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
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 found in ANSI Z136.6, “Safe Use of Lasers Outdoors”.
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, demonstrating suitable preliminary performance of the system.
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 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 management of more & more complex systems, but by helping them doing what they do best, manage their own resources to make adequate decisions. Basic ground rules regarding human factors are recalled as key references to designers and planners. The paradigm of cognitive resources management is presented as a frame for HMI design. Cognitive strategies that are “naturally” followed by operators to spare their resources are systematically facilitated in AV2020's HMI. A form of “ecological” design is followed, preserving crew cognitive resources and favoring pilots' core abilities: i.e. decision making and application of airmanship.
Hourlier, Sylvain
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.
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
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.
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 costs and time benefits. It significantly decreases the overall software development and modifications costs. It decreases the time-to-certification, and it is an important step in allowing for more modular certification of the aircraft components.
Dion, Bernard, Rossignol, Vincent, Monnier, Aubanel
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 source. One of the key benefits in working with a Port Kit is that it allows designers to select from different combinations of safety critical software and hardware for their Human-Machine Interface (HMI) development. Once the software and hardware decisions have been made, developers can then standardize on one HMI development tool and a singular process for the rapid development of cockpit displays that meet all of their project's requirements. Another key benefit of employing a vendor-agnostic Port Kit is re-usability. The Port Kit enables the re-use of early designs from the first stages of prototyping to final production. It also allows designs to be changed late in the production phase, tested in a simulation environment, and then directly re-deployed. This iterative design process can take place without having to modify the underlying platform. In addition, since the Port Kit needs to be created only once for each target platform, it can be re-used on subsequent projects with different HMI requirements. An object-oriented C++ based HMI design tool can support virtually all types of embedded platforms. While such a tool is typically delivered with libraries to support standard operating systems such as Windows or Linux, developers can also acquire the source code to the tool's runtime libraries and customize them as necessary. While the default graphic rendering is typically done using OpenGL, the runtime libraries can be adapted to render other standard graphic libraries, such as DirectX or WinGDI on Windows, or any custom Application Programming Interface (API) defined by an embedded hardware manufacturer. As for the operating system, Platform-Agnostic C++ applications can run on a variety of standard environments, such as Wind River VxWorks, QNX Neutrino, and Green Hills Integrity. Moreover, the display application can also run on a minimalist kernel that only offers basic services on devices that have restricted resources
Lefebvre, Yannick
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. For helicopters performing special transport missions, for example transporting people and gods to off-shore oil platforms, a system featuring heads out symbology and infrared imagery would mean a great safety improvement during adverse weather. The presented information shows the pilot what he needs for flight and navigation, gives guidance to assist his maneuvering of the aircraft and enhances his vision through use of special imaging sensors. The heads-out solution is configured into a sub-system in different ways. The Head-Up Display (HUD) cold be sold as a stand-alone equipment integrated into the avionics data buses or as one part of the total cockpit display system or as an Enhanced Flight Vision System (with the display itself and an infrared camera). New types of head-up displays are no longer designed as two units, an over-head projector and a combiner, but built into one single unit using new optical solutions. In combination with a reduced equipment and integration cost. This will open up the introduction into smaller aircraft and helicopters. One trend breaking solution is the newly developed Saab Head-Up Display (HUD) named RIGS.
Brandtberg, Hans, Zanden, Johan
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 complete the transition to land before making a go-around. In the second flight test session enhancements included IR image coloring, IRS/GPS navigation system integration, and display annunciations. The series of flight tests culminated in a CVS integration on Honeywell's Gulfstream G450 aircraft for a direct head-up display (HUD) versus head-down display (HDD) comparison of the IR imagery. The HUD location is currently the standard for low visibility approaches with IR imagery. The G450 evaluation had three highly experienced pilots with an average of over 12,000 flight hours and over 2,500 hours with a HUD. They flew a total of 46 approaches, most to full-stop landings and many were in high workload conditions - low visibility weather or strong crosswinds. Again the Pilot Flying stayed head-down to 100 ft AGL and then transitioned to the outside view of actual runway environment before landing. Pilot performance with the CVS was equivalent to performance with the HUD on all flight parameters including glideslope deviation, airspeed deviation, configuration to land at the crossing threshold, and the landing footprint on the runway.Workload scores and display ratings were equivalent between the two displays, giving a strong indication that the Honeywell CVS provides equivalent performance and an alternative means to the HUD for displaying the IR imagery.
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 dedicated paragraph. The way all the above points have been tackled by Airbus as far as cockpit philosophy, HMI and HF principles are concerned is also described in this paper. The basic assumptions that have been made with regards to the automation of these new types of operations are explained. To this end, the new interfaces, the new tasks pilot will have to carry out are also discussed through the depiction of some operational scenarios.
Bousquie, Jean Francois
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 credits, ideal for flying and landing aircraft in challenging conditions by presenting instrument landing system information and images from Enhanced Vision Sensors. Today's EVS technology connected to RIGS enables pilots to see through darkness, smog and various levels of snow, rain and fog. The system will significantly improve safety during taxiing and landing through early detection of runway incursions and improved awareness of the terrain. Other information such as sighting symbology in military applications and Synthetic Vision Systems (SVS) images can be included and presented heads-out.
Brandtberg, Hans, Zandén, Johan
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
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
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
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
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.
GNSS NAVIGATION AND LANDING UNIT (GNLU)ARINC756-3 (Current)2/27/2004
This standard describes the function of the GNLU, capable of providing enroute/terminal navigation, non-precision approach, and precision approach capabilities. The GNLS consists of a GNLU, associated controls and displays, antenna, and interfaces to other aircraft systems.
Airlines Electronic Engineering Committee
Designing User-Interfaces for the Cockpit: Five Common Design Errors and How to Avoid Them2002-01-296811/5/2002
The efficiency and robustness of pilot-automation interaction is a function of the volume of memorized action sequences required to use the automation to perform mission tasks. This paper describes a model of pilot cognition for the evaluation of the cognitive usability of cockpit automation. Five common cockpit automation design errors are discussed with examples.
Sherry, Lance, Polson, Peter, Feary, Michael
GUIDANCE FOR TOOL AND TEST EQUIPMENT (TTE) EQUIVALENCYARINC738-3 (Current)7/1/2001
This standard defines an integrated ADIRS that provides air data information and directional guidance information for cockpit display. The ADIRS consists of up to three Air Data/Inertial Reference Units (ADIRUs) located in the aircraft electronic rack, an associated Control and Display Unit (CDU) and remotely mounted Air Data Modules (ADMs).
Airlines Electronic Engineering Committee
Aerospace Engineering 2001-04-01AEROAPR014/1/2001
3-D flight path display Rockwell Collins, Inc. has developed an advanced Flight Management System that features a 3-dimensional flight path display, which provides lateral, vertical, and performance predicted flight plan information. Reducing brake squeal Engineers at BFGoodrich Aerospace focus on enhancing brake rod bending-mode damping. FMS vertical profile Smiths Industries investigates a method for providing a 3-D graphical representation of the flight management system (FMS) vertical profile. Building a family Fairchild Dornier takes the family approach to developing its various regional jet aircraft.
3-D flight path displayAEROAPR01_011/1/2001
Rockwell Collins, Inc. has developed an advanced Flight Management System that features a 3-D flight path display, which provides lateral, vertical, and performance predicted flight plan information. Various industry research and development projects are underway to improve vertical situation awareness in the cockpit. One area of interest is related to the Flight Management System (FMS). Pilot understanding of flight planning, especially associated with comprehending the FMS planned lateral and vertical path, can be a difficult task. Flight plan modifications, which sometimes occur during high pilot workload situations, can complicate this process. Existing FMS designs provide large quantities of textual information to describe the FMS vertical flight plan and predicted trajectory. This requires the pilot to assimilate large amounts of text data to construct a mental image of the current and anticipated aircraft situation. A 3-D flight path display presentation, which graphically depicts the flight plan and predicted vertical trajectory of the aircraft on a multifunctional display (MFD), is believed by Rockwell Collins to provide a desirable alternative and more efficient means for the pilot to understand the FMS information.
Initial Evaluation of CDTI/ADS-B for Commercial Carriers: CAA's Ohio Valley Operational Evaluation2000-01-552010/10/2000
Flight activities during the Cargo Airline Association's Ohio Valley Operations Evaluation (OpEval) were focused on near-term Cockpit Display of Traffic Information (CDTI) applications. Seven CDTI applications were ranked from highest to lowest priority, and the first two, Enhanced Visual Acquisition for “See & Avoid”, and Enhanced Visual Approaches, were evaluated during OpEval. Five other applications were demonstrated. For the Enhanced Visual Acquisition and Enhanced Visual Approach applications, a detailed, comprehensive operational concept document was prepared. The operational concept and the associated CDTI requirements were tested during OpEval. Both pilots and controllers reported that the CDTI augmented the visual acquisition and visual approach tasks and improved pilot awareness of surrounding traffic. Additionally, the results suggest operational performance benefits in the form of enhanced spacing awareness and a potential reduction in the misidentification of aircraft called out by ATC. No overriding human factors issues were revealed that would negatively impact operational approval of these two applications for traffic environments similar to OpEval. Flight crews identified three issues, display integration, clutter, and head down time, which need to be considered as we proceed with the design and use of CDTI. One potential issue raised by the controllers that needs to be addressed, is that of flight crews initiating unwarranted requests from ATC.
Battiste, Vernol, Ashford, Rose, Olmos, Baltazar Oscar
Staying Ahead of the Automation: A Vertical Situation Display Can Help2000-01-561410/10/2000
In this paper we present a Vertical Situation Display (VSD) for Flight Management System equipped aircraft. It was developed, implemented and evaluated in the Advanced Concepts Flight Simulator at NASA Ames Research Center. The VSD was designed to support flight crews in managing the vertical flight path when using high levels of aircraft automation inside Terminal Areas.
Prevot, Thomas, Palmer, Everett
Augmentation for Synthetic Vision Displays – An Energy Based Approach2000-01-551810/10/2000
To provide information about the position and orientation of the aircraft relative to the required flight path, several experimental synthetic vision display formats include a depiction of this path by means of a so-called highway-or tunnel-in-the-sky, sometimes augmented with a position predictor. To accurately track both a vertical path and a commanded velocity, energy management is required. The conventional position predictor supports path tracking but requires the pilot to use the resulting velocity error for thrust control. This paper discusses the development of an enhancement to the position predictor based on energy management considerations. The enhanced predictor provides the information needed to maintain energy awareness and allows an anticipatory thrust control strategy to be applied.
Theunissen, Erik, Rademaker, Richard M.
Pilot-In-The-Loop Evaluation of Cockpit Assistance for Autonomous Operations2000-01-557610/10/2000
The Full Aircraft Separation Transfer (FAST) study of the Freer-Flight Project looks at the “autonomous aircraft” mode in the context of free flight airspace by 2015. This can be allied to free route operations and support the introduction of designated Free Flight Airspace as proposed in the EUROCONTROL ATM2000+ Strategy. While these operations are likely to be confined to low traffic density airspace, they will further enhance flight efficiency and flexibility. New rules are needed to address the issues of communication, coordination, flight rules, separation principles and priorities among flights. For that purpose, Extended Flight Rules (EFR) procedures have been developed: encounters are treated pair-wise and a priority scheme determines which aircraft has the right of way. In addition, an Airborne Separation Assurance System (ASAS) prototype providing the pilot with the necessary assistance for conflict detection and resolution has been developed. The conflict detection provides a graphical representation of actual and potential zones of conflict, allowing straightforward conflict resolution through graphical trajectory editing. In addition, conflict resolution can be performed through system generated resolution trajectories. It is assumed that full intent information (Trajectory Change Points (TCP)) is transmitted between aircraft through Automatic Dependant Surveillance - Broadcast (ADS-B). Full Flight Management System (FMS) equipment is required. The experiment described in this paper aimed at gathering more data on autonomous operations from an aircraft perspective, specifically on the acceptability of the concept by pilots, through the evaluation of a prototype interface and of the corresponding procedures. A total of 18 pilots participated in the experiments run in a generic cockpit environment. Pilots were observed defining their own cockpit procedures to handle separation assurance in the absence of ATC, in particular to cope with non-nominal situations. They found the two levels of automation support for separation assurance very efficient and intuitive. Furthermore, they subjectively assessed that the additional workload induced by the separation task was very low, though some concerns were raised on the possible necessity of an ATC fallback in non-nominal cases. The zones on the display exclusively provided information on the interaction with other aircraft. The pilots expressed a need to integrate these zones on the same display with weather information, terrain and restricted airspace boundaries. A number of other enhancements to the tools were suggested by the pilots, warranting more experiments for a better understanding of the feasibility of autonomous operations.
Hoffman, Eric, Perret, Sylvie Grand, Zeghal, Karim
Integration of Cockpit Displays for Surface Operations: The Final Stage of a Human-Centered Design Approach2000-01-552110/10/2000
A suite of cockpit navigation displays for low-visibility airport surface operations has been designed by researchers at NASA Ames Research Center following a human-centered process. This paper reports on the final research effort in this process that examined the procedural integration of these technologies into the flight deck. Using NASA Ames' high-fidelity Advanced Concepts Flight Simulator, eighteen airline crews completed fourteen low-visibility (RVR 1000′) land-and-taxi scenarios that included both nominal (i.e., hold short of intersections, route amendments) and off-nominal taxi scenarios designed to assess how pilots integrate these technologies into their procedures and operations. Recommendations for integrating datalink and cockpit displays into current and future surface operations are provided.
Hooey, Becky L., Foyle, David C., Andre, Anthony D.
FMS 3-Dimensional Flight Path Display2000-01-561610/10/2000
Rockwell Collins, Inc has developed an advanced Flight Management System (FMS) feature that is intended to enhance vertical situation awareness. This feature is a 3-dimensional (3D) flight path display that uniquely provides lateral, vertical and performance predicted flight plan information in a single, combined, 3D exocentric format and is presented on an electronic Multi-Function Display (MFD). The map data is a combination of information traditionally presented as two separate display formats -- a plan map and a 2D vertical profile display.
Owen, Gary L.
Initial Evaluation of Limited Delegation of Separation Assurance to the Cockpit1999-01-556510/19/1999
This paper presents the initial evaluation of the EACAC study, which is investigating delegation by the controller to the pilot of some tasks related to separation assurance. The concept is applied in managed airspace for two classes of application: crossing and passing in enroute, and sequencing in Terminal Manoeuvring Area. The concept relies on two key points discussed in the paper: “limited delegation” and “flexible use of delegation”. The initial evaluation using a simplified ATC environment has been set up to get “feedback” from both controllers and pilots, and to assess the operational feasibility and potential interest of the concept. The overall feeling about the method is “promising” with a “great potential”, and could reduce workload. The notion of “flexible use of delegation” would enable the gradual growth of confidence and would also provide flexibility to use the method under different conditions (traffic, airspace, practice level). It has been highlighted and observed however that the conditions of applicability of the method must be respected, otherwise it could worsen the situations, resulting in an increase of workload and communication. The next step of the study will therefore be a “quantitative” experiment with the objective of evaluating expected gains of the method.
Zeghal, Karim, Hoffman, Eric, Nicolaon, Jean-Pierre, Cloerec, Anne, Grimaud, Isabelle
Panels, Information, Integrally IlluminatedAS7788 (Historical)7/1/1999
This specification covers the general requirements for integrally illuminated information panels.
A-20AC Crew Station and Interior Lighting Committee
Human Factors Considerations of Aircraft Displays9812374/6/1998
In current general aviation aircraft it is not uncommon to find very old designs of electromechanical instruments next to state of the art pixel-based displays. A number of these instruments appear to be inadequate from a legibility, interpretability, and operational point of view. This paper contains a review of the relevant display reading performance literature. The key principles (luminance contrast and critical detail) of display legibility are demonstrated using a general aviation altimeter as an example. A particular safety concern is the legibility of the pressure display found on typical altimeter instruments.
Schnell, Thomas, Zwahlen, Helmut T.
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