January 2004

Presented by

Head-Up Display System

Airbus interests in HUD
• Intrinsic characteristics of the HUD
“See through capability enabling the aircrew to fly the aircraft using collimated flying symbols overlaying the real world cues.”

• Potentiality offered by new HUD technology
Wider
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field of view LCD availability offering greater graphic capability/flexibility, and easier video integration

HUD can be proposed as an option for all Airbus Fly-By-Wire aircraft
January 2004 Page 2

HUD and Airbus operational objectives
• As a part of the Airbus continuous effort to enhance the flight
safety, HUD is considered as a tool to
Increase

the pilot situational awareness. Increase approach stability (NPA or VMC). Increase landing accuracy Enable seamless IMC/VMC transition. Provide a flexible platform for growth using new technologies such as EVS, SVS and SGS to enhance surface operation and obstacle awareness.
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• HUD as a means to expand the operational capability of the
aeroplane.
Lower

visibility take-off minima (75m instead of 125m) Lower approach minima on some dedicated runways. (CAT II approach minimum on type I airfield)
January 2004 Page 3

HUD and Airbus Cockpit philosophy
• HUD is an additional tool into a cockpit built around:
The

Fly-By-Wire systems with its full set of protections. The AFS with double channel FG, providing CAT 3B capability. The EFIS PFD/ND providing all the information required to operate the A/C either in automatic or in manual flying. The ECAM and FWS for A/C system monitoring.
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HUD is not a substitute but a complement to the existing avionics and need to be integrated.

January 2004

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HUD integration into the Airbus Cockpit
• HUD will be fully integrated within this cockpit
Same

control interfaces. Same display logic and formats. Same computation sources. HUD cautions / warnings integration in ECAM.

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HUD integration is one of the key factors to achieve the operational objectives with a high consistency and efficient use.
The other one being the HUD design rules

January 2004

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Airbus’ HUD design guidelines
• Conformity with the external world
Key

Display Elements must be “conformal” and overlay the real world. “Trajectory based” symbols must be preferred.

• See through capability
Only

“need to show data” must be displayed. Declutter function, automatic/manual must be provided. Symbol position and shape must be optimised.
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• Consistency with the existing avionics
Format

and mechanization of the data provided Head-Up and Head Down must be consistent. Same computation sources must be used.
January 2004 Page 6

Airbus’ HUD design guidelines (cont’d)
• Intuitivity and ease of use
Potentially

conflicting symbols must not be displayed. “Analog presentation” must be preferred to “digital one”. All data required for given task within a flight phase must be provided to prevent successive head-up/head down scanning. The essential parameters used to control the aircraft in a given phase must be located close to each other to improve the scanning efficiency Integrity
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• Integrity
Erroneous

data must be clearly flagged. Symbols reaching the limit of the FOV must be unambiguously displayed. HUD cautions and warning must be integrated in ECAM
January 2004 Page 7

HUD operational and symbology specification
The content of the Airbus HUD operational and symbology specification is actually under definition in accordance with these rules.

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

January 2004

Page 8

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Airbus HUD symbology : Taxi

January 2004 Page 9

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Airbus HUD symbology : Take-Off Roll

January 2004 Page 10

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Airbus HUD symbology : Climb/Cruise/Descent

January 2004 Page 11

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Airbus HUD symbology : Climb/Cruise/Descent (declutter)

January 2004 Page 12

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Airbus HUD symbology : ILS Final Approach below decision

January 2004 Page 15

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Airbus HUD symbology : ILS Roll Out

January 2004 Page 16

HUD operational use
• HUD will be mainly used during:
Take

off roll and rotation. Rejected take off. Initial climb out. End of descent, initial and intermediate approaches. Final approaches : precision, instrument and visual. Landing. Landing roll, braking efficiency monitoring. Go around.
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

• HUD will be fully integrated in pilot training.
The

FFS syllabi will include the use of HUD from the 1st day.

January 2004

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Conclusion
• HUD is proposed as a complementary equipment to
existing avionics to enhance the flight safety.

• HUD will be fully integrated into the existing cockpit to
ensure high efficiency and efficient use.

• Training will address HUD operation since day one.
• HUD is designed to support future technologies that will
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

enhance surface operation and obstacle awareness.

• Airbus is getting involved in those technologies and will set
new standards to better respond to operational and safety pilot needs.
January 2004 Page 18

Development status : Background
May 2002 March 2002 RFI answers reception July 2002 October 2002 Suitability assessment and evaluation with mock-ups on simulator Support for symbology evaluation proposed

Feasibility study go ahead Airbus concept of operation defined

RFP sent to 3 suppliers

September 2002 April 2002 TLSRD issued
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

RFPsupplier answers : Only Thales & RCFD

HUD CFG RFI sent to 3 HUD suppliers June 2002 HUD installation study completed Detailed analysis of RFI answers completed Operational & symbology specification launched

November 2002
PTS finalised and signed with suppliers Business case presented to Airbus EC
January 2004 Page 19

Development status : Year 2003
February 2003 Airbus EC Go Ahead for HUD project &EVS feasibility study May 2003 Operational and symbology specification draft issued. Development of simulation tools required to perform pilot evaluation launched. (O3P mock-up) September 2003 Modification of EPOPEE simulator to support symbology evaluation

March 2003
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July-August 2003 Internal Symbology evaluation conducted on O3P mock-up December 2003. June 2003 Initial presentation of the Airbus HUD operational concept to the AA. First operational and symbology evaluation meeting with AA flight panel.
January 2004 Page 20

HUD vendor selected (Thales)

Development status : Planning for 2004
January 2004 Installation and connexion of ELIOS (Thales simulation tool) to EPOPEE. Objective being to ease the symbology validation December 2004 LR equipment delivery for flight test SA equipment delivery for Laboratory test

Sept. 2004 LR equipment delivery for Laboratory test

February-March 2004
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

New issue of the operational and symbology specification including airlines and AA considerations Installation on O3P and EPOPEE.

September- December 2004 LR equipment laboratory tests Mid 2004 Proposition for Symbology evaluation session on simulator with airlines
January 2004 Page 21

Next milestones
• Beginning 2005
Beginning

of LR flight test campaign. Beginning of SA equipment laboratory test campaign.

• Q2 2005
First

A380 equipment delivery for laboratory tests. Beginning of the A380 equipment laboratory test campaign. Delivery of SA equipments for flight test campaign. Beginning of SA flight test campaign.
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• Q3 2005
Delivery

of A380 equipments for flight test campaign. Beginning of A380 flight test campaign.

• 2006
Certification

and availability on production for all the programs
January 2004 Page 22

This document and all information contained herein is the sole property of AIRBUS S.A.S. No intellectual property rights are granted by the delivery of this document or the disclosure of its content. This document shall not be reproduced or disclosed to a third party without the express written consent of AIRBUS S.A.S. This document and its content shall not be used for any purpose other than that for which it is supplied. The statements made herein do not constitute an offer. They are based on the mentioned assumptions and are expressed in good faith. Where the supporting grounds for these statements are not shown, AIRBUS S.A.S. will be pleased to explain the basis thereof.

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January 2004

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