Avionics News April 2018 - 21
Third: Maintaining navigational precision by using the
indicators projected on the HUD, and not diverting attention
from attitude and airspeed instruments to check navigation
progress.
Fourth: With the addition of enhanced vision systems and
synthetic vision systems to the HUD display, the pilot gets to
see everything outside, often before it's visible to the naked eye.
Call the multi-sensor HUD a win-win-win.
HUD basics: flight data floating at your eyes'
infinity point of focus
The HUD performs a magic-like trick with data typically
found in the six-pack of analog flight instruments and as
graphics on digital primary flight displays.
Using flight-data and vision system feeds, the processor
converts the data, from whatever sources, into graphics for the
projector to display on the combiner glass, where those graphics
appear to hang in space several feet in front of our eyes.
The projector beams the graphics via mirrors or directly onto
the display, combiner screen or reflector where the pilot sees the
delivered information as indicators and figures hovering about
30 feet in front of the pilot - in other words, at the eyes' natural
infinity focal point.
The translucent combiner allows light to pass from in front of
it, preserving the pilot's view of the world ahead of the aircraft -
as if we were simply looking out the windshield.
Some systems mount the projector in front of the pilot
and use mirrors to gain that out-the-window view; others use
mirrors to deliver the projector's graphics to the front of the
combiner screen.
Thanks to the advances in digital data sources, digital
graphics, ever-faster processors and improved projection
technology, some of the newest systems barely tip the 1-pound
mark for the projector and combiner together.
The HUD - piece-by-piece
Early HUD systems employed multiple components to
produce and project images of flight data: processor; projector;
combiner.
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 the invention of
the reflector sight in 1900) produces an image where the light is
collimated, and 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 the 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 serves as 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 the
projection unit.
Size and weight of all these components limited applicability
of early civilian systems.
But at every step of evolution, engineers achieved
challenging results by reducing the size, weight and number of
components needed to function. Those advances increased the
HUD's penetration into ever lighter general aviation.
In the past decade, numerous new products demonstrated
progress in shrinking the package needed to deliver HUD
performance to small planes.
HUD new options for general aviation aircraft
Garmin GHD 2100
A first from the Olathe, Kansas, avionics and electronics
giant is the GHD 2100 heads-up display system, a system
Continued on following page
Garmin GHD 2100
avionics news
*
april
2018
21
Table of Contents for the Digital Edition of Avionics News April 2018
No label
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
Avionics News April 2018 - 7
Avionics News April 2018 - 8
Avionics News April 2018 - 9
Avionics News April 2018 - 10
Avionics News April 2018 - 11
Avionics News April 2018 - 12
Avionics News April 2018 - 13
Avionics News April 2018 - 14
Avionics News April 2018 - 15
Avionics News April 2018 - 16
Avionics News April 2018 - 17
Avionics News April 2018 - 18
Avionics News April 2018 - 19
Avionics News April 2018 - 20
Avionics News April 2018 - 21
Avionics News April 2018 - 22
Avionics News April 2018 - 23
Avionics News April 2018 - 24
Avionics News April 2018 - 25
Avionics News April 2018 - 26
Avionics News April 2018 - 27
Avionics News April 2018 - 28
Avionics News April 2018 - 29
Avionics News April 2018 - 30
Avionics News April 2018 - 31
Avionics News April 2018 - 32
Avionics News April 2018 - 33
Avionics News April 2018 - 34
Avionics News April 2018 - 35
Avionics News April 2018 - 36
Avionics News April 2018 - 37
Avionics News April 2018 - 38
Avionics News April 2018 - 39
Avionics News April 2018 - 40
Avionics News April 2018 - 41
Avionics News April 2018 - 42
Avionics News April 2018 - 43
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Avionics News April 2018 - 45
Avionics News April 2018 - 46
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Avionics News April 2018 - 48
Avionics News April 2018 - 49
Avionics News April 2018 - 50
Avionics News April 2018 - 51
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Avionics News April 2018 - 53
Avionics News April 2018 - 54
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Avionics News April 2018 - 57
Avionics News April 2018 - 58
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Avionics News April 2018 - 70
Avionics News April 2018 - 71
Avionics News April 2018 - 72
Avionics News April 2018 - Cover3
Avionics News April 2018 - Cover4
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