Avionics News April 2018 - 20
Advertisers Index
Aero Air . . . . . . . . . . . . . . . . . . . . . . . . 70
Aero Standard . . . . . . . . . . . . . . . . . . . 70
Aerospace Electronics . . . . . . . . . . . . . 71
Aircraft Electronics Association . . 30, IBC
Aspen Avionics . . . . . . . . . . . . . . . . . . 49
AVweb . . . . . . . . . . . . . . . . . . . . . . . . . 38
Cal Labs . . . . . . . . . . . . . . . . . . . . . . . 70
CMD Flight Solutions . . . . . . . . . . . 40, 72
DAC International . . . . . . . . . . . . . . . . 31
Dallas Avionics . . . . . . . . . . . . . . . . . . IFC
Dean Aircraft Service . . . . . . . . . . . . . . 70
Device Technologies . . . . . . . . . . . . . . 71
Duncan Aviation . . . . . . . . . . . . . . . 27, 72
EDMO . . . . . . . . . . . . . . . . . . . . . . . . . BC
Elliott Aviation . . . . . . . . . . . . . . . . . . . 53
FLYING Magazine . . . . . . . . . . . . . . . . 39
Garmin . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Georgetown Instrument Services . . . . . 57
Green Mountain Avionics . . . . . . . . . . . . . . 71
L3 Aviation Products . . . . . . . . . . . . . IBC
Pacific Southwest Instruments . . . . . . . 23
Pentastar Aviation . . . . . . . . . . . . . . . . 72
Sandia Aerospace . . . . . . . . . . . . . . . . 34
SmartSky Networks . . . . . . . . . . . . . . . 35
Spirit Aeronautics . . . . . . . . . . . . . . . . . 71
Tech-Aid Products . . . . . . . . . . . . . . . . 71
Tri-Star Technologies . . . . . . . . . . . . . . . 5
True Blue Power . . . . . . . . . . . . . . . . . . . 1
Valair Aviation . . . . . . . . . . . . . . . . . . . 72
20
avionics news
*
april
2018
HEADS UP
Continued from page 20
down as in head tilted down, checking the sundry panel-mounted gauges and
instruments.
At the same time, however, the flight crew remains responsible for avoiding
outside threats, which means repeatedly scanning the sky to avoid traffic, stay clear
of weather and detour around obstacles - all the while appropriately responding to
air traffic controllers and searching the landscape clutter for the runway end during
approaches - instrument approaches, in particular.
These are all heads-up activities, dividing the crew's scan time between
instruments and outside. And the more head movement occurs, the greater the odds
of losing track of something, even to the point of suffering spatial disorientation.
Conflicting attention points existed from man's first flight forward, stretching
back to that first flight in which an indicator competed for the pilot's attention to the
horizon: The Wright Brothers' first flight back on Dec. 17, 1903.
The instruments: The Wrights' simple, effective airspeed indicator, a vanepowered anemometer (a repurposed wind-speed gauge), plus an engine tachometer
and a stop watch, all mounted on a strut to the right of the pilot position. There was
no cockpit in the modern sense; it was all wide open.
In an aircraft with no cockpit structure, the instruments' placement reflected the
Wrights' desire to have their three instruments mounted within their field of view
when laying prone in a wood saddle that warped the wings and deflected the aft
vertical rudders.
When designers began to enclose airframe structures and the cockpit, instrument
panels moved inside.
Heads-up instruments returned in time for World War II, but not to put flight or
navigation instruments in the pilot's view.
Instead, the glareshield-mounted devices gave pilots gyroscope-corrected optical
gun sights to help them correctly lead their aim for firing at enemy aircraft moving
in three dimensions.
Military aviation led the way into more advanced heads-up instrumentation in
the years after the Korean conflict. By the late 1980s, avionics makers turned their
attention to adapting the HUD, as it became known, to commercial airliners.
The information projected on the HUD include attitude, heading, altitude,
airspeed and vertical speed - duplicates of the panel-mounted flight instruments.
From there, it was a short step to adapting HUD systems to corporate aircraft.
Regardless of which airframe a HUD gets installed in, the advantages are mostly
the same.
Benefits: A clearer head
First up: Reduction of how much head movement the flying pilot must use to
stay up to date on cockpit instruments, navigation indicators and watching for traffic
and obstacles.
When everything you need to see hovers in space 30 feet in front of you,
you don't move your head around as much - reducing the threat of spatial
disorientation. Altitude, airspeed, roll, pitch and yaw information and vertical speed
are commonly shown on HUD displays.
Second: Improved situational and position awareness, since the pilot spends
more time with eyes looking outside and less tilting the head down to scan panelmounted instruments.
Table of Contents for the Digital Edition of Avionics News April 2018
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Avionics News April 2018 - Intro
Avionics News April 2018 - Cover1
Avionics News April 2018 - Cover2
Avionics News April 2018 - No label
Avionics News April 2018 - 2
Avionics News April 2018 - 3
Avionics News April 2018 - 4
Avionics News April 2018 - 5
Avionics News April 2018 - 6
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Avionics News April 2018 - 9
Avionics News April 2018 - 10
Avionics News April 2018 - 11
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Avionics News April 2018 - 18
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Avionics News April 2018 - 20
Avionics News April 2018 - 21
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Avionics News April 2018 - 26
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Avionics News April 2018 - 28
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Avionics News April 2018 - 30
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Avionics News April 2018 - 72
Avionics News April 2018 - Cover3
Avionics News April 2018 - Cover4
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