Head-Up Display Attitude Deviation Indicator for Aircraft Rotation
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Solution Overview
Problem
Current aircraft piloting systems during attitude increase maneuvers, such as rotation, face issues like overshooting desired attitudes due to marker visibility problems on head-up displays, distracting pilots from runway trajectory and inefficient visual scanning.
Innovation Solution
The system presents a first means of indication for attitude deviation below the horizon line on the head-up display, allowing continuous monitoring and incorporating a rear collision prevention feature by adjusting the attitude value based on optimal and protective values, ensuring the marker remains visible and aligned with natural pilot gaze.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Measurement precision
If a marker is presented on the attitude scale between +10° and +15° to indicate the desired attitude, then the pilot can align with the marker to obtain the desired attitude, but the marker is situated outside the field of display when the aircraft exhibits a zero attitude, causing the pilot to miss the marker during rotation initiation and overshoot the desired attitude
Solution Approach 1:
The patent moves the attitude deviation indicator from the traditional attitude scale dimension to a new dimension below the horizon line. This dimensional relocation ensures the indicator remains within the display field during rotation while still providing accurate attitude alignment guidance. The indicator's vertical position below the horizon line creates a separate information layer that doesn't compete for the same display space as the attitude scale.
Solution Approach 2:
The system calculates and displays the attitude deviation indicator in advance before the pilot needs to align with the target attitude. By continuously showing the deviation from the desired attitude value, the pilot can anticipate the required alignment action rather than reacting to a marker that appears too late in the rotation sequence.
2Loss of information
If the pilot looks at the top part of the display field to monitor the marker appearance, then the marker can be seen, but the pilot may neglect the holding of the trajectory of the aircraft on the center of the runway
Solution Approach 1:
The attitude deviation indicator is relocated to a different vertical dimension below the horizon line, allowing the pilot to monitor attitude information without shifting gaze to the top of the display. This spatial reorganization separates attitude monitoring from trajectory monitoring, enabling the pilot to maintain focus on the runway center while simultaneously obtaining attitude guidance from the lower-positioned indicator.
3Device complexity
If the attitude marker is presented in the traditional position on the attitude scale, then the display structure is simple, but the visual scan is hardly optimal as the pilot must look upward during rotation after looking downward during rolling
Solution Approach 1:
The indicator is positioned in a new vertical dimension below the horizon line rather than on the traditional attitude scale. This repositioning allows the pilot to monitor attitude deviation in the lower portion of the display field, maintaining a natural downward gaze pattern during all phases of operation including rotation, thereby eliminating the need for upward gaze shifts.
4Loss of information
If the first means of indication is presented above the horizon line to show attitude deviation, then the attitude information is visible, but the indicator may go out of the display field during attitude increase maneuvers
Solution Approach 1:
The attitude deviation indicator is placed in a dedicated zone below the horizon line, creating a stable display region that remains within the display field boundaries during attitude increase maneuvers. This lower positioning ensures the indicator stays visible throughout the rotation sequence without being pushed out of view by the moving horizon line.
Data Source
AI summary
A method of aiding the piloting of an aircraft during a maneuver, bringing about an increase in the attitude of the aircraft, is carried out automatically and repeatedly. According to the method, an attitude deviation is determined by subtracting a first value of attitude from a determined current attitude of the aircraft. A horizon line is presented on a display screen of a head-up display device, superimposed with the environment seen in front of the aircraft, as is an indication of the attitude deviation. The first value of attitude corresponds to the minimum value of (1) an optimal value of attitude at the end of the maneuver and (2) a value of attitude of protection against a rear collision.