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At least 19 records
All sourcesNASA NTRSDOE OSTI
NASA NTRS1985

Head-up display (HUD) utility. II - Runway to HUD transitions monitoring eye focus and decision times

An experiment conducted using a head-up display (HUD) suggests that the demonstrated superiority of the HUD over a conventional instrument panel stems from its superior layout of information. A HUD display presents instrument-panel information to pilots in such a way that the symbols appear as a virtual image at optical infinity superimposed on the landscape. In the experiment conducted, the luminance of the display symbology and its angle subtended at the eye remained fixed, while optical distance and gaze angle were varied. Concomitant measures of eye movements, eye accommodative state, and decision-making time concerning airspeed, altitude and runway condition were obtained. It is found that, while looking straight ahead, at zero diopters, the HUD shortens decision time by 80 to 90 msec, not statistically significant at the 0.05 (slope of diopter/gaze interaction) level. The question of a cognitive overload induced by the luminous symbols of the HUD is subsequently addressed.

Weintraub, D. J.↗
NASA NTRS2015

Flight Test of a Head-Worn Display as an Equivalent-HUD for Terminal Operations

Research, development, test, and evaluation of flight deck interface technologies is being conducted by NASA to proactively identify, develop, and mature tools, methods, and technologies for improving overall aircraft safety of new and legacy vehicles operating in the Next Generation Air Transportation System (NextGen). Under NASA's Aviation Safety Program, one specific area of research is the use of small Head-Worn Displays (HWDs) as a potential equivalent display to a Head-up Display (HUD). Title 14 of the US CFR 91.175 describes a possible operational credit which can be obtained with airplane equipage of a HUD or an "equivalent"' display combined with Enhanced Vision (EV). A successful HWD implementation may provide the same safety and operational benefits as current HUD-equipped aircraft but for significantly more aircraft in which HUD installation is neither practical nor possible. A flight test was conducted to evaluate if the HWD, coupled with a head-tracker, can provide an equivalent display to a HUD. Approach and taxi testing was performed on-board NASA's experimental King Air aircraft in various visual conditions. Preliminary quantitative results indicate the HWD tested provided equivalent HUD performance, however operational issues were uncovered. The HWD showed significant potential as all of the pilots liked the increased situation awareness attributable to the HWD's unique capability of unlimited field-of-regard.

Shelton, K. J.↗
NASA NTRS1992

HUD Guidance for the ASKA Experimental STOL Aircraft using Radar Position Information

The paper describes a high performance HUD guidance system installed on the experimental powered-lift STOL aircraft Aska. Since the maiden flight in October 1985, the HUD system has been used in all the flight tests. The HUD has an accurate flight path symbol generated by inertial velocity from the IRS which is updated by up-linked precision radar position data. The flight path symbol is very useful for precise approach and flare control for Aska which has large ground effects. A synthetic runway is also presented, which is conformal with the real runway, using the position data from the ground tracking radar system. Under instrument meteorological conditions, the pilot can approach and land using the HUD synthetic runway as well as in visual meteorological conditions. The HUD system proved to be a valuable aid to the pilot for all the Aska flight tests. A NASA Ames Research Center test pilot demonstrated touch down accuracy of less than 8 meters (peak to peak) for a series of three landings.

Yazawa, Kenji↗
NASA NTRS1995

TRISTAR 1: Evaluation methods for testing head-up display (HUD) flight symbology

The first in a series of piloted head-up display (HUD) flight symbology studies (TRISTAR) measuring pilot task performance was conducted at the NASA Ames Research Center by the Tri-Service Flight Symbology Working Group (FSWG). Sponsored by the U.S. Army Aeroflightdynamics Directorate, this study served as a focal point for the FSWG to examine HUD test methodology and flight symbology presentations. HUD climb-dive marker dynamics and climb-dive ladder presentations were examined as pilots performed air-to-air (A/A), air-to-ground (A/G), instrument landing system (ILS), and unusual attitude (UA) recover tasks. Symbolic presentations resembled pitch ladder variations used by the U.S. Air Force (USAF), U.S. Navy (USN), and Royal Air Force (RAF). The study was initiated by the FSWG to address HUD flight symbology deficiencies, standardization, issue identification, and test methodologies. It provided the mechanism by which the USAF, USN, RAF, and USA could integrate organizational ideas and reduce differences for comparisons. Specifically it examined flight symbology issues collectively identified by each organization and the use of objective and subjective text methodology and flight tasking proposed by the FSWG.

Newman, R. L.↗
NASA NTRS1999

Performance Benefits with Scene-Linked HUD Symbology: An Attentional Phenomenon?

Previous research has shown that in a simulated flight task, navigating a path defined by ground markers while maintaining a target altitude is more accurate when an altitude indicator appears in a virtual "scenelinked" format (projected symbology moving as if it were part of the out-the-window environment) compared to the fixed-location, superimposed format found on present-day HUDs (Foyle, McCann & Shelden, 1995). One explanation of the scene-linked performance advantage is that attention can be divided between scene-linked symbology and the outside world more efficiently than between standard (fixed-position) HUD symbology and the outside world. The present study tested two alternative explanations by manipulating the location of the scene-linked HUD symbology relative to the ground path markers. Scene-linked symbology yielded better ground path-following performance than standard fixed-location superimposed symbology regardless of whether the scene-linked symbology appeared directly along the ground path or at various distances off the path. The results support the explanation that the performance benefits found with scene-linked symbology are attentional.

Levy, Jonathan L.↗
NASA NTRS1978

Preliminary study of head-up assessment techniques. 1: Viewing duration of instrument panel and HUD symbology using a recall methodology

Eight commercial pilots were shown 50 colored, high fidelity slides of a standard instrument panel (IP) with the needle positions of each instrument varying from slide to slide and then 50 slides of a head-up display (HUD) symbology format which contained an equivalent amount of flight-related information as the instrument panel slides. All stimuli were presented under controlled, static viewing conditions that allowed the measurement of the speed and accuracy with which one randomly selected flight parameter on each slide could be read. The subject did not know which parameter would be requested and, therefore, had to remember the total set of information in order to answer the question correctly. The results showed that from 6.6 - 8.7 sec total viewing time was required to correctly extract altitude, airspeed, heading, VSI, or ADI from the IP slides and from 6.1 to 7.4 sec for the HUD slides.

Haines, R. F.↗
NASA NTRS1978

A preliminary study of head-up display assessment techniques. 2: HUD symbology and panel information search time

Twelve commercial pilots were shown 50 high-fidelity slides of a standard aircraft instrument panel with the airspeed, altitude, ADI, VSI, and RMI needles in various realistic orientations. Fifty slides showing an integrated head-up display (HUD) symbology containing an equivalent number of flight parameters as above (with flight path replacing VSI) were also shown. Each subject was told what flight parameter to search for just before each slide was exposed and was given as long as needed (12 sec maximum) to respond by verbalizing the parameter's displayed value. The results for the 100-percent correct data indicated that: there was no significant difference in mean reaction time (averaged across all five flight parameters) between the instrument panel and HUD slides; and a statistically significant difference in mean reaction time was found in responding to different flight parameters.

Guercio, J. G.↗
DOE OSTI2026

Optimization of wall assembly for DOE Efficient New Homes Program in HUD’s Climate Zones 2 and 3

Manufactured homes provide affordable housing for over 20 million Americans. The U.S. Department of Energy’s Efficient New Homes (ENH) program has introduced new energy certification requirements that manufacturers can optionally target to ensure outstanding levels of energy savings, comfort, health, and durability. In collaboration with Clayton Homes (under User Agreement (NN-23-1469)), Oak Ridge National Laboratory evaluated multiple wall assembly options to meet ENH requirements in HUD Climate Zones 2 and 3, with a target maximum cost premium of 5%. After analyzing thermal performance, cost, and manufacturability, insulated structural sheathing was identified as the most practical and effective solution. A full-scale manufactured home prototype demonstrated that this approach meets energy performance goals with minimal disruption to existing manufacturing processes and a cost premium of less than 10% with a path to further lower costs, offering a promising path forward for more efficient manufactured housing.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
NASA NTRS1979

LANDSAT's role in HUD 701 programs

A survey of states concerning the use of LANDSAT in support of the comprehensive planning assistance program (Title IV, section 701) of the Housing and Community Development Act (1974) which is aimed mostly at small communities and rural counties, shows: (1) state governments used or were aware of the application of LANDSAT for inventorying land use and land cover at the state and local level; (2) use of satellite data was associated with the development of automated geographic information systems and the computer capability of handling and analyzing mapped information and other data tied to geographic coordinates and boundaries; and (3) LANDSAT capabilities in states tend to be institutionalized within state government information services where they can be readily assessed by state agencies. A summary of the state program for New Jersey and South Dakota is presented along with the state development guide plans, the rationale for using the satellite, and potential applications.

Source record↗
NASA NTRS1985

Testimony of Robert A. Frosch before the Subcommittee on HUD and Independent Agencies of the Senate Committee on Appropriations

An agreement between NASA and the Congress was arranged as part of the activities supporting the establishment of NASA Policy on Automation and Robotics for the space station. This agreement is dicussed. A panel brought together experts from industry, universities, national laboratories, other government agencies, and NASA to perform an independent study of how NASA could use automation and robotics in the space station in ways that would be most useful to carrying out the mission of the station, and that would lead to useful benefits to the U.S. economy and industry on the ground.

Frosch, R. A.↗
NASA NTRS1993

Attentional limitations with Head-Up Displays

Recent models of visual information processing suggest that visual attention can be focussed on either Head-Up Displays (HUD) or on the world beyond them, but not on both simultaneously. This hypothesis was tested in a part-task simulation in which subjects viewed a simulated approach to a runway with a HUD superimposed. An alphanumeric cue ('IFR' or 'VFR') appeared on either the HUD or the runway and was followed by two sets of three geometric forms; one set on the HUD and one set on the runway. Each set contained one potential target, either a stop sign or a diamond. If the cue spelled 'IFR', subjects made a speeded response based on the identity of the HUD target; if the cue spelled 'VFR', subjects made a speeded response based on the identity of the runway target. Regardless of cue location (HUD or Runway), responses were faster when the cue and the relevant target were part of the same perceptual group (i.e., both on the HUD or both on the runway) than when they were part of different perceptual groups. These results, as well as others, suggest that attentional constraints place severe limits on the ability of pilots to process HUD-referenced information and world-referenced information simultaneously. In addition, they provide direct evidence that transitioning from processing HUD information to processing world information requires an attention shift. Implications for HUD design are considered.

Mccann, Robert S.↗
NASA NTRS1981

An evaluation of head-up displays in civil transport operations

To determine the advantages and disadvantages of head-up displays (HUD) in civil transport approach and landing operations, an operational evaluation was conducted on the flight simulator for advanced aircraft at Ames. A non-conformal HUD concept which contained raw data and Flight Director command information, and a conformal, flight path HUD concept was designed to permit terminal area maneuvering, intercept, final approach, flare, and landing operations. Twelve B-727 line pilots (Captains) flew a series of precision and non-precision approaches under a variety of environmental and operational conditions, including wind shear, turbulence and low ceilings and visibilities. A preliminary comparison of various system and pilot performance measures as a function of display type (Flight Director HUD, Flight Path HUD, or No HUD) indicates improvements in precision and accuracy of aircraft flight path control when using the HUDs. The results also demonstrated some potentially unique advantages of a flight path HUD during non-precision approaches.

Lauber, J. K.↗
NASA NTRS2007

Design and Testing of an Unlimited Field-of-regard Synthetic Vision Head-worn Display for Commercial Aircraft Surface Operations

Experiments and flight tests have shown that a Head-Up Display (HUD) and a head-down, electronic moving map (EMM) can be enhanced with Synthetic Vision for airport surface operations. While great success in ground operations was demonstrated with a HUD, the research noted that two major HUD limitations during ground operations were their monochrome form and limited, fixed field of regard. A potential solution to these limitations found with HUDs may be emerging Head Worn Displays (HWDs). HWDs are small, lightweight full color display devices that may be worn without significant encumbrance to the user. By coupling the HWD with a head tracker, unlimited field-of-regard may be realized for commercial aviation applications. In the proposed paper, the results of two ground simulation experiments conducted at NASA Langley are summarized. The experiments evaluated the efficacy of head-worn display applications of Synthetic Vision and Enhanced Vision technology to enhance transport aircraft surface operations. The two studies tested a combined six display concepts: (1) paper charts with existing cockpit displays, (2) baseline consisting of existing cockpit displays including a Class III electronic flight bag display of the airport surface; (3) an advanced baseline that also included displayed traffic and routing information, (4) a modified version of a HUD and EMM display demonstrated in previous research; (5) an unlimited field-of-regard, full color, head-tracked HWD with a conformal 3-D synthetic vision surface view; and (6) a fully integrated HWD concept. The fully integrated HWD concept is a head-tracked, color, unlimited field-of-regard concept that provides a 3-D conformal synthetic view of the airport surface integrated with advanced taxi route clearance, taxi precision guidance, and data-link capability. The results of the experiments showed that the fully integrated HWD provided greater path performance compared to using paper charts alone. Further, when comparing the HWD with the HUD concept, there were no differences in path performance. In addition, the HWD and HUD concepts were rated via paired-comparisons the same in terms of situational awareness and workload. However, there were over twice as many taxi incursion events with the HUD than the HWD.

Arthur, Jarvis J., III↗
NASA NTRS2015

Using Vision System Technologies for Offset Approaches in Low Visibility Operations

Flight deck-based vision systems, such as Synthetic Vision Systems (SVS) and Enhanced Flight Vision Systems (EFVS), have the potential to provide additional margins of safety for aircrew performance and enable the implementation of operational improvements for low visibility surface, arrival, and departure operations in the terminal environment with equivalent efficiency to visual operations. Twelve air transport-rated crews participated in a motion-base simulation experiment to evaluate the use of SVS/EFVS in Next Generation Air Transportation System low visibility approach and landing operations at Chicago O'Hare airport. Three monochromatic, collimated head-up display (HUD) concepts (conventional HUD, SVS HUD, and EFVS HUD) and three instrument approach types (straight-in, 3-degree offset, 15-degree offset) were experimentally varied to test the efficacy of the SVS/EFVS HUD concepts for offset approach operations. The findings suggest making offset approaches in low visibility conditions with an EFVS HUD or SVS HUD appear feasible. Regardless of offset approach angle or HUD concept being flown, all approaches had comparable ILS tracking during the instrument segment and were within the lateral confines of the runway with acceptable sink rates during the visual segment of the approach. Keywords: Enhanced Flight Vision Systems; Synthetic Vision Systems; Head-up Display; NextGen

Kramer, Lynda J.↗
NASA NTRS2011

Backup Alignment Devices on Shuttle: Heads-Up Display or Crew Optical Alignment Sight

NASA s Space Shuttle was built to withstand multiple failures while still keeping the crew and vehicle safe. Although the design of the Space Shuttle had a great deal of redundancy built into each system, there were often additional ways to keep systems in the best configuration if a failure were to occur. One such method was to use select pieces of hardware in a way for which they were not primarily intended. The primary function of the Heads-Up Display (HUD) was to provide the crew with a display of flight critical information during the entry phase. The primary function of the Crew Optical Alignment Sight (COAS) was to provide the crew an optical alignment capability for rendezvous and docking phases. An alignment device was required to keep the Inertial Measurement Units (IMUs) well aligned for a safe Entry; nominally this alignment device would be the two on-board Star Trackers. However, in the event of a Star Tracker failure, the HUD or COAS could also be used as a backup alignment device, but only if the device had been calibrated beforehand. Once the HUD or COAS was calibrated and verified then it was considered an adequate backup to the Star Trackers for entry IMU alignment. There were procedures in place and the astronauts were trained on how to accurately calibrate the HUD or COAS and how to use them as an alignment device. The calibration procedure for the HUD and COAS had been performed on many Shuttle missions. Many of the first calibrations performed were for data gathering purposes to determine which device was more accurate as a backup alignment device, HUD or COAS. Once this was determined, the following missions would frequently calibrate the HUD in order to be one step closer to having the device ready in case it was needed as a backup alignment device.

Chavez, Melissa A.↗
NASA NTRS2014

Using Vision System Technologies to Enable Operational Improvements for Low Visibility Approach and Landing Operations

Flight deck-based vision systems, such as Synthetic and Enhanced Vision System (SEVS) technologies, have the potential to provide additional margins of safety for aircrew performance and enable the implementation of operational improvements for low visibility surface, arrival, and departure operations in the terminal environment with equivalent efficiency to visual operations. To achieve this potential, research is required for effective technology development and implementation based upon human factors design and regulatory guidance. This research supports the introduction and use of Synthetic Vision Systems and Enhanced Flight Vision Systems (SVS/EFVS) as advanced cockpit vision technologies in Next Generation Air Transportation System (NextGen) operations. Twelve air transport-rated crews participated in a motion-base simulation experiment to evaluate the use of SVS/EFVS in NextGen low visibility approach and landing operations. Three monochromatic, collimated head-up display (HUD) concepts (conventional HUD, SVS HUD, and EFVS HUD) and two color head-down primary flight display (PFD) concepts (conventional PFD, SVS PFD) were evaluated in a simulated NextGen Chicago O'Hare terminal environment. Additionally, the instrument approach type (no offset, 3 degree offset, 15 degree offset) was experimentally varied to test the efficacy of the HUD concepts for offset approach operations. The data showed that touchdown landing performance were excellent regardless of SEVS concept or type of offset instrument approach being flown. Subjective assessments of mental workload and situation awareness indicated that making offset approaches in low visibility conditions with an EFVS HUD or SVS HUD may be feasible.

Kramer, Lynda J.↗