Head Up Display

Head-up display - Wikipedia, the free encyclopedia
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http://en.wikipedia.org/wiki/Head-up_display
Head-up display
From Wikipedia, the free encyclopedia
A head-up display or heads-up display[1]also known as a

HUDis 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.
Although they were initially developed for military aviation, HUDs
are now used in commercial aircraft, automobiles, computer gaming,
and other applications.
HUD of an aircraft
Contents
1 Overview
1.1 Types
1.2 Generations
2 History
3 Design factors
4 Aircraft
4.1 Displayed data
4.2 Military aircraft specific applications
4.3 VTOL/STOL approaches and landings
4.4 Civil aircraft specific applications
4.5 Enhanced flight vision systems
4.6 Synthetic vision systems
5 Automobiles
6 Developmental / experimental uses
7 See also
8 References
9 External links
Overview
A typical HUD contains three primary components: a projector unit, a combiner, and a video generation
computer.[2]
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, 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 parallel
i.e. perceived to be at infinity.
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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 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 the projection unit .
HUD mounted in a PZL TS-11 Iskra

jet trainer aircraft with a glass plate
combiner and a convex collimating
lens just below it
Types
Other than fixed mounted HUDs, there are also head-mounted displays (HMDs). Including helmet mounted
displays (both abbreviated HMD), forms of HUD that features 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 a HUD, relying solely on the HMD, making it the first modern
military fighter not to have a fixed HUD.
Generations
HUDs are split into four generations reflecting the technology used to generate the images.
First GenerationUse a CRT to generate an image on a phosphor screen, having the disadvantage of
the phosphor screen coating degrading over time. The majority of HUDs in operation today are of this
type.
Second GenerationUse a solid state light source, for example LED, which is modulated by an LCD
screen to display an image. These systems do not fade or require the high voltages of first generation
systems. These systems are on commercial aircraft.
Third GenerationUse optical waveguides to produce images directly in the combiner rather than use
a projection system.
Fourth GenerationUse a scanning laser to display images and even video imagery on a clear
transparent medium.
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).
History
HUDs evolved from the reflector sight, a pre-World War II parallax free optical sight technology for military
fighter aircraft.[3] The first type to add rudimentary information to the reflector sight was the gyro gunsight
that projected an air speed and turn rate modified reticle to aid in leading the guns to hit a moving target
(deflection aircraft gun aiming). As these sights advanced, more (and more complex) information was added.
HUDs soon displayed computed gunnery solutions, using aircraft information such as airspeed and angle of
attack, thus greatly increasing the accuracy pilots could achieve in air to air battles. An early example of
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what would now be termed a head-up display was the Projector

System of the British AI Mk VIII air interception radar fitted to some
de Havilland Mosquito night fighters, where the radar display was
projected onto the aircraft's windscreen along with the artificial
horizon, allowing the pilots to perform interceptions without taking
their eyes from the windscreen.[4]
In 1955 the US Navy's Office of Naval Research and Development
did some research with a mockup HUD concept unit along with 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.[5]
Longitudinal cross-section of a basic

reflector sight (1937 German Revi
C12/A).
HUD technology was next advanced by the Royal Navy in the

Buccaneer, the prototype of which first flew on 30 April 1958. The
aircraft's design called for an attack sight that would provide
navigation and weapon release information for the low level attack
mode. There was fierce competition between supporters of the new
HUD design and supporters of the old electro-mechanical gunsight,
with the HUD being described as a radical, even foolhardy option.
The Air Arm branch of the Ministry of Defence sponsored the
development of a Strike Sight. The Royal Aircraft Establishment
(RAE) designed the equipment, it was built by Cintel, and the system
Copilot's HUD of a C-130J
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 thus has a claim to the world's first Head Up Display in operational service. [6]
In the United Kingdom, it was soon noted that pilots flying with the new gun-sights were becoming better at
piloting their aircraft. At this point, the HUD expanded its purpose beyond weapon aiming to general piloting.
In 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.[7]
Klopfstein pioneered HUD technology in military fighter jets and helicopters, aiming to centralize critical
flight data within 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, Boeing 737-300, 400, 500 and Boeing 737
New Generation Aircraft (737-600,700,800, and 900 series) were 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.[8] Furthermore, the Airbus A320, A330, A340 and A380 families are currently undergoing
the certification process for a HUD.[9] HUDs are also added to the Space Shuttle orbiter.
Design factors
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There are several factors that interplay in the design of a HUD:

Field of View also "FOV", indicates the angle(s), vertically as well as horizontally, subtended at the
pilot's eye, that the combiner displays symbology in relation to the outside view. A narrow FOV means
that the view (of a runway, for example) through the combiner might include little additional
information beyond the perimeters of the runway environment; whereas a wide FOV would allow a
'broader' view. For aviation applications, the major benefit of a wide FOV is that an aircraft
approaching the runway in a crosswind might still have the runway in view through the combiner, even
though the aircraft is pointed well away from the runway threshold; where a narrow FOV the runway
would be 'off the edge' of the combiner, out of the HUD's view. Because the human eyes are separated,
each eye receives a different image. The HUD image is viewable by one or both eyes, depending on
technical and budget limitations in the design process. Modern expectations are that both eyes view the
same image, in other words a "binocular Field of View (FOV)".
Collimation The projected image is collimated which makes the light rays parallel. Because the light
rays are parallel the lens of the human eye focusses on infinity to get a clear image. Collimated images
on the HUD combiner are perceived as existing at or near optical infinity. This means that the pilot's
eyes do not need to refocus to view the outside world and the HUD display...the image appears to be
"out there", overlaying the outside world.
Eyebox The optical collimator produces a cylinder of parallel light so the display can only be viewed
while the viewer's eyes are somewhere within that cylinder, a three-dimensional area called the head
motion box or eyebox. Modern HUD eyeboxes are usually about 5 lateral by 3 vertical by 6
longitudinal inches. This allows the viewer some freedom of head movement but movement too far
up/down left/right will cause the display to vanish off the edge of the collimator and movement too far
back will cause it to crop off around the edge (vignette). The pilot is able to view the entire display as
long as one of the eyes is inside the eyebox.[10]
Luminance/contrast Displays have adjustments in luminance and contrast to account for ambient
lighting, which can vary widely (e.g., from the glare of bright clouds to moonless night approaches to
minimally lit fields).
Boresight Aircraft HUD components are very accurately aligned with the aircraft's three axes a
process called boresighting so that displayed data conforms to reality typically with an accuracy of
7.0 milliradians. In this case the word "conform" means, "when an object is projected on the
combiner and the actual object is visible, they will be aligned". This allows the display to show the pilot
exactly where the artificial horizon is, as well as the aircraft's projected path with great accuracy.
When Enhanced Vision is used, for example, the display of runway lights are aligned with the actual
runway lights when the real lights become visible. Boresighting is done during the aircraft's building
process and can also be performed in the field on many aircraft. [7]
Scaling The displayed image (flight path, pitch and yaw scaling, etc.), are scaled to present to the
pilot a picture that overlays the outside world in an exact 1:1 relationship. For example, objects (such
as a runway threshold) that are 3 degrees below the horizon as viewed from the cockpit must appear at
the 3 degree index on the HUD display.
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Compatibility HUD components are designed to be compatible with other avionics, displays, etc.
Aircraft
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 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.[7]
Displayed data
Typical aircraft HUDs display airspeed, altitude, a horizon line, heading, turn/bank and slip/skid indicators.
These instruments are the minimum required by 14 CFR Part 91. [11]
Other symbols and data are also available in some HUDs:
boresight or waterline symbolis fixed on the display and shows where the nose of the aircraft is
actually pointing.
flight path vector (FPV) or velocity vector symbolshows where the aircraft is actually going, the
sum of all forces acting on the aircraft.[12] For example, if the aircraft is pitched up but is losing
energy, then the FPV symbol will be below the horizon even though the boresight symbol is above the
horizon. During approach and landing, a pilot can fly the approach by keeping the FPV symbol at the
desired descent angle and touchdown point on the runway.
acceleration indicator or energy cuetypically to the left of the FPV symbol, it is above it if the
aircraft is accelerating, and below the FPV symbol if decelerating.
angle of attack indicatorshows the wing's angle relative to the airflow, often displayed as "".
navigation data and symbolsfor approaches and landings, the flight guidance systems can provide
visual cues based on navigation aids such as an Instrument Landing System or augmented Global
Positioning System such as the Wide Area Augmentation System. Typically this is a circle which fits
inside the flight path vector symbol. Pilots can fly along the correct flight path by "flying to" the
guidance cue.
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 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.
Military aircraft specific applications

In addition to the generic information described above, military applications include weapons system and
sensor data such as:
target designation (TD) indicatorplaces a cue over an air or ground target (which is typically derived
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from radar or inertial navigation system data).

Vcclosing velocity with target.
Rangeto target, waypoint, etc.
Launch Acceptability Region (LAR)displays when an
air-to-air or air-to-ground weapon can be successfully launched
to reach a specified target.
weapon seeker or sensor line of sightshows where a seeker or
sensor is pointing.
weapon statusincludes type and number of weapons selected,
FA-18 HUD while engaged in a mock

dogfight
available, arming, etc.
VTOL/STOL approaches and landings

During the 1980s, the military tested the use of HUDs in vertical take off and landings (VTOL) and short take
off and landing (STOL) aircraft. A HUD format was developed at NASA Ames Research Center to provide
pilots of V/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 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.[13]
Civil aircraft specific applications

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
Category III A landings and roll-outs.[14][15][16] Studies have shown
that the use of a HUD during landings decreases the lateral deviation
from centerline in all landing conditions, although the touchdown
point along the centerline is not changed.[17]
Enhanced flight vision systems

The cockpit of NASA's Gulfstream
GV with a synthetic vision system
display. The HUD combiner is in front
of the pilot (with a projector mounted
above it). This combiner uses a curved
surface to focus the image.
In more advanced systems, such as the FAA-labeled Enhanced Flight

Vision System,[18] 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 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)" [18] 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 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
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HUD matching the real world.

While the EVS display can greatly help, the FAA has only relaxed operating regulations [19] 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 is restricted
because of fog, even though EVS may provide a clear visual image it is not appropriate (or actually legal) to
maneuver the aircraft using only the EVS below 100' agl.)
Synthetic vision systems

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 the outside world.[20][21][22]
In the 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 symbol (the circle with short wings and a vertical stabilizer).
A synthetic vision system display
The horizon line 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 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 9450 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 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 the flight crew. Such a system might have helped the pilots of American Airlines
Flight 965 prevent the fatal accident in 1995.
On the left side of the display is an SVS-unique symbol, with the appearance of a purple, dimishing 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 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 data base and would show the FAA-approved
approach for that airport.
The tunnel in the sky can also greatly assist the pilot when more precise four-dimensional flying is required,
such as the decreased vertical or horizontal clearance requirements of 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 the
aircraft.[23]
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Automobiles
General Motors began using head-up displays in 1988. Their first Hud
units were installed on Oldsmobile Cutlass Supreme Indy Pace Cars
and replicas. Optional Hud units were subsequently offered on the
Cutlass Supreme and Pontiac Grand Prix before being more widely
available. The first color display appeared in 1998 on the Corvette
C5. Nissan offered a head-up display in the 240SX from
19891994.[24] Toyota, in 1991 for the domestic market only,
released a Hud system for the Toyota Crown Majesta. 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 General
Motors, Honda, Toyota and Lexus vehicles. Other manufactures such
as Audi, Citron, Saab, Nissan, and Kia currently offer some form of
HUD system. Motorcycle helmet HUDs are also commercially
available.[25] In 2012 Pioneer Corporation introduced a navigation
system that projects a HUD in place of the driver's visor that presents
animations of conditions ahead, a form of augmented reality
(AR).[26][27]
Add-on HUD systems also exist, projecting the display onto a glass
combiner mounted on the windshield. These systems have been
marketed to police agencies for use with in-vehicle computers.
HUD in a BMW E60
HUD in a Pontiac Bonneville showing

a speed of 47 mph
Developmental / experimental uses

HUDs have been proposed or are being experimentally developed for
a number of other applications. In the military, 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.[28] A group of Electrical
Engineering students from the University of Massachusetts Amherst
are integrating technologies in order to develop an affordable
Personal Head-Up Display.[29] One such design is a HUD in skiing
goggles. HUD systems that project information directly onto the
wearer's retina with a low-powered laser (virtual retinal display) are
also in experimentation.[30][31] The technology firm Google is
developing a consumer available personal display named Google
Glass.
The green arrow on the windshield

near the top of this picture is a Head
Up Display on a 2013 Toyota Prius. It
toggles between the GPS navigation
instruction arrow and the speedometer.
The arrow is animated to appear
scrolling forward as the car approaches
the turn.
See also
Smartglasses
Optical head-mounted display
Acronyms and abbreviations in avionics
Augmented reality
EyeTap
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HUD (video gaming)

Virtual retinal display
Wearable computer
References
1. ^ Oxford Dictionary of English, Angus Stevenson,
7. ^ a
bc
Spitzer, Cary R., ed. "Digital Avionics
Oxford University Press - 2010, page 809 (head-up
Handbook". Head-Up Displays. Boca Raton, FL:
display (N.Amer. also heads-up display))
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2. ^ Spatial disorientation in aviation By Fred H.
8. ^ Norris, G.; Thomas, G.; Wagner, M. and Forbes
Previc, William R. Ercoline, page 452
Smith, C. (2005). Boeing 787 DreamlinerFlying
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Redefined. Aerospace Technical Publications
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ei=Fsm-TuapB4ugtweRi_HlBg&
(http://web.archive.org/web/20071207164904/http:
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(HBGA) Bulletin Number: HBGA 99-16 Bulletin
Displays with Weather-Penetrating Sensor Image
Title: Category III Authorization for Parts 91 and
Inserts During Simulated Landing Approaches,
125 Operators with Head-Up Guidance Systems
NASA/TP-2003-212643
(HGS); LOA and Operations Effective Date:
(http://techreports.larc.nasa.gov/ltrs/PDF/2003/tp
8-31-99 (http://www.faa.gov/library/manuals
/NASA-2003-tp212643.pdf)
/examiners_inspectors/8700/hbga/media
/hbga9916.doc)
15. ^ Falcon 2000 Becomes First Business Jet
Certified Category III A by JAA and FAA; Aviation
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16. ^ "Design Guidance for a HUD System is
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(http://www.nasa.gov/vision/earth/improvingflight
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contained in Draft Advisory Circular AC
/air_cert/design_approvals/transport/media
25.1329-1X, "Approval of Flight Guidance
/PathwayintheSky-RLN.pdf) (PDF). Archived from
Systems" dated 10/12/2004"
the original (http://www.faa.gov/aircraft/air_cert
(http://www.airweb.faa.gov
/design_approvals/transport/media
/Regulatory_and_Guidance_Library/rgDAC.nsf
/PathwayintheSky-RLN.pdf) on March 9, 2008.
/0/650d5669656fd15086256eeb0066a6cf?OpenDo
cument). Airweb.faa.gov. Retrieved 2009-10-02.

17. ^ Goteman, .; Smith, K.; Dekker, S. (2007).
"HUD With a Velocity (Flight Path) Vector Reduces
Lateral Error During Landing in Restricted
24. ^ "Nissan 240 Review" (http://www.edmunds.com

/nissan/240sx/). Edmunds.com. Retrieved
2012-12-04.
25. ^ "Mike, Werner. "Test Driving the SportVue
Visibility". International Journal of Aviation
Motorcycle HUD". Motorcycles in the Fast Lane.
Psychology 17 (1): 91108.
8 November 2005. Accessed 14 February 2007"
doi:10.1080/10508410709336939 (http://dx.doi.org
(http://news.motorbiker.org/blogs.nsf
/10.1080%2F10508410709336939).
/dx/SportVue.htm). News.motorbiker.org. Retrieved
18. ^
ab
U.S. DOT/FAA Final Rule: Enhanced Flight
Vision Systems (http://www.regulations.gov

/#!documentDetail;D=FAA-2003-14449-0045)
19. ^ 14 CFR Part 91.175 change 281 "Takeoff and
Landing under IFR"
20. ^ "Slide 1" (http://web.archive.org
2009-10-02.
26. ^ Pioneer launches car navigation with augmented
reality, heads-up displays System also uses dash
cams to share images of street conditions across
Japan. Alabaster, Jay | Computerworld | Pioneer
launches car navigation with augmented reality,
/web/20080309093806/http://www.faa.gov/aircraft
heads-up displays (http://www.computerworld.com
/air_cert/design_approvals/transport/media
/s/article/9240445
/Pt23ApproachSlides.pdf) (PDF). Archived from
/Pioneer_launches_car_navigation_with_augmented
the original (http://www.faa.gov/aircraft/air_cert
_reality_heads_up_displays/) June 28, 2013
/design_approvals/transport/media
27. ^ Ulanoff, Lance | Mashable | Pioneer AR Heads
/Pt23ApproachSlides.pdf) on March 9, 2008.
Up Display Augments Your Driving Reality
(http://mashable.com/2012/01/11/pioneer-ar-headsup-display/) January 11, 2012
18-06-2014 23:18
11 of 11
28. ^ By Julie Clothier for CNN. "Clothier, Julie.
30. ^ Panagiotis Fiambolis. " "Virtual Retinal Display
"Smart Goggles Easy on the Eyes". CNN.Com.
(VRD) Technology". Virtual Retinal Display
27 June 2005. CNN. Accessed 22 February 2007"
Technology. Naval Postgraduate School.
(http://edition.cnn.com/2005/TECH/06/23
13 February 2007" (http://web.archive.org
/spark.goggle/index.html?section=cnn_tech).
/web/20080413063727/http://www.cs.nps.navy.mil
Edition.cnn.com. Retrieved 2009-10-02.
/people/faculty/capps/4473/projects/fiambolis
29. ^ "Ivan A. Bercovich, Radu-A Ivan, Jeffrey Little,
/vrd/vrd_full.html). Cs.nps.navy.mil. Archived from
Felipe Vilas-Boas. "Personal Head-Up Display"
the original (http://www.cs.nps.navy.mil/people
University of Massachusetts Amherst.
/faculty/capps/4473/projects/fiambolis
11 December 2008" (http://www.ecs.umass.edu
/vrd/vrd_full.html) on April 13, 2008. Retrieved
/ece/sdp/sdp09/wolf/media.html). Ecs.umass.edu.
2009-10-02.
31. ^ Lake, Matt (2001-04-26). "Lake, Matt. "How It

Works: Retinal Displays Add a Second Data
Layer". New York Times 26 April 2001. accessed
13 February 2006" (http://www.nytimes.com
/2001/04/26/technology/26HOWW.html).
Nytimes.com. Retrieved 2009-10-02.
External links
Rochester Archives Article'Buccaneer HUD PDU' (http://www.rochesteravionicarchives.co.uk
/View_Object?ObjectId=1097)
BBC Article'Pacman comes to life virtually' (http://news.bbc.co.uk/2/hi/technology/4607449.stm)
'Clinical evaluation of the 'head-up' display of anesthesia data' (http://www.springerlink.com/content
/k12155354t11x228/)
'When will the Head-up go Civil' Flight 1968 archive (http://www.flightglobal.com/pdfarchive
/view/1968/1968-1%20-%200233.html)
'Elliott Brothers to BAE SYSTEMS' a short history of Elliott Brothers
(http://www.rochesteravionicarchives.co.uk/History_of_Elliott_Brothers)
Head-up Over the Hills (http://www.flightglobal.com/pdfarchive/view/1964/1964%20-%202714.html)
a 1964 Flight International article on flying using an early Specto head-up display
Retrieved from "http://en.wikipedia.org/w/index.php?title=Head-up_display&oldid=603693079"
Categories: Avionics Aircraft instruments Optical devices Multimodal interaction Mixed reality
British inventions Emerging technologies
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Head-up display - Wikipedia, the free encyclopedia

A head-up display or heads-up display[1]also known as a

Head-up display - Wikipedia, the free encyclopedia

The combiner is typically an angled flat piece of glass (a beam

HUD mounted in a PZL TS-11 Iskra

Head-up display - Wikipedia, the free encyclopedia

what would now be termed a head-up display was the Projector

Longitudinal cross-section of a basic

HUD technology was next advanced by the Royal Navy in the

Head-up display - Wikipedia, the free encyclopedia

There are several factors that interplay in the design of a HUD:

Head-up display - Wikipedia, the free encyclopedia

Military aircraft specific applications

Head-up display - Wikipedia, the free encyclopedia

from radar or inertial navigation system data).

FA-18 HUD while engaged in a mock

available, arming, etc.

VTOL/STOL approaches and landings

Civil aircraft specific applications

Enhanced flight vision systems

In more advanced systems, such as the FAA-labeled Enhanced Flight

Head-up display - Wikipedia, the free encyclopedia

HUD matching the real world.

Synthetic vision systems

Head-up display - Wikipedia, the free encyclopedia

HUD in a BMW E60

HUD in a Pontiac Bonneville showing

Developmental / experimental uses

The green arrow on the windshield

Head-up display - Wikipedia, the free encyclopedia

HUD (video gaming)

Spitzer, Cary R., ed. "Digital Avionics

Oxford University Press - 2010, page 809 (head-up

Handbook". Head-Up Displays. Boca Raton, FL:

display (N.Amer. also heads-up display))

CRC Press, 2001

2. ^ Spatial disorientation in aviation By Fred H.

8. ^ Norris, G.; Thomas, G.; Wagner, M. and Forbes

Previc, William R. Ercoline, page 452

Smith, C. (2005). Boeing 787 DreamlinerFlying

Redefined. Aerospace Technical Publications

International. ISBN 0-9752341-2-9.

9. ^ "Airbus A318 approved for Head Up Display"

Books.google.com. Retrieved 2012-07-14.

Airbus.com. 2007-12-03. Archived from the

3. ^ D. N. Jarrett, Cockpit engineering, page 189

/07_12_03_a318_hud.html) on December 7, 2007.

10. ^ The avionics handbook By Cary R. Spitzer,

section 4-7 (http://books.google.com

Books.google.com. Retrieved 2012-07-14.

4. ^ "Axis History Forum View topic RAF Fixed

and Free-mounted Reflector Gunsights"

11. ^ "14 CFR Part 91." (http://www.airweb.faa.gov

12/airplane/climb.html). Grc.nasa.gov. 2008-07-11.

13. ^ Merrick, Vernon K., Glenn G. Farris, and Andrejs

Head-up display - Wikipedia, the free encyclopedia

14. ^ Order: 8700.1 Appendix: 3 Bulletin Type: Flight

21. ^ For additional information see Evaluation of

Standards Handbook Bulletin for General Aviation

Alternate Concepts for Synthetic Vision Flight

(HBGA) Bulletin Number: HBGA 99-16 Bulletin

Displays with Weather-Penetrating Sensor Image

Title: Category III Authorization for Parts 91 and

Inserts During Simulated Landing Approaches,