Browse Topic: Aircraft displays

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COCKPIT DISPLAY SYSTEM INTERFACES TO USER SYSTEMS PART 1 AVIONICS INTERFACES, BASIC SYMBOLOGY, AND BEHAVIORARINC661P1-8 (Current)9/18/2020
ARINC 661 defines logical interfaces to Cockpit Display Systems (CDS) used in all types of aircraft installations. The CDS provides graphical and interactive services to user applications within the flight deck environment. When combined with data from user applications, it displays graphical images to the flight deck crew. The document emphasizes the need for independence between aircraft systems and the CDS. This document defines the interface between the avionics equipment and display system graphics generators. This document does not specify the "look and feel" of any graphical information, and as such does not address human factors issues. These are defined by the airline flight operations community. Supplement 8 adds numerous changes and additions. Eleven new widgets are added, all related to 3D Maps. Seven new widget extensions. Metadata definitions (XML) for all widgets, extensions, events, symbols, and associated data types.
Airlines Electronic Engineering Committee
Optical Window for Far-IR Instruments Using Thin TOPAS® FilmTBMG-358091/1/2020
Most flight instruments that use cryogenics or non-cryogenics require physical isolation of their internal instruments (sensors, detectors, spectrometers) from the external environment. This isolating window film also needs to be transparent in the operational frequency of the internal instruments to detect electromagnetic waves. As such, the film needs to have the necessary strength to hold the vacuum pull and provide a low transmission loss.
Crew Station Lighting - Commercial AircraftARP1161B (Current)10/18/2019
This SAE Aerospace Recommended Practice covers the recommended requirements for the lighting and characteristics of instruments; information plates and displays, emergency, cautionary, advisory and status displays; circuit breaker and toggle switch positions; and the recommended requirements for the utility lighting system.
A-20A Crew Station Lighting Committee
Collins Aerospace provides avionics for C-130H modernization programSAE-MA-000029/3/2019
The Lockheed C-130H Hercules fleet operated by the Air National Guard and U.S. Air Force Reserve is getting new Collins Aerospace Systems avionics that will help extend the life of the legacy aircraft by 20 years.
Kucinski, William
Video Graphics ModulesTBMG-345366/1/2019
WOLF Advanced Technology Stouffville, Ontario, Canada 905-852-1163
Guidance on Mitigation Strategies Against Laser Illumination EffectsARP6378 (Current)6/2/2018
This document is intended to give guidance to users, regulators and persons in the aviation field who may be affected by the potential visual interference effects of lasers aimed at aircraft by the general public. The potential effects include startle (distraction, disruption, disorientation, and operational incapacitation), glare, and flashblindness. This document provides mitigation strategies against such effects, including operational procedures, pilot education, and the use of Laser Glare Protection. Prevention of harm from laser eye injuries is discussed but is not a focus of this document, due to the extremely low likelihood of injurious levels of laser light in typical aircraft illumination scenarios. Devices for detecting and reporting hazardous laser illuminations are briefly described in Appendix D, but are not a focus of this document. Some information in this document may also be useful for non-aviation users, such as persons driving vehicles. Additional information can be
G10-OL Operational Laser Committee
WDM LAN StandardAS5659 (Current)1/23/2018
This standard, consisting of five documents, applies to designers, suppliers, and users of optical network services, systems, and components within mobile military and commercial aerospace platforms. The standard applies to any optical network which uses Wavelength Division Multiplexing in any optical media.
AS-3 Fiber Optics and Applied Photonics Committee
Handling Qualities Assessment of a Pilot Cueing System for Autorotation ManeuversF-0073-2017-120725/9/2017
ABSTRACT This paper details the design and limited flight testing of a preliminary system for visual pilot cueing during autorotation maneuvers. The cueing system is based on a fully-autonomous, multi-phase autorotation control law that has been shown to successfully achieve autonomous autorotation landing in unmanned helicopters. To transition this control law to manned systems, it is employed within a cockpit display to drive visual markers which indicate desired collective pitch and longitudinal cyclic positions throughout the entire maneuver, from autorotation entry to touchdown. A series of simulator flight experiments performed at University of Liverpool's HELIFLIGHT-R simulator are documented, in which pilots attempt autorotation with and without the pilot cueing system in both good and degraded visual environments. Performance of the pilot cueing system is evaluated based on both subjective pilot feedback and objective measurements of landing survivability metrics
Rogers, Jonathan, Jump, Michael, Strickland, Laura, Repola, Caroline, Cameron, Neil, Fell, Thomas
Products of Tomorrow — March 2017TBMG-265283/1/2017
This column presents technologies that have applications in commercial areas, possibly creating the products of tomorrow. To learn more about each technology, see the contact information provided for that innovation.
Variably Transmittive, Electronically Controlled EyewearTBMG-261791/1/2017
During instrument flight training, the pilot must have his/her view through the aircraft windscreen restricted to simulate low-visibility conditions while permitting the pilot to view the instrument panel. In one current method, a hood is draped across the aircraft windscreen, or a face mask or blackened glasses are worn by the pilot. All such current methods create potentially hazardous disorientation and an unnatural environment for the trainee. In particular, the face mask and blackened glasses restrict the pilot’s peripheral vision, and require uncomfortable and unnatural head positions in order to see the entire instrument panel.
Aeronautical Data Link and Radar Simulator (ADRS)TBMG-2570311/1/2016
Air traffic management research needs to adequately address all players, including flight crews, air traffic controllers/managers, and airline dispatchers. Interactions between the different stakeholders are crucial elements for the viability of a given concept. A simulation capable of addressing this type of distributed decision-making needs to meet several requirements in terms of fidelity, operator proficiency, and number of participants. Most research facilities and laboratories can provide a sufficient fidelity for one particular aspect, but lack in the other aspects because of budget, personnel, and proprietary constraints.
COCKPIT DISPLAY SYSTEM INTERFACES TO USER SYSTEMSARINC661-6 (Current)9/1/2016
ARINC 661 defines necessary interfaces to Cockpit Display Systems (CDS) used in all types of aircraft installations starting with the Airbus A380 airplane. The CDS provides graphical and interactive services to user applications within the flight deck environment. When combined with data from user applications, it displays graphical images to the flight deck crew. The document emphasizes the need for independence between aircraft systems and the CDS. This document defines interfaces between the CDS and the aircraft systems. This includes the interface between the avionics equipment and display system graphics generators. This document does not specify the "look and feel" of any graphical information, and as such does not address human factors issues. These are defined by the airline flight operations community.
Airlines Electronic Engineering Committee
Touch and Go16MEIP03_043/1/2016
Avionics developments are changing life in the cockpit and at airborne work stations. Since the digital revolution changed forever the pilot's working environment, innovators and suppliers of cockpit systems have strived to provide a continuous stream of new developments and products that offer increasingly automated solutions to what has to be done to fly and land an airplane safely. As the first “glass” cockpits with CRT-type displays were introduced in the 1980s, there was understandably much opposition from many within the active flying community as these revolutionary devices removed at a stroke all those scores of instruments that were so familiar and which all seemed absolutely essential at the time.
Gardner, Richard
Touch and Go15AERP12_0112/1/2015
Avionics developments are changing life in the cockpit and at airborne work stations. Since the digital revolution changed forever the pilot's working environment, innovators and suppliers of cockpit systems have strived to provide a continuous stream of new developments and products that offer increasingly automated solutions to what has to be done to fly and land an airplane safely. As the first “glass” cockpits with CRT-type displays were introduced in the 1980s, there was understandably much opposition from many within the active flying community as these revolutionary devices removed at a stroke all those scores of instruments that were so familiar and which all seemed absolutely essential at the time.
Gardner, Richard
Touch and GoTBMG-2356312/1/2015
by Richard Gardner
Human Factors Drivers Behind Next Generation AV2020 Cockpit Display2015-01-25379/15/2015
The efficiency of the glass cockpit paradigm has faded away with the densification of the aeronautical environment. Today's problem lies with “non-defective aircraft” monitored by “perfectly trained crews” still involved in fatal accidents. One explanation is, at crew level, that we have reached a system complexity that, while acceptable in normal conditions, is hardly compatible with human cognitive abilities in degraded conditions. The current mitigation of such risk still relies on the enforcement through intensive training of an ability to manage extremely rare (off-normal) situations. These are explained by the potential combination of failures of highly complex systems with variable environment & with variable humans. Looking back into the limits and strengths of operators, we have selected very basic knowledge on human cognitive strategies that enabled us to revisit and review our design principles to give back to pilots the ability to stay in the loop: not through the
Hourlier, Sylvain
Avionics/Electronics14AERP10_0210/1/2014
Avionics Heat Up, in a Good Way: As was apparent at Farnborough, if there is a single technology theme that today dominates how aircraft are designed, built, and operated, it is the transformational progress being made in aerospace avionics, and the human-machine interface. The common feature shared by recent aviation platforms is the high level of systems integration, and the way in which information is displayed or made accessible, allowing previously unimaginable levels of situational awareness to be available to pilots and ground controllers. This has greatly eased the pilot workload and enhanced flight safety, especially when flying in poor weather or operating in unfamiliar or hazardous terrain. The transition from analog to digital cockpit displays has been comprehensive, but more recently the development of interactive applications and associated technologies has promoted even more rapid progress, notably with the growing adoption of touchscreens, head-up displays (HUDs), and
Gardner, Richard
Avionics Heat Up, in a Good WayTBMG-2074510/1/2014
The common feature shared by recent aviation platforms is the high level of systems integration, and the way in which information is displayed or made accessible, allowing previously unimaginable levels of situational awareness to be available to pilots and ground controllers. This has greatly eased the pilot workload and enhanced flight safety, especially when flying in poor weather or operating in unfamiliar or hazardous terrain.
Trajectory Specification for High-Capacity Air Traffic ControlTBMG-195835/1/2014
The doubling or tripling of airspace capacity that will be needed over the next several decades will require that tactical separation guidance be automated for appropriately equipped aircraft in high-density airspace. Four-dimensional (4D) trajectory assignment (three-dimensional position as a function of time) will facilitate such automation. A standard trajectory specification format based on XML (Extensible Markup Language) is proposed for that purpose.
Bizjets Wait for the Uplift13AERD1202_0212/1/2013
A look at how the global executive jet market is fighting back after a hard few years. The past two decades saw the market for new business jets explode, with corporate customers discovering and embracing the value of a tool that could bypass the congestion and frustrations of airline travel, going more directly where they wanted to go, and allowing work to continue along the way. It seemed a perfect win-win situation for busy executives who could arrive at a destination refreshed and prepared for that important meeting, and for companies who could increase the productivity of their senior management at a competitive cost compared to using premium airfares on every trip. Added to the rapid rise in company-owned business aircraft were a host of new “fly-as-you-go” air-taxi and fractional operators offering competitive rates for hired-out aircraft that came with crews, and all administrative and support functions taken care of.
Gardner, Richard
Developing an ARINC 661 Cockpit Display System Server with the SCADE Solutions for ARINC 661 Compliant Systems2012-01-211310/22/2012
Embraer began development of an ARINC 661-compliant cockpit display system with Esterel Technologies SCADE Solutions for ARINC 661 Applications. Over the past two years, Embraer has been able to build a fully-functional ARINC 661 demonstrator that includes all components necessary for CDS deployment under the ARINC 661 standard. The ARINC 661 demonstrator includes a fully-compliant ARINC 661 server based originally on Esterel Technologies SCADE 661 Server Creator using an automatic server generator. Embraer had successfully integrated a custom ARINC 661-4, widgets library, with Esterel Technologies widget library, designed with SCADE as the base. Embraer has also developed and integrated User Applications running on a IMA hardware system and communicating with the server using UDP over AFDX within a flight simulator system. This paper discuss the process followed by Embraer for development of the ARINC 661 demonstrator.
Lopes Nunes, Carlos, Mirachi, Samoel, Bento Melo, Alexander, Macauley, John
Skid Control System Vibration SurveyAIR764D (Current)9/5/2012
This technical report documents three surveys to determine realistic vibration requirements for skid control systems specifications and obtain updated vibration information for locations in aircraft where skid control system components are mounted.
A-5A Wheels, Brakes and Skid Controls Committee
Common Launch Acceptability Region Approach Interface Control Document (CLARA ICD)AIR5682A (Current)8/27/2012
CLARA identifies four functions: Data Space Generator, Truth Data Generator, Coefficient Generator, and Reconstructor. Together these four functions standardize the solution to the LAR problem. This ICD defines the logical interfaces of the four functions.
AS-1B Aircraft Store Integration Committee
Mastering the ARINC 661 Standard11VATC400023/19/2012
By introducing the concept of a separation between graphics and logic, interpreted run time architecture, and defined communication protocol, the ARINC 661 standard has addressed many of the concerns that aircraft manufacturers face when creating cockpit avionics displays. However, before kicking off a project based on the standard, it is important to understand all aspects of the standard, as well as the benefits and occasional drawbacks of developing with ARINC 661 in mind. This white paper will first provide an overview of ARINC 661 to clarify its concepts and how these relate to the development process. The paper will also describe the benefits of using a distributed development approach, and will outline practical, real world considerations for implementing an ARINC 661-based solution. Finally, readers will learn how commercial tools can be used to simplify the creation of displays following the standard to speed development and reduce costs. Presenter Matthew Jackson , Presagis
Jackson, Matthew
Design and Flight Test of a Primary Flight Display Combined Vision System11VATC400043/19/2012
A series of flight tests were conducted to design and evaluate a Combined Vision System (CVS) that integrates a forward looking infrared video image with synthetic vision on a primary flight display. System features included colorizing the video image to mesh with the synthetic terrain background, decluttering the approach symbology to facilitate the detection of the approach lights and runway markings, creating a semi-transparent IR sky to ensure continuous situational awareness of the surrounding terrain, and annunciating the decision height to facilitate the transition to the actual runway environment. Over 100 approaches were flown during three flight test sessions. For the first flight test session pilots reviewed early CVS proofs of concept on Honeywell's Citation Sovereign. During the approach in low visibility conditions, the Pilot Flying remained head-down to 100 ft AGL, at which time he lifted his head and made a subjective judgment of whether he could easily and safely
May, Patricia
Safety and Operational Improvements Using Head-Up Displays in Small Aircraft and Helicopters11VATC400033/12/2012
Small aircraft and helicopters have an increasing need for heads out presentations, which means a projected presentation of symbols and images, primarily infrared, on an optical combiner in the pilots field of view. The information presented will appear at an infinite distance i.e. the focal point is far away enabling the pilot to see the symbology superimposed on and correlated to the outside world. The driving factors for a heads out presentations are increased safety through improved situation awareness in almost all weather conditions as well as operational improvements due to reduced landing minimal prerequisites in adverse weather conditions. Also safety during taxiing and landing are improved through early detection of eventual other aircraft and objects. The landing aid is important for small aircraft like business jets that often fly into unequipped airfields. The overall benefits are reduction in number of incidents/accidents, cost savings and reduced number of diversions
Brandtberg, Hans
Night Vision Compatible LED IndicatorsTBMG-141993/1/2012
Wilbrecht LEDCO’s new Night Vision Imaging System (NVIS) compatible LEDs are designed for avionics applications that require night vision compatibility. Available in green, yellow, white and red in both 3mm and 5mm sizes, these specially filtered LEDs allow the cockpit display to be visible to the unaided eye, as well as fully night vision goggle (NVG) compatible per MIL-STD-3009 and MIL-L-85762A.
Beating brownout11AERD1214_0212/14/2011
A look at a new airborne landing aid that provides safe-flight capabilities for front-line helicopter crews in degraded visual environments. The safe operation of helicopters has become one of the most important aspects of modern expeditionary warfare, and yet it remains a dangerous task, especially when flying at night and in desert conditions. Three out of four helicopter accidents in the operational theater result from pilots flying into “brownout” conditions, where sand and fine dust block out the visual references to their immediate surroundings, and this can result in a heavy landing, a collision with poles, aerials, vehicles or buildings, sometimes with catastrophic results.
Gardner, Richard
Mastering the ARINC 661 Standard2011-01-255010/18/2011
By introducing the concept of a separation between graphics and logic, interpreted runtime architecture, and defined communication protocol, the ARINC 661 standard has addressed many of the concerns that aircraft manufacturers face when creating cockpit avionics displays. However, before kicking off a project based on the standard, it is important to understand all aspects of the standard, as well as the benefits and occasional drawbacks of developing with ARINC 661 in mind. This white paper will first provide an overview of ARINC 661 to clarify its concepts and how these relate to the development process. The paper will also describe the benefits of using a distributed development approach, and will outline practical, real world considerations for implementing an ARINC 661-based solution. Finally, readers will learn how commercial tools can be used to simplify the creation of displays following the standard to speed development and reduce costs.
Lefebvre, Yannick
SCADE Solutions for the Efficient Development of ARINC 661 Cockpit Display Systems and User Applications2011-01-257810/18/2011
The ARINC 661 standard [1] defines a Cockpit Display System (CDS) interface intended for all types of aircrafts installations. This paper presents an integrated solution based on Commercial Off-The-Shelf (COTS) tools that allows, in the initial stage of an aircraft project, support for the expression of requirements with regards to the CDS definition and the CDS interaction with the User Applications (UAs). It also enables prototyping of the systems architecture from the point of view of functionalities and performance. At a later stage of the project, this same integrated tool suite can be used to produce and certify the final embedded software code within the CDS and to generate the communication code between the CDS and the UAs. As a conclusion, the paper demonstrates that the proposed solution, configurable and relying on model-based design and qualified automatic code generation of graphics, logics and communication code for both the Server and the User Applications, provides
Dion, Bernard, Rossignol, Vincent, Monnier, Aubanel
Safety and Operational Improvements Using Head-Up Displays in Small Aircraft and Helicopters2011-01-252810/18/2011
Small aircraft and helicopters have an increasing need for “heads out” presentations, which means a projected presentation of symbols and images, primarely infrared, on an optical combiner in the pilots field of view. The information presented will appear at an infinite distance i.e. the focal point is far away enabling the pilot to see the symbology superimposed on and correlated to the outside world. The driving factors for a “heads out” presentations are increased safety through improved situation awareness in almost all weather conditions as well as operational improvements due to reduced landing minima prerequisites in adverse weather conditions. Also safety during taxiing and landing are improved through early detection of eventual other aircraft and objects. The landing aid is important for small aircraft like business jets that often fly into unequipped airfields. The overall benefits are reduction in number of incidents/accidents, cost savings and reduced number of diversions
Brandtberg, Hans, Zanden, Johan
An Embedded Platform-Agnostic Solution to Deploy Graphical Applications2011-01-255110/18/2011
Embedded Graphics developers depend on both in-house and commercial-off-the-shelf (COTS) tools. While both offer significant advantages throughout the development process, many resulting custom in-house solutions only support a narrow set of embedded platforms, do not meet the performance requirements for some embedded configurations, and may make it difficult to upgrade hardware in future. In addition, if prototyping and deployment groups developing an application using in-house tools are not perfectly aligned, it may not be possible to re-use the work done in the prototyping phase, resulting in the need to completely re-write the application code. To overcome these restrictions, engineers can invest in tools that support a vendor-agnostic C++ Port Kit. This kit acts as a bridge between the display application and the embedded platform to increase design flexibility, supports the integration process, and allows for porting to multiple embedded platforms from a single application
Lefebvre, Yannick
Sensor Video Integration and Processing in the Modular Avionics Architecture2011-01-269810/18/2011
Use of airborne high resolution digital sensor imagery is ever increasing. Color HDTV, infrared cameras and radar are examples of such sensors. And they are becoming increasingly used for mission purposes by the military, police, customs and coast guard onboard helicopters and fixed wing aircraft. These users have requirements for onboard presentation, analysis and storage. Use of weather radars and other similar types of sensors are flight oriented applications in major types of aircraft. Another application is the integration of cockpit and cabin surveillance systems onboard commercial airlines. Cabin surveillance systems, growing from cockpit door cameras to complete cabin surveillance, will use several cameras. The purpose is to acquire and store imagery from un-normal events including unruly passengers and eventual terrorists. The primary intentions are security awareness in the cockpit as well as collecting evidence for a potential prosecution. Further advancement may include
Brandtberg, Hans
Design and Flight Test of a Primary Flight Display Combined Vision System2011-01-252510/18/2011
A series of flight tests were conducted to design and evaluate a Combined Vision System (CVS) that integrates a forward looking infrared video image with synthetic vision on a primary flight display. System features included colorizing the video image to mesh with the synthetic terrain background, decluttering the approach symbology to facilitate the detection of the approach lights and runway markings, creating a semi-transparent IR sky to ensure continuous situational awareness of the surrounding terrain, and annunciating the decision height to facilitate the transition to the actual runway environment. Over 100 approaches were flown during three flight test sessions. For the first flight test session pilots reviewed early CVS proofs of concept on Honeywell's Citation Sovereign. During the approach in low visibility conditions, the Pilot Flying remained head-down to 100 ft AGL, at which time he lifted his head and made a subjective judgment of whether he could easily and safely
Ververs, Patricia May, He, Gang, Suddreth, John, Odgers, Rob, Engels, Jary, Wyatt, Ivan, Hughes, Keith, Hamblin, Christopher, Feyereisen, Thea
Toward cockpit 3.010AEMD1027_0110/27/2010
Avionics developments further revolutionize the commercial cockpit environment. Looking up into the skies near any major international airport, it is often difficult to immediately identify different aircraft types. Today's Airbus A340 has almost exactly the same proportions and configuration as a Boeing 707 of 50 years ago, but it is on the inside of the aircraft, and in particular in the cockpit, where the greatest changes have taken place in recent decades and where the next big stepping stone toward fully automated commercial flight will emerge. When the civil jet age dawned, there were usually four crew members to be found at the front of an airliner. As digital flight controls and computerized avionics technology emerged in the 1980s, it became possible for airliner flight deck crews to shrink to just two, without any loss of safety or reduction in passenger confidence.
Gardner, Richard
Future Concept of Operations: The Airbus ADS-B Perspective2010-01-16609/30/2010
This paper describes the Airbus plans to use ADS-B in the future concept of operations in both the European SESAR and the US NEXTGEN concepts of operations. It details the different steps that are currently considered by Airbus roadmap to deploy ADS-B services and functions. In particular, the following points are described: Use of ADS-B OUT in Non Radar Airspace Use of ADS-B IN and the associated Airbus functions to offer a better Air Traffic Situation Awareness (ATSAW) package: the various applications for airborne, in trail climb/descent procedures or enhanced visual acquisition are particularly detailed. Use of ADS-B for the future Spacing function as currently considered in the initial ASAS implementation for SESAR: the three “Remain Behind”, “Merge at Waypoint then Remain behind” and the “Heading then merge behind” applications are explained. The use of the ASAS function within the TMA as a complement to the other pillar of a future ATM concept (4D-Trajectory) is discussed in a
Bousquie, Jean Francois
NextGen soon10AEMD0707_017/7/2010
With ADS-B operations under way in Philadelphia and Louisville, the FAA takes another major step forward to NextGen. Commercial aviation has engaged in a bit of a chicken-and-egg scenario over the last couple years when it comes to the FAA's NextGen air-traffic-control initiative. A number of airline CEOs have said they would like to equip their aircraft with the avionics systems necessary for satellite-based navigation but don't want to spend the money necessary to do so if the infrastructure is incomplete and only a fraction of other airplanes are so equipped. In essence, they say, the business case needs to be made first before they will invest in the technological leap to NextGen. Well, in late May, the FAA said that the decision whether to equip aircraft with the proper avionics or to not equip is not the airlines' to make. It mandated that aircraft operating within certain airspace must begin broadcasting their position via Automatic Dependent Surveillance-Broadcast (ADS-B) by
Rosenberg, Barry
Heads-Out Information Solutions for Small Aircraft2009-01-310911/10/2009
Small aircraft have an increased need for presentation of pilot information heads-out. Heads-out means that the information is projected and overlaid the outside world enabling the pilot to receive information and images from the avionics system at the same time as he can look out of the windows. Heads-out presentation is accomplished by an optical head-up or head-worn display device. Driving factors for heads-out presentation are improved landing credits to be able to land at the airport of destination also during adverse weather conditions, improved safety due to better situation awareness and operating cost savings. New technologies giving compact and more affordable head-up displays (HUD) are now availble and installation in small fixed wing aircraft (e.g. business jets) and helicopters is feasible. Saab has developed a new head-up display named RIGS, which provides pilots with information linked to flight and navigation. RIGS gives all-weather capability with improved landing
Brandtberg, Hans, Zandén, Johan
Applications of ARINC 818 in Avionics Video Systems2009-01-314111/10/2009
ARINC 818, titled Avionics Digital Video Bus (ADVB), is a video protocol standard for high-bandwidth, low-latency, critical video systems. Since its introduction three years ago, many commercial and military aerospace programs have adopted the protocol, including the 787, A400M, and the A350XWB. A description of the protocol and its technical benefits is provided followed by an overview of how it is used in various systems, such as: infrared and optical sensors, map/chart systems, synthetic vision, HUDs, MFDs, video concentrators, and other subsystems. Future uses of the protocol are also explored.
Keller, Tim, Alexander, Jon
Optimized Safety-Critical Embedded Display Development with OpenGL SC2009-01-314011/10/2009
Historically, the majority of avionics display manufacturers have sought custom solutions to support the development of cockpit displays, head-up displays and other avionics on-board and ground displays, from specification through to target. This was however a decision borne out necessity rather than choice since the inherent wisdom of a ‘commercial-off-the-shelf’ (COTS) approach had been understood and demonstrated in other parallel domains for some time. So, with this in mind, why was a more costly custom approach selected?
Rossignol, Vincent
Looking into the future of flight displays09AEMD1028_0110/28/2009
New developments in lighting and electronics are changing the way aircrews operate their aircraft. Over the years, aircraft cockpits have had to accommodate an ever-increasing number of control instruments required to provide the pilot, and other crew members, with the information needed to fly safely and to extract the maximum performance for the job at hand. By the time the aviation industry was celebrating its half century, aircraft cockpits were running out of space for the display of in-flight data as well as space for banks of dials and read-outs, electrical switches, and buttons, not to mention all the latest highly complex weapon systems aboard new military jet aircraft.
Gardner, Richard
SKID CONTROL SYSTEM VIBRATION SURVEYAIR764C (Historical)6/16/2008
This technical report documents three surveys to determine realistic vibration requirements for skid control systems specifications and obtain updated vibration information for locations in aircraft where skid control system components are mounted.
A-5A Wheels, Brakes and Skid Controls Committee
Display technology perks upAEROSEP07_029/1/2007
HUD, software make big strides in cockpit appearance and flight safety. Electronics continue to transform aircraft cockpits with digital techniques for displaying information in ways that are easier for pilots to understand. Head-up displays (HUDs) are augmenting the digital displays that now dominate commercial aircraft. At the same time, the software that drives these displays is undergoing significant shifts. Standards are making it simpler to write programs ranging from those that draw images on the screens to the control software that operates mission-critical technologies.
Costlow, Terry
FLIGHT DECK PANELS, CONTROLS, AND DISPLAYSARP4102 (Current)7/10/2007
This document recommends criteria for the design, installation and operation of panels, controls, and displays on the flight deck of transport aircraft.
S-7 Flight Deck Handling Qualities Stds for Trans Aircraft
Common Launch Acceptability Region Approach Interface Control Document (CLARA ICD)AIR5682 (Historical)5/9/2007
CLARA identifies four functions: Data Space Generator, Truth Data Generator, Coefficient Generator, and Reconstructor. Together these four functions standardize the solution to the LAR problem. This ICD defines the logical interfaces of the four functions.
AS-1B Aircraft Store Integration Committee
Hybrid Terrain DatabaseTBMG-2734610/1/2006
A prototype hybrid terrain database is being developed in conjunction with other databases and with hardware and software that constitute subsystems of aerospace cockpit display systems (known in the art as synthetic vision systems) that generate images to increase pilots’ situation awareness and eliminate poor visibility as a cause of aviation accidents. The basic idea is to provide a clear view of the world around an aircraft by displaying computer generated imagery derived from an onboard database of terrain, obstacle, and airport information.
Pilot Weather Advisor System Nears RealtimeTBMG-14965/1/2006
The Pilot Weather Advisor (PWA) system is an automated satellite radio-broadcasting system that provides nearly realtime weather data to pilots of aircraft in flight anywhere in the continental United States. The system was designed to enhance safety in two distinct ways: First, the automated receipt of information would relieve the pilot of the time-consuming and distracting task of obtaining weather information via voice communication with ground stations. Second, the presentation of the information would be centered around a map format, thereby making the spatial and temporal relationships in the surrounding weather situation much easier to understand. Starting in the early 1990s, the PWA system was developed by ViGYAN, Inc., under the NASA SBIR program. The system recently became commercially viable and was sold to WSI, a leading provider of weather services in aviation. The system is now marketed under the brand name “WSI InFlight.”
Final Approach Spacing System (FASS)ARP5628 (Current)11/28/2005
This document recommends criteria and requirements for a Final Approach Spacing System (FASS) for transport aircraft. This is an Aerospace Recommended Practice to support the development of a Final Approach Spacing System (FASS) for Approach Spacing for Instrument Approaches (ASIA) operations.
S-7 Flight Deck Handling Qualities Stds for Trans Aircraft
Electronic warfareAEROSEP05_059/1/2005
SAE 100 Future look: Today's combat aircraft commonly use electronic warfare (EW) receivers and jammers for self-protection. However, the network-centric battlespace of the future will give truly integrated EW suites broader intelligence and targeting roles. The Sensors Forward initiative of the U.S. Air Force (USAF), for example, makes every airborne sensor a node in a targeting network ready to strike enemy emitters instantly. Other U.S. services and U.S. allies share the vision. Integrating effective, reliable, affordable EW equipment with onboard aircraft systems and global information grids will require advances in EW hardware and battle-management software. ITT Avionics builds and integrates EW suites that detect and defeat radar, IR, and electro-optical air defenses. ITT started development of today's ALQ-211 family of RF countermeasures to protect U.S. Army Apache helicopters from Soviet-model air defenses. The basic system identifies enemy radars, shows their location and
Capeci, John
MIL-STD-3014 - Mission Data Exchange for the Netted Future2004-01-311311/2/2004
This paper describes the nature and benefits of a newly released military standard that was developed in cooperation with the Aircraft Store Integration Subcommittee (AS-1B) of SAE's Avionics Systems Division. MIL-STD-3014, “Department of Defense Interface Standard for Mission Data Exchange Format” or “MiDEF,” is an open-systems standard for binary data files that transport mission-specific programming data for precision munitions, uninhabited combat vehicles, and similar systems. For system developers and mission capability architects, MiDEF's benefits are its independence from communications protocols, flexibility and adaptability, evolution-oriented design, compact file size, and ease of use. MiDEF is designed to support current military evolution toward network-centric warfare, time-sensitive targeting, and precision munitions.
Millett, Scott B.
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