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Several transport-rated pilots flew a series of simulated approaches using infrared-based sensor data in an attempt to determine how several presentations would enhance situation awareness for pilots monitoring an automatic approach. Four display formats were evaluated: Sensor image insert in a synthetic-vision primary flight display; Sensor image displayed on a raster HUD, Sensor image displayed head-down; and Threat icons displayed on the primary flight display. For monitoring purposes, the use of a separate head-down display appears promising. This display was liked for its large size, however the subject pilots down-rated it because of increased workload during the transition from instruments to visual references at minimums. The subject pilots complained about clutter, small image size, and confusion between the SV and EV images. The image on the HUD was the display preferred by the subject pilots, but offered no measurable objective advantage as a monitoring display.

A preliminary design for an affordable head-up display was developed under a NASA technology transfer contract. Attention was paid to the drivers that have here-to fore kept HUDs out of the general aviation fleet. These drivers are: high luminance (brightness), large physical size, wide field-of-view and the need for dedicated electronics. The HUD makes use of commercial off-the-shelf components and PC electronic microprocessors and operating systems. In the GA HUD, the optics were simplified using a single curved combiner providing both collimation and superposition. The lateral field-of-view will be approximately 15-18 degrees depending on the cockpit geometry. This optical arrangement leads directly to a much smaller physical size. The HUD is being developed primarily as a visual flight aid although the symbology will support limited instrument use, such as instrument approaches and recovery from unusual attitudes.

The issues involved in certifying head-up displays for civil aircraft are reviewed and proposed guidelines for the certification of head-up displays are presented. These guidelines are based on experience with civil and military head-up displays and follow the intent of the existing rules.

A flight test program has been conat the Aeronautical and Astronautical Research Laboratory (AARL) of The Ohio State University to measure performance and acoustic characteristics of four propellers designed for use on single-engine general-aviation airplanes. Three of the propellers were designed to reduce acoustic noise, while the fourth was a standard production propeller used for comparison. The tests show that notacible reduction in near-field noise was achieved at a constant propeller rpm, and that comparable aircraft performance may still be maintained.