could provide me with a couple of pieces of information.
Firstly what would you perceive a non-urgent and urgent warning to be?...for example I would suspect that you would classify a GPW warning as urgent but what other urgent and non-urgent warnings are there?
Secondly what serial tasks are carried out in helicopter cockpit either civilian or military based? For example remembering digits in a sequence, or tracking something in a sequence. Basically anything that is done sequentially...I have absolutely no ideas so anything you can tell me would be great.
Thanks for your help in advance.
Louise
I wondered if anyone out there could provide me with a couple of pieces of information.
Firstly what would you perceive a non-urgent and urgent warning to be?...for example I would suspect that you would classify a GPW warning as urgent but what other urgent and non-urgent warnings are there?
Secondly what serial tasks are carried out in helicopter cockpit either civilian or military based? For example remembering digits in a sequence, or tracking something in a sequence. Basically anything that is done sequentially...I have absolutely no ideas so anything you can tell me would be great.
Thanks for your help in advance.
Louise
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Louise,
Very briefly, on the subject of urgent and non-urgent warnings, I would say that unless you are an Instrument Flight Rules operator (eg North Sea rig support) or a mil/police NVG/FLIR flier, GPW is not a major concern for most heli operators. Most other heli operations involve continuous deliberate close proximity to the ground anyway; warnings would be superfluous and counter-productive. Mil operators would probably count Missile Approach Warnings or Radar Warning Receiver indications of radar tracking or guidance as urgent. All operators at low level would consider wires to be the real knicker-gripper, but I've not yet seen/heard an alternative to the current warning system usually fitted (a terrified crewmember screaming at the top of his/her lungs - very effective but expensive to fit/replace). Fire warnings deserve suitable audio backup. Rather less urgent would be things like low-alt/low airspeed warnings for aircraft with retractable undercarriage. Low urgency, with no requirement for audio, would cover just about everything from cabin-door open in aircraft with speed limits for that kind of thing to low fuel.
Serial tasks? Don't know - never really put much conscious thought into them. I'll have to go and ask my mate the test pilot - they like to look at and analyse all that kind of stuff.
Cheers
Very briefly, on the subject of urgent and non-urgent warnings, I would say that unless you are an Instrument Flight Rules operator (eg North Sea rig support) or a mil/police NVG/FLIR flier, GPW is not a major concern for most heli operators. Most other heli operations involve continuous deliberate close proximity to the ground anyway; warnings would be superfluous and counter-productive. Mil operators would probably count Missile Approach Warnings or Radar Warning Receiver indications of radar tracking or guidance as urgent. All operators at low level would consider wires to be the real knicker-gripper, but I've not yet seen/heard an alternative to the current warning system usually fitted (a terrified crewmember screaming at the top of his/her lungs - very effective but expensive to fit/replace). Fire warnings deserve suitable audio backup. Rather less urgent would be things like low-alt/low airspeed warnings for aircraft with retractable undercarriage. Low urgency, with no requirement for audio, would cover just about everything from cabin-door open in aircraft with speed limits for that kind of thing to low fuel.
Serial tasks? Don't know - never really put much conscious thought into them. I'll have to go and ask my mate the test pilot - they like to look at and analyse all that kind of stuff.
Cheers
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Dear Louise,
In general aviation helicopters there, in the moment, really is only one significant audio/visal warning- the LOW ROTOR RPM. Dependent on the type of helicopter, it can be an intermittent series of beeps or a continuously blowing horn.
If operating under IFR (Instrument flight rules) most helicopters incorporate a GPWS or more commonly AVAD system which will notify you (a sweet women's voice) of a pre-set altitude and than again at 100 ft above ground. These audio alerts are important for the final approach when there is an increased workload on the pilot.
As you state, noise in the helicopter cockpit is generally a concern. However, more modern sound proofing and communication systems do increasingly take care of the noise. The cockpit layouts become simpler through EFIS systems (Electronic Flight Info Systems) alias glass cockpits.
But it may be surprising that even modern helicopters very much rely on visual warnings rather then on a combination of audio and visual warnings. One of my guesses would be the development cost.
If you need some expert info, try contacting FLIGHT SAFETY INTERNTIONAL. They have some very experienced people there.
The most modern next generation aircraft in the moment is the Bell 609 Tiltrotor. If you would like some expert info on this, please e-mail me to [email protected] and I will give you some contacts.
Your question about serial tasks, I don't quite understand what you may be talking about, but if you are referring to sequenced reactions, here are some points.
Helicopter pilots are generally very self-dependent, since a lot of the work is single pilot and often there really is, unlike in airplanes, not much time to run through endless chcklists.
However, since more and more helicopter operators, escpecially in the transport sector, have to comply with changing rules, checklists become more of an issue. In most 2 crew operations checklists are adhered to fairly strictly.
One drawback is that because of uncoordinated use or timing, the task of actually flying the aircraft is overshadowed by reading checklists. I think the contributing factor for this is that many pilots use the checklist rather as a DO list, which defeats the originial purpose.
I hope that was what you were aiming for.
Please feel free to ask any questions regarding this topic. I think you have started a very interesting thread here.
In general aviation helicopters there, in the moment, really is only one significant audio/visal warning- the LOW ROTOR RPM. Dependent on the type of helicopter, it can be an intermittent series of beeps or a continuously blowing horn.
If operating under IFR (Instrument flight rules) most helicopters incorporate a GPWS or more commonly AVAD system which will notify you (a sweet women's voice) of a pre-set altitude and than again at 100 ft above ground. These audio alerts are important for the final approach when there is an increased workload on the pilot.
As you state, noise in the helicopter cockpit is generally a concern. However, more modern sound proofing and communication systems do increasingly take care of the noise. The cockpit layouts become simpler through EFIS systems (Electronic Flight Info Systems) alias glass cockpits.
But it may be surprising that even modern helicopters very much rely on visual warnings rather then on a combination of audio and visual warnings. One of my guesses would be the development cost.
If you need some expert info, try contacting FLIGHT SAFETY INTERNTIONAL. They have some very experienced people there.
The most modern next generation aircraft in the moment is the Bell 609 Tiltrotor. If you would like some expert info on this, please e-mail me to [email protected] and I will give you some contacts.
Your question about serial tasks, I don't quite understand what you may be talking about, but if you are referring to sequenced reactions, here are some points.
Helicopter pilots are generally very self-dependent, since a lot of the work is single pilot and often there really is, unlike in airplanes, not much time to run through endless chcklists.
However, since more and more helicopter operators, escpecially in the transport sector, have to comply with changing rules, checklists become more of an issue. In most 2 crew operations checklists are adhered to fairly strictly.
One drawback is that because of uncoordinated use or timing, the task of actually flying the aircraft is overshadowed by reading checklists. I think the contributing factor for this is that many pilots use the checklist rather as a DO list, which defeats the originial purpose.
I hope that was what you were aiming for.
Please feel free to ask any questions regarding this topic. I think you have started a very interesting thread here.
Guest
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In the RAF Sea King, we have an AVAD system of 2 chimes of bells followed by a lady's voice that warns us of : Fire warning/port or starboard, Check height, undercarriage and master caution (ie non-immediate problem). The fire warning and low height are combined with visual attention getters. The voice is at normal intercom level, so it doesn't interfere with flying the aircraft, but if it is a problem, it can be muted by switching off. This system has certainly saved my skin a couple of times as we operate regularly in bad weather at low level and the height warning is a god send. I'm sure most other SAR crews will say the same.
As for serial tasks, not too sure what you are after. The Sea King has the longest memorised check list in the RAF as this allows us to start the helicopter quickly on a scramble - only the pre-lift checks are challenge and response. Likewise, all our checks when we arrive at the scene of rescue are memorised to save time. On a similar line all our immediate actions following a major mechanical failure are memorised so that the problem can be dealt with before we fall out of the sky!
Hope that was of help
As for serial tasks, not too sure what you are after. The Sea King has the longest memorised check list in the RAF as this allows us to start the helicopter quickly on a scramble - only the pre-lift checks are challenge and response. Likewise, all our checks when we arrive at the scene of rescue are memorised to save time. On a similar line all our immediate actions following a major mechanical failure are memorised so that the problem can be dealt with before we fall out of the sky!
Hope that was of help
Guest
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Thanks for all your help so far.Will take a look at Flight Safety International as suggested.
This is just the start of a project which I am going to be working on all year for my finals so I will probably be back to pick your brains again...am just thrilled that I had any response at all. It is very kind of you all to take the time.
Louise
This is just the start of a project which I am going to be working on all year for my finals so I will probably be back to pick your brains again...am just thrilled that I had any response at all. It is very kind of you all to take the time.
Louise
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But wait, there's more.
As mentioned above, the Low Rotor RPM warning horn is pretty much the only 'standard' audio warning horn in helicopters, from the R22 to Super Puma's. Just to give you as much information as possible, this horn warns if the revolutions of the rotor system decrease below a certain figure. It is crucial that we keep the required RPM setting other wise we run into various types of trouble. For most of us, when we hear this horn it should actualy trigger an automatic response. This response may vary in its extremes according to the type of aircraft but will follow some pretty basic rules. If we do not automatically react, the helicopter and crew will be lost.
To operate a helicopter we require an incredible number of motor skills that have been built up over time, both in flying and reacting to emergencies, so
to distract a Helicopter pilot, you will need to throw in an audio horn that he hasn't heard before (mobile phones are a good example) where his/her motor skills are not perfected through training.
Another point to add is that during emergencies it is actualy a normal thing to get rid of the audio horn whilst reacting to the problem. In a BK117 (medium sized twin engined helicopter)if we lose an engine we hear an audio worning horn, The designers have taken into account that it may be distracting so they put a small button on the cyclic to stop and reset the warning horn. But it is only a convenience thing because through training we will react anyway.
Warning horns do not restrict or distract our ability to perform a function.
cheers
As mentioned above, the Low Rotor RPM warning horn is pretty much the only 'standard' audio warning horn in helicopters, from the R22 to Super Puma's. Just to give you as much information as possible, this horn warns if the revolutions of the rotor system decrease below a certain figure. It is crucial that we keep the required RPM setting other wise we run into various types of trouble. For most of us, when we hear this horn it should actualy trigger an automatic response. This response may vary in its extremes according to the type of aircraft but will follow some pretty basic rules. If we do not automatically react, the helicopter and crew will be lost.
To operate a helicopter we require an incredible number of motor skills that have been built up over time, both in flying and reacting to emergencies, so
to distract a Helicopter pilot, you will need to throw in an audio horn that he hasn't heard before (mobile phones are a good example) where his/her motor skills are not perfected through training.
Another point to add is that during emergencies it is actualy a normal thing to get rid of the audio horn whilst reacting to the problem. In a BK117 (medium sized twin engined helicopter)if we lose an engine we hear an audio worning horn, The designers have taken into account that it may be distracting so they put a small button on the cyclic to stop and reset the warning horn. But it is only a convenience thing because through training we will react anyway.
Warning horns do not restrict or distract our ability to perform a function.
cheers
Guest
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1. Auditory warning in any helicopter will always be transmitted via headsets (elctric or helmets), so ambient noise is irrelevant.
2. They are almost always followed by visual warnings.
3. Serial tasking is catered for by repetitive tasking, rehearsed learning and a memory of events via the semantic memory (as opposed to episodic/long term memory).
4. If you want to do this properly, invite yourself to a helicopter training school (preferably military)who may let you into their ways of preparing students for emergencies.
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TC
2. They are almost always followed by visual warnings.
3. Serial tasking is catered for by repetitive tasking, rehearsed learning and a memory of events via the semantic memory (as opposed to episodic/long term memory).
4. If you want to do this properly, invite yourself to a helicopter training school (preferably military)who may let you into their ways of preparing students for emergencies.
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TC
Guest
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There have been some good responses here. Reading the one about the BK117 "mobile phone" reminded me that the Radar Warning Receiver (RWR) on the Chinook has both a monotone and a "trimphone" warble - the duration of each "blast" signifies a different kind of warning. It might be worth highlighting that in the early days of RWRs (60s Vietnam), fixed-wing pilots were subjected to so many audio warnings (RWR, their own Sidewinder missiles "growling", voices over intercom and R/T) that they were unable to filter out the essential from the background clutter. The warning must alert the pilot clearly and accurately, but it must not prevent him from being able to take effective action. But then you know all that already, eh?
Cheers
Cheers
Guest
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Re. clarify Thomas C.'s post:
Not every helicopter transmits the audio warning through the headset/ intcomm. example- R22/ R44, Bell 206. So therefore rotor noise is a consideration with respect to that.
Plus, auditory warnings are supposed to be simultaneous with visual warnings, not to be follow by them. Just a formality.
Apart from just auditory warnings, rotor, engine, etc. noise in helicopters is quite a significant consideration with respect to pilot fatigue, stress, communications, response to emergencies, etc.
Even with sophisticated headsets, the background noise can still be quite significant and cause deteroriation of pilot alertness over time. When several factors act together,e.g radio calls, intcomm. noise, audio warnings, etc. any noise is quite a disturbing factor.
As Thomas suggest, it's a good idea to meet people from the industry. I already mentionned Flight Safety International to you because they are the largest and leading training organisation with a very high turn over of people and very experienced instructors, who get input from many different people every day.
Further, it may be worth a try to speak to some manufacturers themself and maybe you will be lucky to get an appointment to meet somebody from their research departments.
Good luck
Not every helicopter transmits the audio warning through the headset/ intcomm. example- R22/ R44, Bell 206. So therefore rotor noise is a consideration with respect to that.
Plus, auditory warnings are supposed to be simultaneous with visual warnings, not to be follow by them. Just a formality.
Apart from just auditory warnings, rotor, engine, etc. noise in helicopters is quite a significant consideration with respect to pilot fatigue, stress, communications, response to emergencies, etc.
Even with sophisticated headsets, the background noise can still be quite significant and cause deteroriation of pilot alertness over time. When several factors act together,e.g radio calls, intcomm. noise, audio warnings, etc. any noise is quite a disturbing factor.
As Thomas suggest, it's a good idea to meet people from the industry. I already mentionned Flight Safety International to you because they are the largest and leading training organisation with a very high turn over of people and very experienced instructors, who get input from many different people every day.
Further, it may be worth a try to speak to some manufacturers themself and maybe you will be lucky to get an appointment to meet somebody from their research departments.
Good luck
Guest
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Try a look at http://www.racal-acoustics.co.uk/english/voice.htm they are into all sorts of noises! These are fitted on N Sea helis.
My experience is that the biggest noise in the aircraft is the whining that the pilot makes in the line office "Moan, moan, moan!".
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400 Hertz but DC is easy
My experience is that the biggest noise in the aircraft is the whining that the pilot makes in the line office "Moan, moan, moan!".
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400 Hertz but DC is easy
Guest
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For offshore, IFR, night ops, I would definately consider the priority to be, Engine out, Fire and critical altitude from AVAD i.e. 150' on an NDB/ARA to a rig at night or IMC.
As for serial tasks, perhaps gear up through a critical airspeed or altitude, etc.
As many have said above, there are few times when a RW operator would be concerned with a GPW as these warnings would actually be counter-productive in certain ops such as Logging, Siesmic, Ambulance etc.
Cheers, Offshoreigor
As for serial tasks, perhaps gear up through a critical airspeed or altitude, etc.
As many have said above, there are few times when a RW operator would be concerned with a GPW as these warnings would actually be counter-productive in certain ops such as Logging, Siesmic, Ambulance etc.
Cheers, Offshoreigor
