Presented by
field of view LCD availability offering greater graphic capability/flexibility, and easier video integration
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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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
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.
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control interfaces. Same display logic and formats. Same computation sources. HUD cautions / warnings integration in ECAM.
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
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Display Elements must be conformal and overlay the real world. Trajectory based symbols must be preferred.
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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and mechanization of the data provided Head-Up and Head Down must be consistent. Same computation sources must be used.
January 2004 Page 6
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
January 2004
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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.
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FFS syllabi will include the use of HUD from the 1st day.
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Conclusion
HUD is proposed as a complementary equipment to
existing avionics to enhance the flight safety.
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
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
February-March 2004
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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
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.
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Q3 2005
Delivery
of A380 equipments for flight test campaign. Beginning of A380 flight test campaign.
2006
Certification
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.
January 2004
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