Enhanced and synthetic vision for terminal maneuvering area NextGen operations

Lynda J. Kramer; Randall E. Bailey; Kyle K. E. Ellis; R. Michael Norman; Steven P. Williams; Jarvis J. Arthur III; Kevin J. Shelton; Lawrence J. Prinzel III

doi:10.1117/12.885902

1 June 2011 Enhanced and synthetic vision for terminal maneuvering area NextGen operations

Lynda J. Kramer, Randall E. Bailey, Kyle K. E. Ellis, R. Michael Norman, Steven P. Williams, Jarvis J. Arthur III, Kevin J. Shelton, Lawrence J. Prinzel III

Author Affiliations +

Proceedings Volume 8042, Display Technologies and Applications for Defense, Security, and Avionics V; and Enhanced and Synthetic Vision 2011; 80420T (2011) https://doi.org/10.1117/12.885902
Event: SPIE Defense, Security, and Sensing, 2011, Orlando, Florida, United States

Abstract

Synthetic Vision Systems and Enhanced Flight Vision System (SVS/EFVS) technologies have the potential to provide additional margins of safety for aircrew performance and enable operational improvements for low visibility operations in the terminal area environment with equivalent efficiency as visual operations. To meet this potential, research is needed for effective technology development and implementation of regulatory and design guidance to support introduction and use of SVS/EFVS advanced cockpit vision technologies in Next Generation Air Transportation System (NextGen) operations. A fixed-base pilot-in-the-loop simulation test was conducted at NASA Langley Research Center that evaluated the use of SVS/EFVS in NextGen low visibility ground (taxi) operations and approach/landing operations. Twelve crews flew approach and landing operations in a simulated NextGen Chicago O'Hare environment. Various scenarios tested the potential for EFVS for operations in visibility as low as 1000 ft runway visibility range (RVR) and SVS to enable lower decision heights (DH) than can currently be flown today. Expanding the EFVS visual segment from DH to the runway in visibilities as low as 1000 RVR appears to be viable as touchdown performance was excellent without any workload penalties noted for the EFVS concept tested. A lower DH to 150 ft and/or possibly reduced visibility minima by virtue of SVS equipage appears to be viable when implemented on a Head-Up Display, but the landing data suggests further study for head-down implementations.

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Lynda J. Kramer, Randall E. Bailey, Kyle K. E. Ellis, R. Michael Norman, Steven P. Williams, Jarvis J. Arthur III, Kevin J. Shelton, and Lawrence J. Prinzel III "Enhanced and synthetic vision for terminal maneuvering area NextGen operations", Proc. SPIE 8042, Display Technologies and Applications for Defense, Security, and Avionics V; and Enhanced and Synthetic Vision 2011, 80420T (1 June 2011); https://doi.org/10.1117/12.885902

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