Browse Topic: Aircraft displays
This document presents criteria for flight deck controls and displays for Airborne Collision Avoidance Systems.
Aerospace manufacturers are leveraging multicore processors and modularity to design smarter cockpit displays and avionic computers that are smaller and capable of supporting more applications from a single line replaceable unit (LRU). Some are also starting to embed more of the processing required to enable cockpit display applications within the display itself, rather than having it enabled by an associated LRU. The development of new electric vertical takeoff and landing (eVTOL) aircraft and avionics companies changing their approach to the development of safety critical computers and aircraft networking technologies are some of the aerospace industry factors driving this design trend. In the U.S., the Department of Defense (DoD) embracing the Modular Open Systems Approach (MOSA) across the purchase of all new aircraft technologies is influencing design changes in cockpit displays and aircraft computers as well.
This document recommends criteria and requirements for a flight management system (FMS) for transport aircraft. The FMS shall provide the functions of lateral navigation, vertical navigation, and performance management and may include time of arrival control. The FMS design shall take human factors considerations into account to produce a fault tolerant system.
This paper presents the results of a simulator study. The study evaluated the situation awareness provided by an obstacle awareness and warning display (OAWD) and DLR’s conformal 3D landing symbology (CLS) which were presented in a head-worn see-through display (HWD). The OAWD is shown as inset or so called virtual cockpit instrument (VCI). It represents an coplanar orthogonal 360 degree top view and HWD-adapted obstacle awareness and warning display (VCI-OAWD) developed by DLR. The study investigated the application of the VCI-OAWD and the CLS on its own as well as in conjunction. The different display conditions were tested with 7 helicopter pilots conducting an offshore platform landing operation in DLR’s generic experimental cockpit simulator. The study addressed two main questions firstly, the comparison of the spatial awareness provided by the VCI-OAWD and the CLS and secondly, the influence of the amount of information presented in the head-worn display.
The effectiveness of helicopter electronic Engine Indications and Crew Alerting Systems (EICAS) can be improved by applying display techniques rooted in human factors principles. These display techniques were developed to rapidly communicate systems information so that "head inside the cockpit" time could be minimized for safety. These design principles are not new, but as the EICAS design community has changed over the last 30 years, recognition of these proven techniques is extremely relevant. As the industry moves towards more "display-by-exception" presentations, also known as 'black cockpit" designs, certain indications are only present when there is a problem. In these designs it is especially important that the presentation be intuitive as the pilot may no longer be familiar with the behavior of the indication since it is only presented in an abnormal situation. The presentation must be intuitive at a glance.
This paper presents recent advances in automotive microprocessor, operating system, and supporting software technology that supports regulatory and/or functional safety graphics within vehicle cockpit displays. These graphics include “virtual switches” that replace physical switches in the vehicle, as well as “virtual indicators” that replace physical indicator lights. We discuss the functional safety design process and impacts to software and hardware architecture as well as the software design methods to implement End-To-End [E2E] network protection between different ECUs and software processes. We also describe hardware monitoring requirements within the display panel, backlighting, and touch screen and examine an example system design to illustrate the concepts.
This document presents criteria for flight deck controls and displays for Airborne Collision Avoidance Systems.
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.
This collection of C++ classes allows users to create and simulate aerospace vehicle models that are needed to test prototyped display software. A software model of the Apollo LEM spacecraft was developed on a Windows-based PC, and was used for initial testing and research of cockpit displays. The model was later updated to the current Altair configuration — the name of NASA’s next lunar lander. The software models the Moon geometry based on Clementine data and lunar gravity in a 6-degrees-of-freedom (DOF) model. The mass/inertias are modeled from the current, known data of the latest released Altair model.
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.
Helicopter Health and Usage Monitoring Systems (HUMS) provide many benefits, one of which is the ability to provide real time condition of aircraft systems on-board. Providing the aircraft pilot with pending failure information increases safety and in most cases affords the pilot ample time to perform safe precautionary landings. The information displayed to the pilot must be specific as to the system affected to allow for an immediate, intelligent assessment of the aircraft condition. The predominant challenge facing system engineering is establishing parameter and signal validity prior to generating parameter exceedance alarms. Data fidelity must be carefully considered and accomplished in every aspect prior to generating onboard alarms. The United States Marine Corp CH- 46E aircraft program has installed over 130 Honeywell Aircraft Integrated Maintenance Systems (AIMS), which provides a method of providing onboard alarming in three categories. (1) Non-Abort, post flight maintenance required, (2) Pilot informational displayed on the Control Display Navigation Unit, (3) Master Caution panel illumination for flight abort alarms. These three alarm categories represent the best approach to providing aircrew and maintenance personnel with system critical information for continued safe operation of the aircraft while performing maintenance in a field environment. The AIMS’ current configuration has over 100 alarms programmed for cockpit display if advisory criteria are valid. System architecture requires several faulting and alarming mechanisms working together to ensure data fidelity has been met prior to generating an alarm. Several techniques are employed to validate incoming engine parameter signals, such as range checking and rate of change qualification. If signals do not pass validity, alarming is suppressed. Vibration alarming is slightly different. The alarming mechanism utilized is a time hysteresis method, which employs a band alarm with an amplitude and time duration trigger, as well as an amplitude and time duration release. If validity fails, the alarming is suppressed. The Safety aspects are obvious; however just as significant are the maintenance savings recognized from reduction of component collateral damage. . With the belief that all pilots need to know the condition of the machine they are flying at all times, on-board alarming of critical flight components is a necessary function of HUMS. Condition based maintenance starts with safe landing of the aircraft without mishap. On-board alarming will provide increased safety, reliability, and maintainability for the fleet. Savings are incalculable as prevention of the mishap is pricele
This document presents criteria for flight deck controls and displays for Airborne Collision Avoidance Systems providing vertical-only guidance, and provides design guidance for operational, functional, and installation characteristics and requirements for airborne collision avoidance systems in existing and future aircraft.
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.
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