ARLSYS-TM-137 AR-006-077

DEPARTMENT OF DEFENCEDEFENCE SCIENCE AND TECHNOLOGY ORGANISATION

AERONAUTICAL RESEARCH LABORATORY

MELBOURNE, VICTORIAV--Lfl

S1Aircraft Systems Technical Memorandum 137NI PROGRAMMABLE COCKPIT - HEAD-UP DISPLAY

AND OUTSIDE VIEW

by

DTICAndrew G, Page ' ELECTE

~GT26 WND

Approved for public reieasc

(C) COMMONWEALTH OF AUSTRALIA 1990JUNE 1990

, .

AR-000-077

DEPARTMENT OF DEFENCEDEFENCE SCIENCE AND TECHNOLOGY ORGANISATION

AERONAUTICAL RESEARCH LABORATORY

Aircraft Systems Technical Memorandum 137

PROGRAMMABLE COCKPIT HEAD.UP DISPLAY

AND OUTSIDE VIEW

by

Andrew G. Page

SUMMARY

The 'Programmable Cockpit' is a low-cost facility utUising personal computers linkedtogether to represent the fundamental displays o) a fixed-wing aircraft. 7he cockpitinstruments can be displated either in the conventional manner or in a `glass-cockpit' typeformat. Aircraft controls include a sidestick and throttle,It was designed so that instrument layouts and display formats could be reconfigured rapidlyand tested in a reasonable aircraft representation, with the pilot under representativeworkload conditions. The Programmable Cockpit is to be used to study and develop tilepilot. vehicle interface for future aircraft systems.

Thiis document gives a brief overview of the complete Programmable Cockpit, including theFlight Dynamic Model, Inter-Computer Communications, Head-Down Display, ControlDisplay Unit, and Moving Map Display, Thle Head-Up Display and Outside View areexplained in detail Planned development is also discussed.

DSTO 4MELBOURNE

(C) COMMONWEALTH OF AUSTRALIA 1990

POSTAL ADDRESS: Director, Aeronautical Research Laboratory,P.O. Box 4331, Melbourne, Victoria, 3001, Australia

CONTENTS Page No.

1. INTRODUCTION

2. PROGRAMMABLE COCKPIT OVERVIEW 12.1 Hardware I2.2 Software 12.2.1 Flight Dynamic Model (FDM) 22,2,2 Inter-Computer Communications and Data Flow (ICC) 22.2,3 Head-Down Display (HDD) 22,2.4 Head-Up Display and Outside View (HUD) 22,2,5 Navigator's Moving MapDisplay (MMD) 22.2,6 Control Display Unit (CDU) 2

3. HEAD-UP DISPLAY 33.1 Introduction 33.2 Programmable Cockpit HUD Format 33.3 Graphics Programming of HUD 3

4. OUTSIDE VIEW 44.1 Introduction 44.2 Programming Methodology 44.3 Ground-to-Screen Transformation 44,4 Screen-to-Ground Transformation 64.5 Graphics Programming of Outside View 74.6 Terrain Data 84.6.1 GroundLights 84.6.2 LightStrings 9

5. PERFORMANCE l0

6. CONCLUSION 10

REFERENCES

ACKNOWLEDGEMENTSAccession For

FIGURES 1- 9 "TIS- RA&IDTIC TAB CIYmfnounosd a

DISTRIBUTION Justlleatiaon

DOCUMENT CONTROL DATA ft,__piptribmo

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1. INTRODUCTIONCockpit layout and instrument format are paramount factors in deciding how well the pilotcan perform. Whether the mission is military or civil, the amount and manner in whichinformation is displayed to the flight crew is critical in realising the mission success.

A 'Programmable Cockpit - Stage I (PC-i)' has been developed by Flight ManagementGroup, Aircraft Systems Division, ARL, as a low-cost facility to study various cockpitformats and methods of displaying information to the pilot. The Programmable Cockpitwas so-named due to its inherent ability to re-configure the cockpit, test out a newinstrument design, or vary a display format in a relatively short time.

The PC-I consists of a mathematical aircraft model driving four display screens;Head-Down Display, Control Display Unit, Head-Up Display and Outside View, andNavigator's Moving Map Display,

This document gives a brief overview of the Programmable Cockpit. The Head-Up Displayand Outside View are explained in detail, Planned development (Stage 2) is also discussed,

2. PROGRAMMABLE COCKPIT OVERVIEW

The PC- 1 can be divided into hardware and software sections as follows:(refer to reference 1 for a more detailed overview)

2.1 HardwareThe Programmable Cockpit consists of the following hardware items:

- 2 x Amiga 2500 computer- Amiga 500 computer2 x Commodore 1084 monitor with touchscreen

NEC Multisync monitorIBM PS/2 monitorAnalogue-to-digital convertorThrottleSidestickPilot seatFrame-work for monitors and controls

Note that the A2500 computer's each contain a 68020 and an 80286 microprocessor, aridthe AS00 computer contains a single 68(00 microprocessor. The hardware layout is shownin Figure 1.

2.2 SoftwareThe Programmable Cockpit contains six software components:

2.2.1 Flight Dynamic Model (FDM)The FDM is a full six degree-of-freedom aircraft model and a simple engine modei. Theaircraft control inputs (throttle and sidestick) are fed into the FDM via ananalogue-to-digital convertor. The FDM determines the aircraft's response and updates thecommunications link with all the parameters used by other software sections of theProgrammable Cockpit. The FDM is written in Microsoft Pascal and runs on one of the80286 processors. Refer to reference 2 for more detail.

2.2.2 Inter-Computer Communications and Data Flow (ICC)The ICC collects all necessary data from the FDM as it becomes available. These data aresent via parallel and serial lines to all the other microprocessors where it can be accessed asrequired by the various programs. The ICC is written in Modula-2 and is a backgroundtask. Refer to reference 3 for more detail.

2.2.3 Head-Down Display (HDD)The HDD contains the basic flying instruments (altitude, indicated airspeed, verticalairspeed, compass, turn coordinator, Automatic Direction Finder, Instrument LandingSystem). Currently two versions exist:

Typical conventional instrument panel with individual dialsfor each piece of information; and

Advanced single CRT-type display with all information integratedunto one 'instrument'.

The HDD is written in C, runs on a 80286 processor, and is displayed on the PS/2high-resolution monitor, Refer to reference 4 for more detail,

2.2,.4 Head-Up Display and Outside View (HUD)The HUD contains flight information(artifical horizon, altitude, airspeed, pitch angle, rollangle, heading, Mach number, g-number, and angle of attack) superimposed on the OutsideView, The HUD information is not shown when the 'Typical' mode is selected. TheOutside View is a night scene (current database is around the Port Phillip Bay area)concentrating mainly on airport lighting (Moorabbin, Essendon, and Melbourne), TheHUD is written in Modula-2, runs on a 68020 processor, and is displayed on the NECMultlsync high-resolution monitor, The HUD and Outside View are explained in detaillater in this document.

2.2.5 Navigator's Moving Map Display (MMD)The MMD is a digital moving map showing the aircraft position over a coastline-only map.Navigation waypoints can also be displayed on the map, A 'paper map' option is availablewhich shows more detail but Is of a fixed scale, whereas the digital map has various scales.The MMD is off when the 'Typical' mode is selected. The MMD is written in Modula-2,runs on the 68000 processor (A500), and is displayed on the 1084 monitor withtouchscreen. Refer to reference 5 for more detail.

2.2.6 Control Display Unit (CDU)The CDU contains some basic engine instruments (Compressor rpm, Exhaust GasTemperature, Engine Pressure Ratio), landing gear select, Typical/Advanced mode select,preset aircraft conditions, and a navigation system control panel which currently resemblesa panel used with a real navigation system (TACTERM) developed by Flight Management

2

Group, Aircraft Systems Division, ARL. The touchscreen is used to enable push-button usVof the systems. The CDU i,; written in Modula-2, runs on a 68020 processor, and isdisplayed on a 1084 monitor with touchscreen.

3. HEAD-UP DISPLAY

3.1 IntroductionThe Head-Up method of displaying information to the pilot involves projecting flightinformation directly between the pilots line-of-sight and the outside world. This allows thepilot to concentrate on the out-of-cockpit situation without the need to divert his attentionto cockpit instruments for flight Information.

3.2 Programmable Cockpit HUD Format

The HUD currently implemented in the Programmable Cockpit is a simplified version ofthe F/A-18 HUD. See Figure 2. The following information is displayed:

- Airspeed, in knots, is displayed as a numeric value in the lower left box,Altitude, in feet, is displayed as a numeric value in the lower right box. Thousands offeet are displayed in a larger font to ensure easy readability.Heading and pitch angles are displayed as numeric values (top center and center rightboxes respectively) and on scrolling scales. The scales also give an indication of theangular rate of change.The aircraft Angle-of-Attack, Mach number, and g-number are displayed asnumeric values.

- A straight line to represent the horizon spans the screen.At the center of the HUD is a reference symbol which represents the aircraft.This symbol rotates to indicate the horizon, so that the pilot knows where the horizonis when the horizon line is not visible (very high or low pitch angles).

3.3 Graphics Programming of HUDThe graphics programming for the HUD is relatively simple, as most of the HUD is staticor merely numeric displays. The moving sections of the HUD include; horizon line, aircraftsymbol, and scrolling heading and pitch scales.

Using a paint program, the static rection of the HUD and scrolling scales were constructedas a picture (See Figure 3) In low and high-resolution versions. Upon program initialisationthe HUD-picture is drawn into a bitmapD When each fresh screen is drawn the static sectionof the HUD is copied from the bitmap into the current screen. Sections of the heading andpitch scales are copied from the bitmap to the screen. The numeric values are convertedfrom integer or real values Into text characters and drawn onto the screen.

The horizon line and aircraft symbol are both drawn using screen coordinates obtainedfrom arrays indexed to roll and pitch angles. These arrays are Initialised on programstart-up. Modification to the array data otits indtxing for angles o&t of tharray indexlimits may be necessary. The limits are -50 to +50' for pitch and -90 to +90 for roll.

3

4. OUTSIDE VIEW

4.1 IntroductionThe Outside View used for the programmable cockpi, iF , i,"ght scene with variablevisibility (user defined, defaultalOkm). It was considereC ,,ai a night scene could begenerated with reasonable realism with the available computer power. A realistic day scenewould have required much more processing. See Figure 4.

4.2 Programming MethodologyInstead of using the computationally intensive matrix method of performing thetransformation of ground referenced data to terminal screen coordinates and then clippingthe out-of-field-of-view data, it was decided to try to reduce computation by determiningthe visible terrain data before doing any ground-to-screen transformations.

To do this, the screen coordinates defining the visible ground area are transformed from thescreen to ground coordinates (see section 4.4) to obtain the ground coordinates (relative tothe current aircraft position) of the polygon defining the visible field-of-view boundary. Abox is fitted around this polygon to give an approximate field-of-view that is easy to checkfor terrain data,.

To reduce the amount of terrain data needed to be checked, a lkm square grid system wasintroduced. When the terrain data base file is constructed (using a separate program, seesection 4.5) the data for each grid square are made separately and are indexed to that grid,so that it is very quick to check if any terrain data are within a particular grid square. Onceall the grid squares in the visible field of view have been identified, the terrain data aretranslated from reference ground coordinates to currenit aircraft position ground coordinatesand transformed from ground to screen coordinates (see section 4.3), The screencoordinates are finally checked to be within the screen boundaries,

4.3 Ground-to-Screen TransformationThe ground coordinate (3-D terrain data) transformation to the terminal screen (2-D) iscarried out by projecting the data point, P, along a projection line that meets the center ofprojection (i.e. the pilot's eyes). See Figure 5.

From reference 6 (p. 240) :xp - x(d/(z+d) )yp - y( d/(z+d) )

where 'd' is the perpendicular distance fromthe center of projection to the projection plane.

4

The center of projection (pilot's eyes) lies on thu aircraft's heading radial, Therefore theterrain data must be transformed from North-East coordinates (PNPE'PA) to parallel andperpendicular to the heading radial (P para'Pperp).Refer to Figure 6.

Pperp = PN'sin(heading) - PE.cos(heading)Ppara - PNcos(heading) + PE.sin(heading)

The point, P, is then projected onto the plane z=O, and the point coordinates in (x,y,z) aredetermined as follows (See Figures 7 & 8) :

Pz = Ppam ,cos(pitch) - d - PA .sin(pitch)Note: Pz must be positive for P to be visible.

Transform the point coordinates onto the projection plane (x,y,O)alpha = tan'(P perp/a)

where a - Ppaa -sin(pitch) + PA.cos(pitch)gamma a pi / 2 - alpha + roll

Px = R. cos(gamma). bPy =-R . sin(gamma). bwhere R2 = a

2 + Pperp2

and b = d/(Pz+d)

Therefore the screen coordinates are:

Xse =SW/2 - Px

Ysc = SH/2- Py

where SW - Screen-Width

and SH = Screen-Height

4.4 Screen -to-Ground TransformationWorking backwards from screen coordinates to ground coordinates using the equationsderived in~ section 4.3First, using the X equations:

Xsc =SW/2 -PxSW/2 - R~cos(gamma).bSW/2 - (-a.sin(roll) + P .~pcos(rol1)).(d/(Pz+d))

Therefore :

(Xsc. SW/2)(Pz+d) =d(Ppe 1 ,.cos(roi1) - a.sin(roll))Substitute for P. pr to get this equation in terms of PNand Pand equate coefficients. This gives

Cl.PN+ c2.3E + C3 = 0where:

c (,- SW/2).cos(heading),cos(pltch)- d,( sin (head Ing).cos (roll) - cos(heading).sin(roll).sin(pitch))

c2 (X sc - SWI2).sin(heading).cos(pitch)+ d.( cos(heading).cos(roii) + sin(heaiding).sin(.roii).sin(pitch))

c3 -- (Xsc- SW/2).Altitude.sin(pitch) + d.Aititude. cos(pitch).sin(roll)

Similarly, for the Y equations

Ysc = SH/2 -P

= Si-M + R.sin(gamnma).b= SH/2 + (a~cos~roll) + Pperpsin(rolI)).(d/(P +d))

Therefore:

(s- S-1/2X(Pz+d) = d(P1,e.p.sin(roI1) + a.cos(roll))

6

Substitute for P1z Pperp to get this equation in terms of PN and PE

and equate coefficients. This gives

C4 .PN + c5 .PE + c6 = 0

where :

C4 = (Ysc- SH/2).cos(heading).cos(pitch)- d,( sin(heading),sin(roll) + cos(heading).sin(pitch).cos(roll) )

C5 = (Ysc" SH/2).sin(heading).cos(pitch)+ d.( cos(heading).sin(roll) - sin(heading).sin(pitch).cos(roll) )

C6 =.(Y sc" SH/2).Altitude.sin(pttch) - dAltitude, cos(roll),cos(pitch)

Solving the two equations simultaneously for PN and PE gives

PE - (c6/c4 "c 3/cl) / (c2/cl "c 5 /c4 )PN

- "6/c4" /4'PE

4.5 Graphics Programming of Outside ViewThe Outside View consists solely of points of light' These light points are drawn on thescreen using the move and draw graphics routines and the appropriate colour settingroutine. Two methods have been incorporated to compliment perspective and the visibilitylimit. First, the colour of every light point is faded out in I to 4 steps, depending on thecolour of the particular light point. Second, the number of pixels used to represent anindividual light point varies from 1 to 16, proportional to the distance from the aircraft tothe particular light point,

7

I4.6 Terrain DataThe current terrain database describes an area around Port Phillip Bay, Victoria, with themain emphasis on airport lighting. Moorabbin, Essendon, and Melbourne are the majorairports and were constructed first. As well as all the standard lighting (taxiway centerline,runway edge, runway threshold/end) at all three airports, Melbourne has Category Iprecision approach lighting, touchdown zone lighting, and T-VASIS (Visual ApproachSlope Indicator System). Essendon has simplified Category I precision approach lighting.Figure 4 shows Melbourne airport Rwy 27.

The terrain data base is created usin. a separate Modula-2 program calledmakeTerrainData. Terrain data can be specified as single points of light (GroundLight) oras strings of light (LightString).

4.6.1 GroundLights

GroundLights(GL) are specified by the following parameters:North(N) and East(E) coordinates from the reference pointAltitude(A) above sea levelColor1, Color2, DirSplit

DirSplit can be used to create uni-directional lights or lights that change colordepending on the aircraft position. The color change occurs at either the NorthGL coordinate or the East OL coordinate,

DirSplit = 0 No direction color splitLe constant color GL (color = Color 1)

DirSplit = I Direction color split = Northif Nposition >v N then color = Colorlif Nposition < N then color = Color2

DirSplit = 2 Direction color split = Eastif Eposition >= E then color = Colorlif Eposition < E then color = Color2

MaxShadeMaximum color shade to be used for the GL. This can be used to limit thebrightness of the GL relative to others,

MaxRangeMaximum visible range of GL. The user detined visibility limit ovetrid--s this,

-MaxSize

Maximum dot size used to draw the groundlight. Light points are drawn usingvarying numbers of pixels depending on the range to that point.MaxSize allows tne size of the GL to reimain relatively smaller than other GLs.

A GroundLight is mapped to the screen usi ig the Ground-to-Screen transformation ofsection 4.3.

8

4.6.2 LightStrings

Lightstrings (LS) are defined by specifying the two endpoints of the string and the numbero, light points in the string. The following parameters specify a LightString:

N0 , F 0, A0 North, East, Altitude for one end of string

Nn, En, An North, East, Altitude for the other end of string

n Number of light points in the string

Colorl, Color2, DirSplit, MaxShade, MaxRange, MaxSizeThese parameters are as described for GroundLights, but apply to allthe light points in the string.

Note that the subscripted altitudes (A and A ) are relative to the aircraft and not theground (i.e Aircraft Altitude - Data PointAltitudg).To map a LS to the screen, both ends of the LS are transformed from the ground to screenusing Ground-to-Screen (section 4.3). The lights between the endpoints are mapped to thVscreen using angular ratios as described below (refer to Figure 9):

r02

= N02 + E02 + A02

rn2

= N 2 E n2+ An-"

dN= N/(n-l) where N=N n- N0dE= E/(n-1) whert. E=En-E 0dA= A/(n-1) where A=An-A 0dR= R/(n-l) where -_ N2 2 2

Using the cosine rule gives :

betan Mcoll(( R2 . to2. rn) (-2rr) )For the ith light point :

Ni = N0 + i.dN

E i = E0 + idE

Ai = "\0 + i.dA

r12 = Ni 2 +Ei2 + A i

9

and: Ri = i .dR

Once again using the cosine rule gives

betai=cos'l(( R2 - r0-2 ri 2 (-2rori)Therefore, using the angular ratios :

Xsci = Xsc0 + betai/betan , Xsc

where Xsc = Xscn - Xsc0

Ysci = Ysc0 + betai/betan. Yscwhere Ysc = Yscn - Ysc0

5. PERFORMANCEThe Programmable Cockpit HUD running without any Outside V iew achieves a screenupdate rate of 9-10 Hz, When the Outside View is Incorporated and the scene is reasonablydetailed (as in Figure 4) the update rate decreases to approximately 2-3 Hz. This lowupdate rate makes flying the aircraft quite difficult, especially with a high-performanceaircraft. Even with the deliberately chosen 'sluggish' aircraft model, the graphics updaterate is not quite rapid enough to allow the pilot to fly visually, however it does give thepilot an indication of aircraft position and whether or not the aircraft is on the desired flightpath.

6. CONCLUSIONThe Programmable Cockpit (Stage 1) was demonstrated for the ARL 5 0 th AnniversaryOpen Week. As a concept demonstrator the PC-I was very sucessful. Its majorshortcoming is the slow update rate of the dynamic graphics displays (Head-Down andHead-Up Displays).The next step in development (Stage 2) is the acquistion of more computer power,particularly graphics power. It is envisaged that a workstation will become the hub of thenext version with some of the currently used computers as satellites doing the less intensivecomputation and graphics displays.

Future development of the HUD will include varying the information content, studyingdifferent display methods and symbology, and experimenting with more complicatedfonrats. The Outside View will include more terrain data and realism effects. Dependingon the update rate achieved, a daytime scene would also be attempted. The prime objectivewill be to obtain more rapid screen update rates, in the order of 20 Hz minimum.

10

REFERENCES

1. Lloyd, I.V., Page, A.G., et al. Programmable Cockpit . Stage I Overview

ARL-S YS-TM- 136, 1990.

2. lob, M. Programmable Cockpit - Flight Dynamic Model ARL-SYS-TM- 138, 1990.

3. Craven, D.A. Programmable Cockpit. Inter-Computer Communications and DataFlow ARL-SYS-TM- 139, 1990.

4. Selvestrel, M.C. Programmable Cockpit -Head-Down Display ARL-SYS-TM-140,1990.

5. Craven, D.A. Programmable Cockpit - A Navigator's Moving Map DisplayARL-SYS-TM-141, 1990.

6. Hearn, D. and Baker, P. Computer Graphics. Pentice-Hall International Editions, 1986.

ACKNOWLEDGEMENTS

Thanks are due to all those involved in this team project:[an Lloyd Task manager, simulator test pilot, and general adviser.Mauro Iob Flight Dynamic Model.

David Craven Navigator's Moving Map Display, Programmable CockpitInter-Computer Communications and Data Flow, and Amigagraphics programming specialist.

Mario Selvestrel - Head-Down Display and hardware (framework, pilot seat ctc,).Brian Neil Control Display Unit,

Peter Futschik Throttle and Side~stick interface.

FIGURE 1: Hardware LAYOUT

i toJAI;

FIGURE 2: HUD Format

FIGURE 3: Static HUD

IFI(URE 4: Melbourne Rwy 27

FIG(;URE 5 : Perspective I'rojection

P (x,y,z)

(Xp.Yy

z

dCenter

Projection ProjectionPlane

FIGURE 6 : Coordinate Systems Relative to Aircraft

Altitude

PA

A,

/1 PN North

p - ~~- - J - N - - -

East p perp

heading

FI"G(UREI', 7 Aircraflt I'roiection P'line

ProlectionPlane

(monitor screen)Pilot' Eye Y

(centre ofprojection)

\*~- Figure 81)P View I)irection

-- .orthI

SP~para

View D)irection

A ircralt heading

IAGUREI 8 : Grou"nd-to-Screen TIransformiation

z

Pilo1mt ii er p-i tchha

I1 gi~Ath para 6-Pit\a pra z

pai Airnpitchi i P7

P. . com( pitch)

(a) View P'arallel to Projection Plane

(I) ie PirenkuartoI'~jctonI~an

FIG(;URE 9 : light-Strings

Altitude

Aircraft 4

1 , \ "...,,",\ rn /- "K

Aast

/\i N./d

L UR

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AUSTRALIADepartment of Defence

Defence CentralChief Defence ScientistAS, Science Corporate Management (shared copy)FAS Science Policy (shared copy)Director, Departmental PublicationsCounsellor, Defence Science, London (Doc Data Sheet Only)Counsellor, Defence Science, Washington (Doc Data Sheet Only)OIC TRS, Defence Central LibraryDocument Exchange Centre, DSTIC (18 copies)Joint Intelligence OrganisationLibrarian IT Block, Victoria Barracks, Melbourne

Aernautical Research LaboratoryDirectorLibraryChief Aircraft Systems DivisionAUthor: Andrew G. PagePO/Flight Management GroupPO/Avionic Engineering GroupI. LloydB. NeilM. lobD. CravenM. SeivestrelP, Futschik

Materials Research LaboratoryDirector/Library

Defence Science & Technology Organisation - SalisburLibrary

NavyScientific Adviser (Doc Data Sheet only)

rmientific Adviser - Army (Doc Data Sheet only)

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LibraryEngineering Branch LibraryDirector Research Requirements - Air Force

ID rector General Force Development - Air Force

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4. lTha S. SUCURMYCL4S5IPCATION 0 N[) PAOI.DPROGRAMMABLE COCKPIT -HEAD-UP tPLACH APPROPRLAT11 CLAniiAAI1C1NDISPLAY AND OUTSIDE VIEW IN aox(s) BK scR~r (s).,cow'. cc) 21

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10 AUIV'IACrThe 'Programmable Cockpit' is a1 low-cost facility utilising ~ersonul computers linked togeth~er torepresent the fundamsental displays of a fixed-wing aircraft, Tge cockpit Instruments can be displayedeither in the conventional manner or In a 'glass-cockpit' type format. Aircraft controls Include asidestick and throttle.It was designed So that Instrument layouts and display formata could be reconfigurcd raPldlj and testedIn a reasonable aircraft representation, with the pilot under representative workload con ihions. TheProgrammable Cockpit Is to be used to study and develop the pilot-vehicle interface for future aircraftsystems.

PAC]i It CASSilICA 110N

UNCLASSIFIED

IFIVAyPMAIDKING

THIN lAOS ISTO lII 5G0D10 RECORD IdFORMA1ION WHICH I R.EQUIKRPD hY TIlE E"ALISHMIENT POR ri OWN 1191111 R Wh IChI %LL N501 HIELAINDIII(TO 1116 DIMNTIS DATA UNLIMSPIPCIMCALLY RiOUR"T1ED.

IN. AbrTFA" (cmNTr).This document glves a brief overview of the complete Programmable Cockpit, including the FlightDynamic Model, Inter-Computer Communications, Head-Down Display, Control Display Unit, andMoving Map Display. The Head-Up Display and Outside View are explained in detail. Planneddevelopment is also discussed,

Li'. IMIiIITlY

AERONAUTICAL RESEARCH LABORATORY, MELBOURNE

IS. I)(WUNMItN'r ,lt|IS AND NUMIORRq 19. CONTCODI3 20. TVpHOF RElPORtTAND PIMRIDD CO3VEIIUI.D

Aircraft Systums Techrlcal 72 7312Memorandum 137

21. CoMPUtIIR PIROGIRAMS UIS1D

12. I l. ,' II I NT11 lijr INU i S)

2. ADDI I IONAL INIORM4AI1ON (AS REOUIRID)