By Radiant Vision Systems, LLC | January 13, 2021
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We have all seen the dramatic air combat sequence in movies—with a target sight, virtual guides help the pilot aim his weapon and lock on before firing. Those on-screen guides appear in the projections of a head-up display (HUD), so-called because the pilot’s head remains up with eyes on the outside environment, rather than down toward a screen or instrument panel.
U.S. Navy Grumman F-14A Tomcat aligned in the HUD of another aircraft during air combat maneuvering, 2013. Photo: By U.S. Navy [Public domain], via Wikimedia Commons
Aviation HUDs are designed so that flight information appears to be on the same visual plane as objects in the environment, so pilots don’t need to refocus their eyes when looking back and forth between projections on the screen and the exterior environment.
Rudimentary HUDs were first developed for World War II aircraft and became widely used in military applications during the 1960s. The first civil application of the technology was introduced in 1993.1 Today, these systems are common in both military planes and large commercial jets.
The Boeing 787 is the first large commercial aircraft to offer a HUD as standard equipment, using a Rockwell Collins head-up guidance system.
HUD in a Bombardier CRJ-200 displays the horizon line and other key flight information at 1000 ft. to assist with a smooth landing. Photo: by Shawn from Airdrie, Canada (CRJ HUD) [CC BY-SA 2.0 (https://creativecommons.org/licenses/by-sa/2.0)], via Wikimedia Commons
HUDs are particularly useful if visibility conditions are poor. In fact, the Federal Aviation Administration (FAA) now allows pilots to make landings in “no natural vision” (zero-visibility) situations as long as there is an “enhanced flight vision system” (EFVS) installed, for example, an aircraft HUD system, or a helmet-mounted display (HMD) for the pilot.2
A Scorpion HMD system being tested by U.S. Air Force Senior Airman Dieri Dieujuste. The system provides targeting and tracking information in real time. Photo: By Staff Sgt. David Dobrydney [Public domain], via Wikimedia Commons
To operate effectively, a HUD system typically includes the following components:
First-generation HUDs used a cathode-ray tube (CRT) display to generate images on a phosphor screen. Many HUDs still in use today are CRT displays, but the phosphor screen coating degrades over time. Next-generation HUDs introduced the use of solid-state light sources such as light-emitting diodes (LEDs), modulated by a liquid-crystal display (LCD) screen to display images. Many commercial aircraft today use this type of HUD.
Schematic diagram of a conventional cockpit HUD.
Third-generation aviation HUDs use optical waveguides that produce images directly in the combiner, without the need for a projection system. Some of the latest HUD systems use a scanning laser, which can display images and video on a clear transparent medium, such as a windshield.
A LightHUD® digital display by BAE Systems can be installed to upgrade aircraft with HUDs, with size and weight efficiency over older CRT HUDs.
HUD makers are also beginning to work with imaging technologies like liquid crystal on silicon (LCoS), digital micro-mirrors (DMD), and Organic Light Emitting Diodes (OLED) to reduce the size, weight, and complexity of HUD systems. The next generation of HUD technology adds synthetic terrain or infrared video information to further enhance the display, as part of a broader category of EFVS that includes conventional HUDs.
The study of human factors is about understanding human behavior and performance. In the aerospace industry, discussion of human factors often focuses on the element of human error in accidents and system failures. Here, “human factors” refers to specific aspects of human capabilities and performance such as visual perception. Consideration of innate human characteristics and responses helps with optimal design of systems that will be used by humans (the discipline of human-centered design). Well-designed equipment and the quality of systems and components help reduce human factors as a causal element in poor performance and accidents.
For humans, the eyes (and the associated optic system and visual processing centers of our brain) are the most important source of information we use to assess and understand the world around us. Human vision has driven much of the evolution in cockpit technology. “In contrast to the complicated, gauge-based systems of the past, the electronic flight displays of today’s modern airliners are testament to advances in human factors engineering.”3 Some of the most important human factors considerations include:
With so much occupying the pilot’s field of view on the instrument panel, HUDs can ensure they always remain focused on the most critical elements.
Constructing an effective HUD system relies heavily on the design of the display itself. Considerations about the size, form factor, lighting, and more must be carefully evaluated. Factors include:
Because of their use in real-time flight situations, the visual performance of HUD systems is critical. The FAA has issued several Advisory Circulars on topics related to HUD displays and electronic flight displays. Among many operational considerations, the agency specifies parameters related to a display’s size, resolution, symbology line width, luminance (in all light conditions), contrast ratio, chromaticity, grayscale, response, refresh rate and update rate, defects (such as element defects and stroke tails), reflectivity/glare, and the size of the flight deck viewing envelope.
For more detailed specifications, refer to the FAA Advisory Circulars:
How can aerospace manufacturers ensure that HUD equipment and systems are designed effectively to mitigate human factors, address the design and functional considerations, and adhere to FAA guidelines? A rigorous display testing regimen must be put in place. Thorough design and quality control inspection ensures that HUD projections are properly aligned and clear for in-focus binocular viewing, and that light and colors are vivid enough to be clearly discernible from surroundings in any lighting condition.
Low-quality projections put aircraft at risk if operators are unable to interpret poorly projected objects in the viewing area of the display. This can lead to misinterpretation, loss of critical environmental data (such as navigation, object proximity, and other alerts), and pilot distraction.
To accurately assess these elements, an optical measurement device and complementary test and measurement software is used to inspect HUD projections at several points within the eyebox area (to account for the scope of potential viewing angles). Radiant Vision Systems has provided the leading solutions for conventional display, near-eye-display (NED), and HUD testing in consumer electronics, automotive, and aerospace industries, with equipment advantages that optimize testing speed and simplicity.
Radiant’s ProMetric cameras are scientific imaging systems with optical components that simulate human visual perception of light and color (based on standard CIE color-matching functions). Systems include benefits for automated HUD measurement such as electronic lenses, dynamic calculation of virtual image distance, and software with HUD test library, API, SDK, and automated pass/fail test sequencing.
In contrast to test methods that use spot meters (for instance, spectroradiometers) or traditional human inspection, Radiant’s HUD test platform is an all-in-one, automated system that relies on imaging to evaluate an entire display for all photometric (light, color, contrast) and dimensional requirements (defects, distortion, ghosting) in sequence.
Radiant’s ProMetric® Imaging Photometers and Colorimeters have been applied in testing environments to measure see-through display technologies from OLED to waveguide, using a range of projection methods.
Want to know more? Let us show you how Radiant imaging photometers and colorimeters solve several test and measurement challenges in the aerospace industry. See a demo of Radiant’s automated HUD test and measurement solution.
For more information, visit www.RadiantVisionSystems.com.
Citations:
Additional References:
Wood, R.B. and Howells, P.J., “Head-Up Displays”. Chapter 4 in The Avionics Handbook, CRC Press LLC: 2001. http://www.davi.ws/avionics/TheAvionicsHandbook_ Cap_4.pdf
Howells, P.J., “Head-up dispaly: not as easy as it seems!” SPIE Newsroom on www.SPIE.org, September 30, 2007. http://www.spie.org/newsroom/0859-head-up-display- not-as-easy-as-it-seems?SSO=1