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87-557: The Denza D9 was first launched in the market in August 2022. Four hybrid variants and two full electric trim levels were offered at launch. An ultra-luxury four-seat variant, called the Premier Founder's Edition, was also available as a 99-unit limited production model, and came in a special two-tone paint job. For the interior, the D9 is equipped with seven screens with three in the front including

174-472: A horizon line, heading , turn/bank and slip/skid indicators. These instruments are the minimum required by 14 CFR Part 91. Other symbols and data are also available in some HUDs: Since being introduced on HUDs, both the FPV and acceleration symbols are becoming standard on head-down displays (HDD.) The actual form of the FPV symbol on an HDD is not standardized but is usually a simple aircraft drawing, such as

261-555: A sidestick controller in an attempt to ease the pilot's burden flying modern jet aircraft and make the instrumentation less complicated during flight. While their research was never incorporated in any aircraft of that time, the crude HUD mockup they built had all the features of today's modern HUD units. HUD technology was next advanced by the Royal Navy in the Buccaneer , the prototype of which first flew on 30 April 1958. The aircraft

348-431: A 10-point massage function. Three quick wireless phone chargers are also included. Maximum DC charging for EV model is 166 kW, with charging ports on both rear quarter panels so slower chargers can be combined to achieve the maximum rate. The plug-in hybrid models have a driving range between 945 and 1040 km, with 190 km (118 mi) of pure electric range, and offers up to 80 kW DC fast charging with

435-540: A 10.25-inch instrument panel, a 15.6-inch central control screen, and a head-up display . For the second row, two screens are on the front seatbacks, and two are in the second-row armrests. There is also a refrigerator between the front seats, accessible by occupants in the second row. Screen mirroring of Android phones is also offered on the TS Link intelligent interactive cockpit. The second-row captain chairs are 10-way adjustable and come with footrests, heating, ventilating, and

522-497: A HUD however, the camera must be mounted as close as possible to the pilots eye point as the image is expected to "overlay" the real world as the pilot looks through the combiner. "Registration", or the accurate overlay of the EVS image with the real world image, is one feature closely examined by authorities prior to approval of a HUD based EVS. This is because of the importance of the HUD matching

609-479: A HUD, relying solely on the HMD, making it the first modern military fighter not to have a fixed HUD. HUDs are split into four generations reflecting the technology used to generate the images. Newer micro-display imaging technologies are being introduced, including liquid crystal display (LCD), liquid crystal on silicon (LCoS), digital micro-mirrors (DMD), and organic light-emitting diode (OLED). HUDs evolved from

696-483: A capacity of 103 kWh. Head-up display A head-up display , or heads-up display , also known as a HUD ( / h ʌ d / ) or head-up guidance system ( HGS ), is any transparent display that presents data without requiring users to look away from their usual viewpoints. The origin of the name stems from a pilot being able to view information with the head positioned "up" and looking forward, instead of angled down looking at lower instruments. A HUD also has

783-553: A circle with two short angled lines, (180 ± 30 degrees) and "wings" on the ends of the descending line. Keeping the FPV on the horizon allows the pilot to fly level turns in various angles of bank. In addition to the generic information described above, military applications include weapons system and sensor data such as: During the 1980s, the United States military tested the use of HUDs in vertical take off and landing (VTOL) and short take off and landing (STOL) aircraft. A HUD format

870-631: A claim to the world's first head-up display in operational service. A similar version that replaced the bombing modes with missile-attack modes was part of the AIRPASS HUD fitted to the English Electric Lightning from 1959. In the United Kingdom, it was soon noted that pilots flying with the new gunsights were becoming better at piloting their aircraft. At this point, the HUD expanded its purpose beyond weapon aiming to general piloting. In

957-408: A collimated image to the pilot. A quick-disconnect wire powers the display and carries video drive signals to the helmet's cathode-ray tube (CRT). DASH is closely integrated with the aircraft's weapon system, via a MIL-STD-1553 B bus. Latest model DASH IV is currently integrated on India's HAL Tejas . After the U.S. withdrawal from ASRAAM , the U.S. pursued and fielded JHMCS in conjunction with

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1044-472: A conformed image to the pilot. "EVS Enhanced Vision System" is an industry-accepted term which the FAA decided not to use because "the FAA believes [it] could be confused with the system definition and operational concept found in 91.175(l) and (m)" In one EVS installation, the camera is actually installed at the top of the vertical stabilizer rather than "as close as practical to the pilots eye position". When used with

1131-622: A design that is 95% common to all platforms. Unlike the DASH, which is integrated into the helmet itself, JHMCS assemblies attach to modified HGU-55/P, HGU-56/P or HGU-68/P helmets. JHMCS employs a newer, faster digital processing package, but retains the same type of electromagnetic position sensing as the DASH. The CRT package is more capable, but remains limited to monochrome presentation of cursive symbology. JHMCS provides support for raster scanned imagery to display FLIR/ IRST pictures for night operations and provides collimated symbology and imagery to

1218-417: A driver wearing sunglasses with polarised lenses. Add-on HUD systems also exist, projecting the display onto a glass combiner mounted above or below the windshield, or using the windshield itself as the combiner. The first in-car HUD was developed by General Motors Corporation in 1999 with the function of displaying the navigation service in front of the driver's line of sight. Moving into 2010, AR technology

1305-483: A flat area of the windscreen, and later in the gunsight itself. A key upgrade was the move from the original AI Mk. IV radar to the microwave-frequency AI Mk. VIII radar found on the de Havilland Mosquito night fighter . This set produced an artificial horizon that further eased head-up flying. In 1955 the US Navy 's Office of Naval Research and Development did some research with a mockup HUD concept unit along with

1392-460: A fuel consumption of 6.2 l/100 km (16.1 km/l; 37.9 mpg ‑US ). Power comes from a 1.5-liter turbocharged petrol engine mated with an electric motor in the DM-i EHS170 electric hybrid system and a 3-in-1 rear-drive hybrid assembly. The driving range for the pure electric version is 620 km (385 mi) with a maximum charging power of 166 kW and a LFP battery with

1479-429: A hard time reacting to the verbal instruction of the radar operator as they approached their targets. They experimented with the addition of a second radar display for the pilot, but found they had trouble looking up from the lit screen into the dark sky in order to find the target. In October 1942 they had successfully combined the image from the radar tube with a projection from their standard GGS Mk. II gyro gunsight on

1566-478: A low-powered laser ( virtual retinal display ) are also being tested. A HUD product developed in 2012 could perform real-time language translation. In an implementation of an Optical head-mounted display , the EyeTap product allows superimposed computer-generated graphic files to be displayed on a lens. The Google Glass was another early product. Helmet-mounted display A helmet-mounted display ( HMD )

1653-513: A new system recently introduced by Elbit Systems especially to meet Apache and other rotary wing platform requirements. The system is designed for day, night and brownout flight environments. Jedeye has a 70 x 40 degree FOV and 2250x1200 pixels resolution. Sweden's JAS 39C/D Gripen fighter utilizes the Cobra HMD. The helmet is a further development and refinement of the Striker helmet developed for

1740-482: A novel optical system featuring a light-guide optical element (LOE) which provides a compact color collimated image to the pilot. The display can be positioned by each pilot, thereby eliminating the need for precise helmet position on the user's head or special helmet fitting. Software correction accommodates the display position, providing an accurate image to the pilot and allowing the Scorpion HMCS to be installed onto

1827-400: A number of other applications. In military settings, a HUD can be used to overlay tactical information such as the output of a laser rangefinder or squadmate locations to infantrymen . A prototype HUD has also been developed that displays information on the inside of a swimmer's goggles or of a scuba diver's mask . HUD systems that project information directly onto the wearer's retina with

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1914-406: A pilot's existing helmet. A visor can be deployed in front of the display providing protection during ejection. The visor can be clear, glare, high contrast, gradient, or laser protective. For night operations, an NVG mount can be installed in place of the visor during flight. Once installed, NVGs can be placed in front of the display, thus allowing the pilot to view both the display symbols as well as

2001-515: A sensitive Inertial Measurement Unit (IMU) and an optical sensor to provide reference to the aircraft. MEMS based IMUs benefit from high update rates such as 1,000 Hz but suffer from precession and drift over time, so they cannot be used alone. In this class of tracker, the optical sensor is used to constrain IMU drift. As a result, hybrid inertial/optical trackers feature low latency and high accuracy. The Thales Scorpion® HMCS and HMIT HMDs utilize

2088-686: A target located behind the wing-line of the ‘shooter' aircraft, was demonstrated by a Royal Australian Air Force (RAAF) F/A-18 using JHMCS. Elbit designed system is used by Qatar and India on Rafale F3R Gentex / Raytheon introduced the Scorpion® Head/Helmet-Mounted Display System to the military aviation market in 2008. In 2010, Scorpion was the winner of the USAF/ANG/AFRes Helmet Mounted Integrated Targeting (HMIT) program. The Gentex helmet mounted display and motion tracking division

2175-525: A tracker made by InterSense called the Hybrid Optical-based Inertial Tracker (HObIT). Optical systems employ infrared emitters on the helmet (or flightdeck ) infrared detectors in the flightdeck (or helmet), to measure the pilot's head position. The main limitations are restricted fields of regard and sensitivity to sunlight or other heat sources. The MiG-29/AA-11 Archer system uses this technology. The Cobra HMD as used on both

2262-400: A wings level aircraft (i.e. the flight path vector symbol is flat relative to the horizon line and there is zero roll on the turn/bank indicator.) Airspeed is 140 knots, altitude is 9,450 feet, heading is 343 degrees (the number below the turn/bank indicator.) Close inspection of the image shows a small purple circle which is displaced from the flight path vector slightly to the lower right. This

2349-461: Is a headworn device that uses displays and optics to project imagery and/or symbology to the eyes. It provides visual information to the user where head protection is required – most notably in military aircraft. The display-optics assembly can be attached to a helmet or integrated into the design of the helmet. An HMD provides the pilot with situation awareness , an enhanced image of the scene, and in military applications cue weapons systems , to

2436-701: Is also used on the Italian Agusta A129 Mangusta . The Russian designed Shchel-3UM HMD design from 1981, has been fitted to the ZSh-5 series helmet (and later ZSh-7 helmets), and has been used on the MiG-29 and Su-27 in conjunction with the R-73 missile ( NATO reporting name : AA-11 Archer). The HMD/Archer combination gave the MiG-29 and Su-27 a significantly improved close combat capability. The Elbit Systems DASH III

2523-543: Is designed to provide the pilot with a wholly unobstructed field of view. TopNight, a Topsight derivative, is designed specifically for adverse weather and night air to ground operations, employing more complex optics to project infrared imagery overlaid with symbology. The most recent version the Topsight has been designated TopOwl-F, and is qualified on the Mirage-2000-5 Mk2 and Mig-29K. The Eurofighter Typhoon utilizes

2610-411: Is restricted because of fog, even though EVS may provide a clear visual image it is not appropriate (or legal) to maneuver the aircraft using only the EVS below 100 feet above ground level.) HUD systems are also being designed to display a synthetic vision system (SVS) graphic image, which uses high precision navigation, attitude, altitude and terrain databases to create realistic and intuitive views of

2697-588: Is the guidance cue coming from the Flight Guidance System. When stabilized on the approach, this purple symbol should be centered within the FPV. The terrain is entirely computer generated from a high resolution terrain database. In some systems, the SVS will calculate the aircraft's current flight path, or possible flight path (based on an aircraft performance model, the aircraft's current energy, and surrounding terrain) and then turn any obstructions red to alert

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2784-434: Is visible running across the display with a break at the center, and directly to the left are numbers at ±10 degrees with a short line at ±5 degrees (the +5 degree line is easier to see) which, along with the horizon line, show the pitch of the aircraft. Unlike this color depiction of SVS on a head down primary flight display, the SVS displayed on a HUD is monochrome – that is, typically, in shades of green. The image indicates

2871-722: The Boeing AH-64 Apache with the Integrated Helmet and Display Sighting System (IHADSiSy) demonstrated in 1985. At the same time (1975) the Mirage 3CZ and Mirage F1AZ of the South African Air Force (SAAF) used a locally developed helmet-mounted sight integrated with the Armscor V3A heat seeking missile. This enables the pilot to make off-bore attacks, without having to maneuver to the optimum firing position. After

2958-617: The F/A-18 and F-5 . The DASH III has been exported and integrated into various legacy aircraft, including the MiG-21 . It also forms the baseline technology for the US JHMCS. The DASH GEN III is a wholly embedded design, where the complete optical and position sensing coil package is built within the helmet (either USAF standard HGU-55/P or the Israeli standard HGU-22/P) using a spherical visor to provide

3045-705: The Raytheon AIM-9X , in November 2003 with the 12th and 19th Fighter Squadrons at Elmendorf AFB , Alaska. The Navy conducted RDT&E on the F/A-18 C as lead platform for JHMCS, but fielded it first on the F/A-18 Super Hornet E and F aircraft in 2003. The USAF is also integrating JHMCS into its F-15E , F-15C , and F-16C aircraft. JHMCS is a derivative of the DASH III and the Kaiser Agile Eye HMDs, and

3132-456: The Space Shuttle orbiter. There are several factors that interplay in the design of a HUD: On aircraft avionics systems, HUDs typically operate from dual independent redundant computer systems. They receive input directly from the sensors ( pitot-static , gyroscopic , navigation, etc.) aboard the aircraft and perform their own computations rather than receiving previously computed data from

3219-600: The T-129 Turkish Attack Helicopter. The French thrust vectoring Matra MICA (missile) for its Dassault Rafale and late-model Mirage 2000 fighters was accompanied by the Topsight HMD by Sextant Avionique. TopSight provides a 20 degree FoV for the pilot's right eye, and cursive symbology generated from target and aircraft parameters. Electromagnetic position sensing is employed. The Topsight helmet uses an integral embedded design, and its contoured shape

3306-415: The monochromatic light projected onto it from the projector unit while allowing all other wavelengths of light to pass through. In some optical layouts combiners may also have a curved surface to refocus the image from the projector. The computer provides the interface between the HUD (i.e. the projection unit) and the systems/data to be displayed and generates the imagery and symbology to be displayed by

3393-547: The reflector sight , a pre-World War II parallax -free optical sight technology for military fighter aircraft . The gyro gunsight added a reticle that moved based on the speed and turn rate to solve for the amount of lead needed to hit a target while maneuvering. During the early 1940s, the Telecommunications Research Establishment (TRE), in charge of UK radar development, found that Royal Air Force (RAF) night fighter pilots were having

3480-445: The 1960s, French test-pilot Gilbert Klopfstein created the first modern HUD and a standardized system of HUD symbols so that pilots would only have to learn one system and could more easily transition between aircraft. The modern HUD used in instrument flight rules approaches to landing was developed in 1975. Klopfstein pioneered HUD technology in military fighter jets and helicopters , aiming to centralize critical flight data within

3567-539: The Eurofighter Typhoon and the JAS39 Gripen both employ the optical helmet tracker developed by Denel Optronics (now part of Zeiss Optronics ). Electromagnetic sensing designs use coils (in the helmet) placed in an alternating field (generated in the flightdeck) to produce alternating electrical voltages based on the movement of the helmet in multiple axes. This technique requires precise magnetic mapping of

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3654-478: The Helmet-Mounted Symbology System (HMSS) developed by BAE Systems and Pilkington Optronics . Named the Striker and later version Striker II, it is capable of displaying both raster imagery and cursive symbology, with provisions for embedded NVGs . As with the DASH helmet, the system employs integrated position sensing to ensure that symbols representing outside-world entities move in line with

3741-604: The MiG-29/HMD/R-73 (and later Su-27 ) combination once its effectiveness was known, principally through access to former East German MiG-29s that were operated by the unified German Air Force. One successful HMD was the Israeli Air Force Elbit DASH series, fielded in conjunction with the Python 4 , in the early 1990s. The U.S., UK, and Germany pursued a HMD combined with ASRAAM systems. Technical difficulties led to

3828-838: The NVG image simultaneously. Scorpion is also used by Tactical Air Support Inc. on F-5AT, by French Air Force for Rafale F4, by the Spanish Air Force on EF-18s, the AC-130W Stinger II Gunship, the F-22 Raptor , and Belgian Air Force F-16AM/BM and U.S. Air National Guard F-16C. Aselsan of Turkey is working to develop a similar system to the French TopOwl Helmet, called the AVCI Helmet Integrated Cueing System. The system will also be utilized into

3915-518: The South African system had been proven in combat, playing a role in downing Soviet aircraft over Angola, it is popularly claimed the Soviets embarked on a crash program to counter the technology . As a result, the MiG-29 was fielded in 1985 with an HMD and a high off-boresight weapon ( R-73 ), giving them an advantage in close maneuvering engagements. Several nations responded with programs to counter

4002-625: The U.S. abandoning ASRAAM, instead funding development of the AIM-9X and the Joint Helmet-Mounted Cueing System in 1990. American and European fighter HMDs became widely used in the late 1990s and early 2000s. The first civilian use of HMD on aircraft was the Elbit SkyLens HMD on ATR 72/42 airplane. While conceptually simple, implementation of aircraft HMDs is quite complex. There are many variables: HMD designs must sense

4089-422: The advantage that the pilot's eyes do not need to refocus to view the outside after looking at the optically nearer instruments. Although they were initially developed for military aviation, HUDs are now used in commercial aircraft, automobiles, and other (mostly professional) applications. Head-up displays were a precursor technology to augmented reality (AR), incorporating a subset of the features needed for

4176-530: The aircraft. In mid-2017, the Israel Defense Forces will begin trials of Elbit 's Iron Vision, the world's first helmet-mounted head-up display for tanks. Israel's Elbit, which developed the helmet-mounted display system for the F-35 , plans Iron Vision to use a number of externally mounted cameras to project the 360° view of a tank's surroundings onto the helmet-mounted visors of its crew members. This allows

4263-453: The crew members to stay inside the tank, without having to open the hatches to see outside. These displays are becoming increasingly available in production cars, and usually offer speedometer , tachometer , and navigation system displays. Night vision information is also displayed via HUD on certain automobiles. In contrast to most HUDs found in aircraft, automotive head-up displays are not parallax-free. The display may not be visible to

4350-453: The direction their head is pointing. Applications which allow cuing of weapon systems are referred to as helmet-mounted sight and display (HMSD) or helmet-mounted sights (HMS). Aviation HMD designs serve these purposes: HMD systems, combined with High Off- Boresight (HOBS) weapons, allow aircrew to attack and destroy nearly any target seen by the pilot. These systems allow targets to be designated with minimal aircraft maneuvering, minimizing

4437-458: The displayed image. Advanced HMDs can also project FLIR or night vision imagery. A recent improvement is the capability to display color symbols and video. Systems are presented in rough chronological order of initial operating capability . In 1985, the U.S. Army fielded the AH-64 Apache and with it the Integrated Helmet and Display Sighting System (IHADSS), a new helmet concept in which

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4524-463: The distinction of being the first HMD introduced and deployed that can display full-color conformal symbology. It is used along with the aircraft mission system to cue the aircraft targeting pods, gimbaled sensors, and high off-boresight missiles. Scorpion provides an "eyes out" capability: even when objects may be obscured from view, Scorpion can provide visual graphic cues to the near-field display. Unlike most HMDs which require custom helmets, Scorpion

4611-433: The first aftermarket automotive Head-Up Display to use a direct-to-eye laser beam scanning method, also known as virtual retinal display (VRD.) AR-HUD's core technology involves a miniature laser beam scanning display developed by MicroVision, Inc. Motorcycle helmet HUDs are also commercially available. In recent years, it has been argued that conventional HUDs will be replaced by holographic AR technologies, such as

4698-552: The flight computers. On other aircraft (the Boeing 787, for example) the HUD guidance computation for Low Visibility Take-off (LVTO) and low visibility approach comes from the same flight guidance computer that drives the autopilot. Computers are integrated with the aircraft's systems and allow connectivity onto several different data buses such as the ARINC 429 , ARINC 629, and MIL-STD-1553 . Typical aircraft HUDs display airspeed , altitude ,

4785-496: The flight crew. Such a system might have helped prevent the crash of American Airlines Flight 965 into a mountain in December 1995. On the left side of the display is an SVS-unique symbol, with the appearance of a purple, diminishing sideways ladder, and which continues on the right of the display. The two lines define a "tunnel in the sky". This symbol defines the desired trajectory of the aircraft in three dimensions. For example, if

4872-430: The flightdeck to account for ferrous and conductive materials in the seat, flightdeck sills and canopy to reduce angular errors in the measurement. Acoustic sensing designs use ultrasonic sensors to monitor the pilot's head position while being updated by computer software in multiple axes. Typical operating frequencies are in the 50 to 100  kHz range and can be made to carry audio sound information directly to

4959-688: The flightpath and pursuit guidance information into a narrow field of view, easily assimilated by the pilot with a single glance, and the superposition of vertical and horizontal situation information. The display is a derivative of a successful design developed for conventional transport aircraft. The use of head-up displays allows commercial aircraft substantial flexibility in their operations. Systems have been approved which allow reduced-visibility takeoffs, and landings, as well as full manual Category III A landings and roll-outs. Initially expensive and physically large, these systems were only installed on larger aircraft able to support them. These tended to be

5046-523: The full AR experience, but lacking the necessary registration and tracking between the virtual content and the user's real-world environment. A typical HUD contains three primary components: a projector unit , a combiner , and a video generation computer . The projection unit in a typical HUD is an optical collimator setup: a convex lens or concave mirror with a cathode-ray tube , light emitting diode display , or liquid crystal display at its focus. This setup (a design that has been around since

5133-462: The invention of the reflector sight in 1900) produces an image where the light is collimated , i.e. the focal point is perceived to be at infinity. The combiner is typically an angled flat piece of glass (a beam splitter ) located directly in front of the viewer, that redirects the projected image from projector in such a way as to see the field of view and the projected infinity image at the same time. Combiners may have special coatings that reflect

5220-460: The old electro-mechanical gunsight, with the HUD being described as a radical, even foolhardy option. The Air Arm branch of the UK Ministry of Defence sponsored the development of a Strike Sight. The Royal Aircraft Establishment (RAE) designed the equipment and the earliest usage of the term "head-up-display" can be traced to this time. Production units were built by Rank Cintel , and the system

5307-430: The ones developed by WayRay that use holographic optical elements (HOE.) The HOE allows for a wider field of view while reducing the size of the device and making the solution customizable for any car model. Mercedes Benz introduced an Augmented Reality-based Head Up Display while Faurecia invested in an eye gaze and finger controlled head up display. HUDs have been proposed or are being experimentally developed for

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5394-581: The only commercial passenger aircraft available with HUDs. However, the technology is becoming more common with aircraft such as the Canadair RJ , Airbus A318 and several business jets featuring the displays. HUDs have become standard equipment on the Boeing ;787 . Furthermore, the Airbus A320, A330, A340 and A380 families are currently undergoing the certification process for a HUD. HUDs were also added to

5481-513: The orientation (elevation, azimuth and roll) and in some cases the position (x, y, and z) of the pilot's head relative to the airframe with sufficient precision even under high " g ", vibration, and during rapid head movement. Five basic methods are used in current HMD technology – inertial, optical, electromagnetic, sonic, and hybrid. Hybrid trackers use a combination of sensors such as inertial and optical to improve tracking accuracy, update rate, and latency. Hybrid inertial tracking systems employ

5568-490: The outside terrain. Flight data from a tablet computer can be projected on the $ 1,800 Epic Optix Eagle 1 HUD. In more advanced systems, such as the US Federal Aviation Administration (FAA)-labeled 'Enhanced Flight Vision System', a real-world visual image can be overlaid onto the combiner. Typically an infrared camera (either single or multi-band) is installed in the nose of the aircraft to display

5655-405: The outside world. In the 1st SVS head down image shown on the right, immediately visible indicators include the airspeed tape on the left, altitude tape on the right, and turn/bank/slip/skid displays at the top center. The boresight symbol (-v-) is in the center and directly below that is the flight path vector (FPV) symbol (the circle with short wings and a vertical stabilizer.) The horizon line

5742-532: The pilot had selected an airport to the left, then this symbol would curve off to the left and down. If the pilot keeps the flight path vector alongside the trajectory symbol, the craft will fly the optimum path. This path would be based on information stored in the Flight Management System's database and would show the FAA-approved approach for that airport. The tunnel in the sky can also greatly assist

5829-494: The pilot video with imagery in day or night conditions. Consequently, the F-35 is the first tactical fighter jet in 50 years to fly without a HUD. A BAE Systems helmet was considered when HMDS development was experiencing significant problems, but these issues were eventually worked out. The Helmet-Mounted Display System was fully operational and ready for delivery in July 2014. Jedeye is

5916-431: The pilot when more precise four-dimensional flying is required, such as the decreased vertical or horizontal clearance requirements of Required Navigation Performance (RNP.) Under such conditions the pilot is given a graphical depiction of where the aircraft should be and where it should be going rather than the pilot having to mentally integrate altitude, airspeed, heading, energy and longitude and latitude to correctly fly

6003-486: The pilot's ears via subcarrier modulation of the ultrasonic sensing signals. Older HMDs typically employ a compact CRT embedded in the helmet, and suitable optics to display symbology on to the pilot's visor or reticle, focused at infinity . Modern HMDs have dispensed with the CRT in favor of micro-displays such as liquid crystal on silicon (LCOS) or liquid crystal display (LCD) along with an LED illuminator to generate

6090-656: The pilot's field of vision. This approach sought to increase the pilot's scan efficiency and reduce "task saturation" and information overload . Use of HUDs then expanded beyond military aircraft. In the 1970s, the HUD was introduced to commercial aviation, and in 1988, the Oldsmobile Cutlass Supreme became the first production car with a head-up display. Until a few years ago, the Embraer 190, Saab 2000, Boeing 727, and Boeing 737 Classic (737-300/400/500) and Next Generation aircraft (737-600/700/800/900 series) were

6177-600: The pilot's head movements. Vision Systems International (VSI; the Elbit Systems / Rockwell Collins joint venture) along with Helmet Integrated Systems, Ltd. developed the Helmet-Mounted Display System (HMDS) for the F-35 Joint Strike Fighter aircraft. In addition to standard HMD capabilities offered by other systems, HMDS fully utilizes the advanced avionics architecture of the F-35 and provides

6264-532: The pilot. The integration of the night-vision goggles with the JHMCS was a key requirement of the program. When combined with the AIM-9X, an advanced short-range dogfight weapon that employs a Focal Plane Array seeker and a thrust vectoring tail control package, JHMCS allows effective target designation up to 80 degrees either side of the aircraft's nose. In March 2009, a successful 'Lock on After Launch' firing of an ASRAAM at

6351-419: The projection unit. Other than fixed mounted HUD, there are also head-mounted displays (HMDs.) These include helmet-mounted displays (both abbreviated HMD), forms of HUD that feature a display element that moves with the orientation of the user's head. Many modern fighters (such as the F/A-18 , F-16 , and Eurofighter ) use both a HUD and HMD concurrently. The F-35 Lightning II was designed without

6438-401: The real world and therefore being able to provide accurate data rather than misleading information. While the EVS display can greatly help, the FAA has only relaxed operating regulations so an aircraft with EVS can perform a CATEGORY I approach to CATEGORY II minimums . In all other cases the flight crew must comply with all "unaided" visual restrictions. (For example, if the runway visibility

6525-439: The role of the helmet was expanded to provide a visually coupled interface between the aviator and the aircraft. The Honeywell M142 IHADSS is fitted with a 40°-by-30° field of view, video-with-symbology monocular display. IR emitters allow a slewable thermographic camera sensor, mounted on the nose of the aircraft, to be slaved to the aviator's head movements. The display also enables Nap-of-the-earth night navigation. IHADSS

6612-406: The same aircraft that as standard supported autoland (with the exception of certain turbo-prop types that had HUD as an option) making the head-up display unnecessary for Cat III landings. This delayed the adoption of HUD in commercial aircraft. At the same time, studies have shown that the use of a HUD during landings decreases the lateral deviation from centerline in all landing conditions, although

6699-595: The time spent in the threat environment, and allowing greater lethality, survivability, and pilot situational awareness . In 1962, Hughes Aircraft Company revealed the Electrocular , a compact CRT , head-mounted monocular display that reflected a TV signal onto a transparent eyepiece. One of the first aircraft with simple HMD devices appeared for experimental purpose in the mid-1960s to aid in targeting heat seeking missiles . The US Navy 's Visual Target Acquisition System (VTAS), made by Honeywell Corporation that

6786-453: The touchdown point along the centerline is not changed. For general aviation , MyGoFlight expects to receive a STC and to retail its SkyDisplay HUD for $ 25,000 without installation for a single piston-engine as the Cirrus SR22s and more for Cessna Caravans or Pilatus PC-12s single-engine turboprops: 5 to 10% of a traditional HUD cost albeit it is non- conformal , not matching exactly

6873-425: Was designed to be installed on a standard issue HGU-55/P and HGU-68/P helmets and is fully compatible with standard issue U.S. Pilot Flight Equipment without special fitting. It is also fully compatible with standard unmodified AN/AVS-9 Night Vision Goggles (NVG) and Panoramic Night Vision Goggles (PNVG). Pilots, using Scorpion, can view both the night vision image and the symbols on the display. Scorpion uses

6960-426: Was designed to fly at very low altitudes at very high speeds and drop bombs in engagements lasting seconds. As such, there was no time for the pilot to look up from the instruments to a bombsight. This led to the concept of a "Strike Sight" that would combine altitude, airspeed and the gun/bombsight into a single gunsight-like display. There was fierce competition between supporters of the new HUD design and supporters of

7047-402: Was developed at NASA Ames Research Center to provide pilots of VTOL and STOL aircraft with complete flight guidance and control information for Category III C terminal-area flight operations. This includes a large variety of flight operations, from STOL flights on land-based runways to VTOL operations on aircraft carriers . The principal features of this display format are the integration of

7134-463: Was developed by Vision Systems International (VSI), a joint venture company formed by Rockwell Collins and Elbit (Kaiser Electronics is now owned by Rockwell Collins). Boeing integrated the system into the F/A-18 and began low-rate initial production delivery in fiscal year 2002. JHMCS is employed in the F/A-18 A++/C/D/E/F, F-15C/D/E/S/K/SG/SA/QA/EX, and F-16 Block 40/50/50+/60/70 with

7221-531: Was first integrated in 1958. The Cintel HUD business was taken over by Elliott Flight Automation and the Buccaneer HUD was manufactured and further developed, continuing up to a Mark III version with a total of 375 systems made; it was given a 'fit and forget' title by the Royal Navy and it was still in service nearly 25 years later. BAE Systems , as the successor to Elliotts via GEC-Marconi Avionics, thus has

7308-511: Was flown in early 1970s in F-4J and 1974–78 ACEVAL/AIMVAL on U.S. F-14 and F-15 fighters. VTAS received praise for its effectiveness in targeting off-boresight missiles, but the U.S. did not pursue fielding it except for integration into late-model Navy F-4 Phantoms equipped with the AIM-9 Sidewinder from 1969. HMDs were also introduced in helicopters during this time – examples include

7395-411: Was introduced and combined with the existing in-car HUD. Based on this technology, the navigation service began to be displayed on the windshield of the vehicle. In 2012, Pioneer Corporation introduced a HUD navigation system that replaces the driver-side sun visor and visually overlays animations of conditions ahead, a form of augmented reality (AR.) Developed by Pioneer Corporation, AR-HUD became

7482-459: Was subsequently acquired by Thales in 2012. The HMIT system was qualified and deployed on both A-10 and F-16 platforms in 2012. Starting in 2018, the installed base of HMIT systems went through a helmet tracker upgrade. The original AC magnetic tracking sensor was replaced by an inertial-optical hybrid tracker called Hybrid Optical based Inertial Tracker (HObIT). The HObIT was developed by InterSense and tested by Thales in 2014. Scorpion has

7569-473: Was the first modern Western HMD to achieve operational service. Development of the DASH began during the mid-1980s, when the IAF issued a requirement for F-15 and F-16 aircraft. The first design entered production around 1986, and the current GEN III helmet entered production during the early to mid-1990s. The current production variant is deployed on IDF F-15, and F-16 aircraft. Additionally, it has been certified on

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