Pilot Control Research Articles

B-172 Correlation of Microbiome Sequencing Data and Quantified Short-Chain Fatty Acids by LC-MS/MS in IBD and Non-IBD Stool Samples

Abstract Background SCFAs are the primary metabolites produced by bacterial fermentation of dietary fiber and undigested proteins. They play a crucial role in various metabolic pathways, such as regulating the host’s energy balance and anti-inflammatory processes. The most studied SCFAs are acetic acid, propionic acid and butyric acid, with an approximate molecular ratio of 60:20:20 in healthy adults. A significantly different distribution may indicate a bacterial dysbiosis. While most SCFAs have a positive impact on the host’s health, the impact of branched short-chain fatty acids (bSCFAs), such as isobutyric acid and isovaleric acid, are less well-known. In order to evaluate whether the determination of a broader SCFA panel holds additional diagnostic value, we have developed a sensitive and robust LC-MS/MS method to determine 11 C2 - C7 SCFAs in human fecal samples. Methods The LC-MS/MS method includes acetic acid (AA), propionic acid (PA), butyric acid (BA), valeric acid (VA), caproic acid (CA) and heptanoic acid (HA), as well as the isomers isobutyric acid (iBA), 2-methylbutyric acid (2-MBA), isovaleric acid (iVA), isocaproic acid (iCA) and 2-methylhexanoic acid (2-MHA). After suspending the stool samples in a stabilizing buffer, the tubes were centrifuged and 25 µl of the supernatant was mixed with an internal standard solution (10 isotopically labeled internal standards) and subsequently derivatized. After one hour, the reaction was quenched and samples were injected into an ACQUITY UPLC H-Class (Waters) with an injection cycle of 9.5 min. Analytes were measured in positive mode by ESI-MS/MS on a Xevo TQ-MS (Waters). For quantification, six calibrators and three controls covering the anticipated physiological ranges were used. Results Microbiome sequencing data identified a total of 193 species, most of which belong to the Firmicutes phylum. Next, Actinobacteria and Proteobacteria are in descending order of abundance. In our IBD samples, we see a significant dysbiosis of these ratios and orders in comparison to the screening patients. E.g. in one sample, no Bacteroidetes were found, but a high amount of Actinobacteria (40 %) were sequenced. Corresponding SCFA data detected an AA:PA:BA ratio of 76:11:10, as well as no VA, iCA, CA, 2-MHA and HA, whereas SCFA data from most screening patients showed an AA:PA:BA ratio of 60:20:20 (± 10:10:10). Conclusions After a fast and simple sample preparation and derivatization, the LC MS/MS method allows robust and sensitive measurement of all presented SCFAs from human feces samples. The preliminary analysis of the combined microbiome and SCFA data showed that the detected AA:PA:BA ratio difference could be a valid indicator for a dysbiosis or an altered microbiome, corroborating data from previous studies. While we could detect differences on bSCFAs and longer SCFAs between IBD and non-IBD patient samples in this pilot study, larger patient and control cohorts are needed in order to substantiate our initial promising findings and finally allow a robust evaluation of these parameters as diagnostic tool to monitor and determine the state of the patient microbiome.

Technical Note: Analytical Estimate of Rotor Controls Required for a Propeller Wake Disturbance Rejection

During helicopter air-to-air refueling, the aircraft propeller’s jet can engage with the helicopter rotor. The impact on the helicopter rotor thrust and aerodynamic hub moments is solved analytically for the first time, based on blade element momentum theory. The collective and cyclic blade pitch controls needed for disturbance rejection are computed for a typical air-to-air refueling scenario. A propeller jet affecting the retreating side of the rotor requires much more pilot controls to retrim than an impingement on the advancing side.

Evaluating the effect of frigate hangar shape modifications on helicopter recovery using piloted flight simulation

Turbulent ship airwakes can present a major challenge for a pilot landing a helicopter to the ship. A recent study has proposed modifications to the hangar of a simple ship, the SFS2, to improve the air flow over the deck. To assess the effect of the proposed hangar modification on the helicopter and pilot, the unsteady air flow over the modified ship has been computed using time-accurate CFD, and then integrated with a full-motion flight simulator for a pilot to conduct deck landings to the original and modified ship geometries in wind speeds from 30 kt to 50 kt. The effectiveness of the proposed modification was assessed through pilot workload ratings for the landing task, and by recording pilot control inputs and helicopter states. The study has shown that there are some benefits from the hangar modifications. In the headwind the helicopter was deemed to be at the safe limit at 50 kt when operating to the original SFS2, while the limit was not reached in the 50 kt wind for the modified ship. In an oblique wind, the safe wind speed limit was found to be 40 kt for the original ship and 50 kt for the modified version. Although the improvements are not substantial, they do represent a positive outcome.

Study on the evaluation method of pilot workload in eVTOL aircraft operation

This paper investigates the pilot control strategy and workload associated with the manned electric Vertical Take-Off and Landing (eVTOL) aircraft. This research aims to identify control strategies that are both rational and effective in reducing the pilot's workload. Although the Cooper-Harper rating (HQR, Handling Quality Rating) remains the prevalent benchmark for assessing pilot workload, its subjective nature often complicates the precise quantitative identification of the key factors influencing workload. This study introduces an assessment method for pilot control workload using wavelet transform to evaluate pilot workload, focusing on the correlation between pilot control magnitude, frequency components, and complexity. We begin with a review of control action analysis methods in both time and frequency domains. Subsequently, by selecting an appropriate wavelet function and a sampling frequency, we develop the assessment method for pilot control strategy and workload based on wavelet analysis. Finally, we assess pilot workload using real pilot inputs with HQRs obtained from helicopter flight tests and tilt-rotor aircraft conversion simulations. The results indicate that this approach is capable of precisely pinpointing the frequency components and energy levels within pilot control actions throughout different time periods. Furthermore, a significant correlation is observed between pilot control characteristics, frequency components, and HQRs. Consequently, the developed approach provides a rational framework for quantifying and analyzing pilot workload in a range of eVTOL aircraft scenarios.

Development of Interactive Framework for Aviation Part Task Trainer (APTT) for Supersonic Fighter Aircraft

In commercial, military and general aviation, safe and effective training is the important requirement, which is achieved through an Aircraft Part Task Training device (APTT). When compared with the live training, the most significant benefits of ground training is improved safety and the reduced cost of a pilot training process. Flight simulation is a multidisciplinary subject that relies on several research disciplines which have a tendency to be investigated separately and in parallel with each other. This manuscript presents a comprehensive overview of the research work done within the APTT. The development of interactive framework for Aviation part task trainer is discussed in detail. The interactive graphics display is interfaced with different pilot controls such as throttle, pedal and control stick . The acquired data is processed and displayed on multifunctional display, giving the feel of flying in the aircraft. Thus the pilot can be trained on ground reducing the risk. Graphic symbols are prepared using OpenGL software. LAN connection is established using socket program in C and MATLAB aerospace toolbox is used for taking the input through joystick.

Predicting Food Waste Avoidance: Analysis of an Extended Model of the Theory of Planned Behavior and of Relevant Beliefs

ABSTRACT This research adopted the Theory of Planned Behavior (TPB) to predict intention and behavior to avoid food waste. In a pilot study, behavioral, normative, and control beliefs were identified. In the main study, a TPB model extended with descriptive and moral norms was assessed using a two-wave design and applying SEM. The associations between beliefs and TPB constructs were analyzed by MIMIC models. Attitude, descriptive and moral norms, and perceived behavioral control were associated with intention to avoid food waste, which predicted behavior. Considering the most important beliefs in forming intentions has important implications for designing food waste prevention interventions.

Understanding the human factors challenge of handover between levels of automation for uncrewed air systems: a systematic literature review

ABSTRACT Using uncrewed air systems (UASs) as part of the logistics chain is anticipated to reduce overall operating costs and speed up delivery. One particular challenge faced by UAS operators is in handover between high levels of autonomous control and piloted control. This review presents the findings from the published literature based on the human factors of handover between levels of automation within different domains. A total of 188 full publications were reviewed of which 52 publications were included. The literature outlines several challenges in transition of handover in publications focussing on UASs, crewed flight, healthcare, maritime, robotics and air traffic control. Interventions included interface design, training strategies, the design of the automation itself to support the operator and organisational design opportunities. There is currently only a small literature base, understanding the application of human factors interventions and their benefits to this unique application needs to be better understood to support effective operational safety.

Adaptive Flying Assistance Controller Design to Suppress Nonlinear Pilot-Induced Oscillations

Nonlinear pilot-induced oscillations (PIOs) pose a threat to the safety of piloted aircraft in flight. This study aimed to address this safety concern. A novel method for designing an assistance controller based on incremental model predictive control is proposed to aid pilots in suppressing categories 2 and 3 PIOs. In the assistance controller design, the characteristics of the full pilot–aircraft system are considered through a predictive model that integrates the dynamics of the pilot, actuator, and aircraft. This ensures that the assistance controller coordinates with both the pilot and aircraft. Additionally, an adaptive logic for the pilot–controller authority assignment is proposed to automatically adjust the role of the assistance controller. This adaptive logic adopts a model predictive technique to determine whether the pilot’s independent control will cause actuator saturation over the receding prediction horizon. By doing so, the assistance controller is restricted to work only when the actuator saturation constraints are activated. The pilot model-based simulations and the human-in-the-loop experiments demonstrated that the proposed assistance controller can effectively assist pilots in dealing with factors causing nonlinear PIOs while maintaining a harmonious cooperative relationship with the pilot.

Development of Visual System for Flight Simulation Training Device

The complexity of avionics systems and aircraft equipment is increasing day by day. To operate the avionics equipment, rigorous training is required. The training of pilots to handle these advanced equipment is quite costly. To address this issue a novel flight simulation training device is proposed in this paper. The proposed flight simulator can train the pilot on the ground. The development of visual system for Flight Simulation Training Device (FSTD) is discussed in detail in this paper. The visual system for FSTD is designed using DAQ cards, multifunctional displays, serial communication interface, pilot controls and commercially available off-the-shelf (COTS) controller. This proposed system displays various flight parameters. OpenGL is used to create graphics pages to display flight parameters. DAQ cards were utilizedto connect the analog and digital signals of cockpit to the FSTD’s visual system. A visual system was used in development of actual FSTD by assimilating symbols developed in OpenGL and creating typical pages for simultaneous display on four display surfaces.

The Effect of Vortex Generators on Spray Deposition and Drift from an Agricultural Aircraft

Vortex generators (VGs) attached to the leading edge of an agricultural aircraft are purported to control airflow over the upper surface of the wing by creating small vortices that delay boundary layer separation, thereby improving the performance of the aircraft. These devices are commercially available for use in the aviation industry, primarily to increase pilot control of the aircraft. The benefits attributed to VGs remain largely descriptive and anecdotal in nature without rigorous empirical assessment in the field. The intent of this study was to evaluate whether this aerodynamic device could improve deposition or reduce drift when mounted on an agricultural aircraft. Airborne drift and ground deposition were measured with monofilament lines and Mylar cards, respectively. Deposits were expressed as percent of fluorometric response using a spectrofluorophotometer. There were 46% fewer downwind drift deposits on monofilament lines when VGs were installed than when VGs were not installed. Whether or not VGs were installed on the aircraft was the predominant factor which influenced deposition on monofilament lines. Spray deposits on Mylar cards placed at ground level downwind of the applications at three different locations (5, 10, and 20 m) varied significantly (p < 0.0001) between treatments, with corresponding 31, 54, and 61% reductions in downwind deposits when VGs were installed. While these findings overall are positive, this is the first known study of its type, and more research is warranted to better understand the role of vortex generators in the reduction in drift relative to aerially applied sprays.

Actuator Surface Modeling of Rotors at the Ship–Helicopter Dynamic Interface

The aerodynamics of the ship–helicopter dynamic interface play an important role in determining ship–helicopter operating limits. A review of prior studies, in conjunction with experimental work, indicates that a time-accurate rotor model and a physics-based turbulence-resolving flow solver with two-way coupling between these components are required to accurately predict rotor–airwake and rotor–rotor interactions. Here, a recently developed actuator surface model is validated against two further multirotor cases and employed for two large-scale ship–helicopter dynamic interfaces with up to three concurrent rotorcraft and five rotors. Simulations of the Sikorsky X2 rotor with significant rotor–rotor interaction match resolved unsteady rotor loading well using 1.2% of the computational effort of resolved blade calculations. Computations of the outwash from a Boeing CH-47D in hover gave results within experimental error bars for most azimuths, where discrepancies may be attributed to the estimated trim and division of rotor loading. Simulations of the dynamic interface between the Simple Frigate Shape 1 and a hovering UH-60a were presented for three wind-over-deck angles and three positions for 40 knots of wind speed. The computed thrust and root mean square thrust coefficients in the closed-loop pilot control band are presented and demonstrated to have an to have an expected dependence on immersion in the ship airwake. Finally, a large-scale dynamic interface computation was performed with two CH-47Ds and one UH-60a operating concurrently over the deck of the landing helicopter assault ship at 40 knots of wind speed and 0° and 30° angle. Results highlighted the importance of understanding rotor-wake/airwake interactions dependent on rotorcraft type and position and wind-over-deck. The computation provided unsteady thrust and torque for each of the five rotors from 60 s of data using just 11,424 central processing unit hours on a grid of 19.5×106 points. These simulations show that hybrid Navier–Stokes simulations employing actuator line or surface methods are capable of providing high-fidelity, time-accurate predictions of rotor loads at the ship–helicopter dynamic interface at substantially lower cost.

Autorotation Transfer of Training: Effects of Helicopter Dynamics

This paper analyzes the effects of the helicopter dynamics on pilots’ learning process and transfer of learned skills during autorotation training. A quasi-transfer-of-training experiment was performed with 10 experienced helicopter pilots in the SIMONA moving-base flight simulator at Delft University of Technology. Pilots had to control an in-house flight dynamics model setup to simulate two types of helicopter dynamics: (1) a “hard” dynamics characterized by a low autorotative flare index requiring high pilot control compensation and (2) a “easy” dynamics characterized by a high autorotative flare index with low pilot control compensation required. Two groups of pilots tested these types of dynamics in a different training sequence: hard-easy-hard (HEH group) and easy-hard-easy (EHE group). The main conclusion of this study proved that simulator training for autorotation can best start with pilots training in the most resource demanding condition. A more challenging helicopter’s dynamics will require higher pilot agility and more rapid responses to his/her perceptual changes. This will result in pilots developing more robust and adaptable flying skills. Indeed, a clear positive transfer of training effect was observed in the experiment presented in this paper in terms of acquired pilot skills in the HEH group, but not the EHE group. Positive transfer was especially observed in terms of reduced rate of descent at touchdown. The two groups differed in the control strategy applied, with the HEH group having developed a control technique mimicking more closely the one adopted in a real helicopter.

The mobility of the brachycephalic canine nostril in relation to the degree of nostril stenosis

Previous studies have shown that the most reliable external conformational risk factor of whether a brachycephalic dog will develop Brachycephalic Obstructive Airway Syndrome (BOAS) is the status of nostril stenosis, assessed as a static observation using the brachycephalic nostril grading scheme. The nostrils however are a dynamic structure, opening further when the dog is exercising, sniffing or panting. The hypothesis of this study was that brachycephalic dogs with open or mildly stenotic nostrils are more likely to have nostril mobility whilst dogs with moderately or severely stenotic nostrils are more likely to have immobile nostrils. A retrospective study of dogs presented for BOAS assessment at two UK referral centres between 2012 and 2020 was performed. Data extracted included nares stenosis status and nares mobility. A mesocephalic pilot control group was recruited from a third referral centre. Statistical analysis was performed with χ2, Cochran-Armitage, spearman's rho and linear-by-linear tests as appropriate.Of the 974 brachycephalic dogs included in the study: 124 had open nostrils (68.5% mobile); 212 mildly stenotic nostrils (58.5% mobile); 379 moderately stenotic nostrils (35% mobile) and 259 severely stenotic nostrils (19.3% mobile). The nostril stenotic status was significantly associated with nostril wing mobility (χ2 =135.55; P<0.0001). When considering open and mildly stenotic (considered acceptable) nostrils versus moderate and severely stenotic nostrils, mobility was 62% versus 25.5% (χ2= 135.88; P = <0.0001). All 27 mesocephalic dogs had nostril mobility. Brachycephalic dogs with moderate and severely stenotic nares have reduced nasal mobility compared to brachycephalic dogs with mildly stenotic and open nares. Data is further evidence that dogs with moderately and severely stenotic nares should not be bred.

Technical Note: Analytical Estimate of Rotor Controls Required for a Propeller Wake Disturbance Rejection

During helicopter air-to-air refueling, the aircraft propeller's jet can engage with the helicopter rotor. The impact on the helicopter rotor thrust and aerodynamic hub moments is solved analytically for the first time, based on blade element momentum theory. The collective and cyclic blade pitch controls needed for disturbance rejection are computed for a typical air-to-air refueling scenario. A propeller jet affecting the retreating side of the rotor requires much more pilot controls to retrim than an impingement on the advancing side.

Tau Theory-Based Flare Control in Autonomous Helicopter Autorotation

A novel trajectory generation and control architecture for fully autonomous autorotative flare that combines rapid path generation with model-based control is proposed. The trajectory generation component uses optical Tau theory to compute flare trajectories for both longitudinal and vertical speed. These flare trajectories are tracked using a nonlinear dynamic inversion (NDI) control law. One convenient feature of NDI is that it inverts the plant model in its feedback linearization loop, which eliminates the need for gain scheduling. However, the plant model used for feedback linearization still needs to be scheduled with the flight condition. This key aspect is leveraged to derive a control law that is scheduled with linearized models of the rotorcraft flight dynamics obtained in steady-state autorotation, while relying on a single set of gains. Computer simulations are used to demonstrate that the NDI control law is able to successfully execute autorotative flare in the UH-60 aircraft. Autonomous flare trajectories are compared to piloted simulation data to assess similarities and discrepancies between piloted and automatic control approaches. Trade studies examine which combinations of downrange distances and altitudes at flare initiation result in successful autorotative landings.

Landing trajectory and control optimization for helicopter encountering different tail rotor pitch lockups

In recent years, tail rotor failure has been a significant factor in helicopter accidents, contributing to around 30 % of all incidents. Among these failures, tail rotor pitch lockup accounts for nearly 2/3. However, there is currently a lack of research on the landing trajectory and control optimization for piloted helicopters facing tail rotor pitch lockup. Therefore, this paper aims to study the landing trajectory and pilot control strategy optimization during helicopter tail rotor pitch lockup. The findings of this research are expected to provide valuable insights and serve as a reference for subsequent real-time pilot-in-the-loop simulations and final flight tests. In this paper, we utilize the UH-60A helicopter as a prototype to establish a flight dynamics model and a pilot model. The aerodynamic forces and induced velocity of the main rotor are calculated using the blade element method and Pitt-Peters model. The rotor flap motion is simplified to a first-order harmonic quantity. We then formulate the problem of safe landing and control optimization as a nonlinear optimal control problem, with the cost function designed to reflect safety and feasibility during the flight and touchdown process. To solve the optimal control problem numerically, we use direct multiple shooting and sequential quadratic programming algorithms. Flight test data for the UH-60A, encompassing steady-state flight, dynamic response, and autorotation landing, are utilized to validate the accuracy of the flight dynamics model and the effectiveness of the optimal control algorithm. Finally, the paper investigates the safe landing trajectories and control strategies for the sample helicopter when encountering high tail rotor pitch lockup and low tail rotor pitch lockup, respectively. Simulation results demonstrate that when the tail rotor is stuck at a high pitch, it is advisable for pilots to execute a high-power state landing by maintaining the engine at high power while reducing forward speed and descent rate. Conversely, when the tail rotor is stuck at a low pitch, flying at an economical speed (in a low-power state) is advantageous, but it does not facilitate a safe landing thereafter. If the pilot attempts a conventional landing, the yaw rate at touchdown would be very high and potentially dangerous. In contrast, if an autorotation landing is executed, the landing will be safer with a much lower yaw rate at touchdown. The optimal landing trajectory and control process align with the recommendations from actual helicopter flight tests. The proposed method provides feasible pilot control strategies for safe landing when helicopters encounter various tail rotor pitch lockup situations. This research can serve as a reference for pilots before conducting actual flight tests.

A team‐centric metric framework for testing and evaluation of human‐machine teams

AbstractWe propose and present a parallelized metric framework for evaluating human‐machine teams that draws upon current knowledge of human‐systems interfacing and integration but is rooted in team‐centric concepts. Humans and machines working together as a team involves interactions that will only increase in complexity as machines become more intelligent, capable teammates. Assessing such teams will require explicit focus on not just the human‐machine interfacing but the full spectrum of interactions between and among agents. As opposed to focusing on isolated qualities, capabilities, and performance contributions of individual team members, the proposed framework emphasizes the collective team as the fundamental unit of analysis and the interactions of the team as the key evaluation targets, with individual human and machine metrics still vital but secondary. With teammate interaction as the organizing diagnostic concept, the resulting framework arrives at a parallel assessment of the humans and machines, analyzing their individual capabilities less with respect to purely human or machine qualities and more through the prism of contributions to the team as a whole. This treatment reflects the increased machine capabilities and will allow for continued relevance as machines develop to exercise more authority and responsibility. This framework allows for identification of features specific to human‐machine teaming that influence team performance and efficiency, and it provides a basis for operationalizing in specific scenarios. Potential applications of this research include test and evaluation of complex systems that rely on human‐system interaction, including—though not limited to—autonomous vehicles, command and control systems, and pilot control systems.

High-vs medium-frequency neuromuscular electrical stimulation protocols on muscle mass in Intensive Care Unit patients, a pilot study

Aim: The aim of the present study was to investigate whether a high-frequency (HF) neuromuscular electrical stimulation (NMES) protocol could result in a smaller loss of muscle mass than a moderate-frequency (MF) protocol in ICU patients. Methods and materials: In this randomized pilot control trial, patients of the two intervention groups followed daily NMES sessions from the day of ICU admission until the tenth day. All study groups received physiotherapy in terms of usual care. Muscle layer thickness was assessed with ultrasound in the vastusintermedius (VI) and rectus femoris (RF) muscle to evaluate changes in muscle mass. Results: Totally 58 patients were allocated into three groups and 29 were finally analyzed (control: 10, MF: 12, HF: 7). Significant differences (p=0.05) between control and pooled NMES groups were observed for the right RF and VI. Significant differences in favor of HF vs MF group were observed for the left RF (3.6±15.3 vs 7.2±7.9% respectively, p=0.04). No differences were found regarding the number of sessions and presence of oedema (p&gt;0.05), while strength of contraction during sessions tended to be somewhat higher in the HF (p=0.09). Conclusion: HF may be more effective than MF to prevent muscle mass loss in ICU patients. More studies are needed to determine the optimal NMES characteristics.

Competency-based assessment of pilots’ manual flight performance during instrument flight training

A pilot's control behavior has a direct impact on aviation safety. To adapt to new flight training reforms, a competency-based assessment method is proposed in this paper. First, assessment scenarios, key competencies and observable behaviours were determined. Then, observable behavior assessment indexes were developed based on standard operating procedures and practical examination standards. Flight training data were analyzed based on curve similarity theory and a time series fast retrieval algorithm, and the assessment indexes were scored. The competency assessment method was established by quantifying “HOW MANY” and “HOW OFTEN” observable behaviors according to the assessment indexes score results. Finally, the fuzzy C-means clustering algorithm was used to classify the assessment values, and assessment results were obtained. A teardrop pattern procedure was used to test the reliability of the assessment method. The results indicate that the correlation coefficient between the model evaluation and the expert evaluation is 0.947 with a significance level of 0.01, reliably and objectively quantifying manual flight performance and improving the scientific nature of manual flight performance assessment methods. Flight training institutions can use this method to establish diverse assessment scenarios and formulate corresponding assessment indexes based on the characteristics of each pilot to reasonably evaluate the manual flight performance of pilot. Targeted training methods can then be adopted for pilot with different performance levels to improve their competency.

Analytical and simulation model of fighter flight dynamics with a limiter for the permissible flight envelope when performing the split-S maneuver

The article substantiates the relevance to develop an analytical-simulation model of fighter flight dynamics with a limiter for the permissible flight envelope during the split-S maneuver. The structure of the analytical and simulation model of a fighter, consisting of a combination of a flight test bench, a model of fighter flight dynamics, a model of an astatic limiter for the permissible flight envelope and a model of pilot control actions based on the theory of fuzzy sets, is presented. The structure of the model of fighter flight dynamics with a limiter for the permissible flight envelope, consisting of a system of differential and algebraic equations, a model of an integrated control system, a geometry, mass and balance unit, a unit for calculating aerodynamic forces, a power plant unit, a bank of aerodynamic performance, a unit for calculating feedback on efforts from flight controls, is presented. The model differs from the known ones by the availability of the split-S simulation unit, which is designed for the split-S simulation and the multi-iteration split-S simulation with different initial conditions to determine the basic split-S parameters, the kinematic flight operation performance and to construct the split-S implementation area. The split-S simulation unit comprises the specified value functions, a pilot control actions model, a unit for processing simulation results, a unit for determining the basic split-S parameters, and a database of operating modes. The specified value functions determine the specified values of the kinematic aircraft movement parameters, which are used to implement control in various phase coordinates of the maneuver. The model makes it possible to obtain reliable values of the kinematic fighter movement parameters under the semi-natural simulation with the participation of the pilot and the simulation split-S maneuver modeling using the pilot control actions model.