Evaluation of equivalent vision technologies for supersonic aircraft operations

Abstract

Twenty-four air transport-rated pilots participated as subjects in a fixed-based simulation experiment to evaluate the use of Synthetic/Enhanced Vision (S/EV) and eXternal Vision System (XVS) technologies as enabling technologies for future all-weather operations. Three head-up flight display concepts were evaluateda monochromatic, collimated Head-up Display (HUD) and a color, non-collimated XVS display with a fieldof-view (FOV) equal to and also, one significantly larger than the collimated HUD. Approach, landing, departure, and surface operations were conducted. Additionally, the apparent angle-of-attack (AOA) was varied (high/low) to investigate the vertical field-ofview display requirements and peripheral, side window visibility was experimentally varied. The data showed that lateral approach tracking performance and lateral landing position were excellent regardless of the display type and AOA condition being evaluated or whether or not there were peripheral cues in the side windows. Longitudinal touchdown and glideslope tracking were affected by the display concepts. Larger FOV display concepts showed improved longitudinal touchdown control, superior glideslope tracking, significant situation awareness improvements and workload reductions compared to smaller FOV display concepts.

External Vision Systems (XVS) proof-of-concept flight test evaluation

“…XVS is a combination of sensor and display technologies which may provide an equivalent level of safety and performance to that provided by forward-facing windows in today's aircraft. Significant research was conducted under NASA's High Speed Research (HSR) program during the 1990s on the design and development issues associated with an XVS for a conceptual High Speed Civil Transport (HSCT) aircraft [2]. What emerged from this workwhich still *kevin.j.shelton@nasa.gov; phone 1 757 864-4470; fax 1 757 864-7793; www.nasa.gov holds true todayis that the key challenge for an XVS design exists during VFR operations and when it is assumed that the flight crew has natural visibility (whether or not they may be operating on an Instrument Flight Rules (IFR) flight plan).…”

Enhanced vision for all-weather operations under NextGen

“…• Crew and Display Concepts Evaluation (CaD-CE) for Synthetic / Enhanced Vision 18,19 • Synthetic Vision Systems -Operational Considerations (SVS-OC) 12 • eXternal Visibility System (XVS) /All Weather Landing (AWxL) (XVS/AWxL) 20,21 The objectives of these three experiments were not specifically targeted toward the development of performancebased all-weather landing requirements; but they do provide piece-wise information toward this goal. Just as importantly, their assumptions and limitations identify areas of future research, as discussed in the following.…”

“…Reference source not found. 17 technique was used to calculate the probability of success, P(α), of meeting the AWO exceedance criteria (⅓ dot localizer, 1 dot glideslope) with required levels of confidence for the HUD display concepts flown during the XVS/AWxL 20,21 and CaD-CE 18,19 experiments.…”

“…The PF used an EFVS HUD showing approximately 4800 ft visibility with the forward view otherwise obscured to manually land the simulated B-757 aircraft. 20,21 An autothrottle was set to "speed-hold" at the approach speed of 132 KIAS, using V ref +5 for the simulated landing weight. The pilots were instructed to disengage the autothrottle for landing.…”