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Direct Voice Input

It enables the pilot to enter data and control the
operation of the aircraft‟s avionics system by means of speech.
The spoken commands and data are recognized by a
speech recognition system which compares the spoken
utterances with the stored speech templates. The recognized
commands are then transmitted to the aircraft subsystems by
the interconnecting data bus. (Example: MIL STD 1553 B data
bus)
Example: To change a communication channel
frequency, the pilot says „Radio‟ followed by „Select frequency
three four five‟. To enter navigation data, the pilot says
„Navigation‟ followed by „Enter waypoint latitude fifty one
degrees thirty one minutes eleven seconds north‟.
If the HUD and HMD are installed the pilot‟s command
is visually displayed on that and then the pilot confirms the
correctly recognized command by saying „enter‟ then the action
is initiated. Thus the pilot can stay head up and doesn‟t have
to divert attention for operating the touch panels, switches,
push buttons, etc., thus the DVI reduces the pilot‟s work load
in high work load situations.

Voice Interactive System

 It‟s a kind of Interface between the crew and aircraft in
high work load situation in single crew member aircraft.
 F-16 routinely achieved 95% correct word recognition
and reduced to less than 80% under high work load
conditions.
 Voice control is not suitable for time critical system.

Speech recognition
Applied for non critical task such as requesting system
 Status,

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 tuning radios,
 And requesting maps to be displayed on a CRT
Not been used for urgent inputs or critical task such as
firing weapons.

Problem with Voice Recognition

 The words in the vocabulary are limited.
 Generating templates are time consuming.
 Microphones have the same electrical characteristics as
the flight microphone.
 Difficult to stimulate the stress artificially.
 Speaker independent Speech Recognition requires large
amount of memory and slow signal processing.

Main Characteristics and Requirements of DVI:

i) Fully connected speech. The speech recognition system
must be able to recognize the normal fully connected
speech.
ii) It must be able to operate in the cockpit noise
environment.
iii) The required vocabulary is around 200 to 300 words.
(size)
iv) The maximum duration of total vocabulary is around
160 seconds.
v) The maximum number of syntax nodes required is 300.

TOUCH SCREENS
It uses a matrix array of infra-red beams across the
surface of the display which displays the various function keys.
Touching the specific function key on the display
surface interrupts the x and y infra-red beams. So the
operation of that particular key function is executed.

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Types of Touch screen

i) Resistive Touch screen
ii) Surface acoustic wave
iii) Capacitive Touch screen panel
iv) Optical Imaging
v) Dispersive Signal Technology
vi) Acoustic pulse Recognition.

i) RTS
In this two layers (Electrically conductive and Resistive
layers) are separated by thin space. When some objects
touches this panel, the layers are connected at certain point.
This causes a change in the electrical current and sent to the
controller for processing. The RTS system is shown in figure
3.13.

Figure 3.13 Resistive Touch Screen system

Advantages
 More affordable
 Most commonly used
 75% clarity
 Layer can be damaged by sharp objects
 It won‟t be affected by dust or water.

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ii) SAW
It uses ultrasonic waves that pass over the touch screen
panel. When the panel is touched, a portion of wave is
absorbed. This information is send to the controller for
processing which is provided in figure 3.14.

Figure 3.14 Surface Acoustic Wave Touch Screen

system

It can be damaged by the outside elements,

contaminants on the surface interface the function.

iii) CTP
It is coated with a material (Indium tin oxide) which
conducts a continuous electrical current across the sensor. The
CTP system is given in figure 3.15.

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Figure 3.15 Capacitive Touch Screen system

iv) Optical Imaging

In this two or more image sensors are placed around
the edges of the screen which is given in figure 3.16. Infrared
backlights are placed in the camera‟s field of view on the other
side of the screen. A touch shows a shadow and the sensors are
used to locate the touch.

Figure 3.16 Optical Imaging Touch Screen system

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The merits of this type are Scalability, Versatility and

Affordability.

v) DST
It uses sensors to detect the mechanical energy in the
glass due to a touch. Complex algorithms are used to find out
the actual location of the touch. The main advantage of this
type of touch screens has excellent optical clarity.

vi) APR
It uses more than two piezoelectric transducers located
at some position of the screen. It converts the mechanical
energy of a touch into an electric signal. This signal is then
converted into an audio file and then compared to pre-existing
audio profile for every position on the screen.

Advantages
o Accuracy is good.
o It is suitable for larger display.
o It doesn‟t need a conductive object to activate it.
o It works with scratches and dust on the screen.

MFD: (Multi Function Display)

MFD is a small screen (CRT or LCD) in an aircraft
surrounded by multiple buttons that can be used to display
information to the pilot in numerous ways which is shown in
figure 3.17. The MFD‟s doesn‟t consume much space in the
aircraft cockpit.
Many MFD‟s allow the pilot to display their navigation
route, Moving map, Weather radar, NEXRAD (Next
Generation Radar – weather surveillance radar), GPWS
(Ground Proximity Warning Systems), TCAS (Traffic collision
Avoidance Systems).

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GPWS - It alerts the pilot if the aircraft is in immediate

danger of flying into an obstacle.
TCAS - It reduces the incidence of wind – air collisions
between the aircrafts.

Figure 3.17 Multi Function Display system

Currently display units are interfaced with either a

Mode S transponder or the Ryan TCAD to provide a real-time
display of traffic information in both the attitude indicator and
the full-color moving map. Traffic symbols are colour-coded to
allow you to quickly recognize any traffic at your altitude or on
a possible collision course and take action. With the optional
FLIR camera, the traffic can even be "visually" identified.
Ryan's latest and by far most sophisticated traffic
alerting system, the TCAD 9900BX, has got certification from

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the FAA. The 9900BX is an active system, which means it

interrogates other aircraft's transponders, determines their
position and then issues a warning if a potential conflict is
predicted. Using bottom and top antennas, the 9900BX can
simultaneously track up to 50 aircraft (it looks out 20 miles)
and provides a maximum 30 second warning.
It has the feature of Audible Position Alerting. When
the system detects a threat, it gives the pilot an audible
warning, such as "Traffic! Twelve o'clock high! Two miles!”.

HUD
The cockpit display system provides a visual
presentation of the information and data from the aircraft
sensors and systems to the pilot. This helps the pilot to fly the
aircraft safely.
Civil cockpit display systems provides,
Primary Flight Information
Navigation Information
Engine Data
Airframe Data
Warning Information

Apart from this data the military cockpit display system

provides,
Infrared Imaging Sensors
Radar
Tactical Mission data
Weapon Aiming
Threat Warnings
The HUD has enabled a major improvement in man-
machine interaction and it helps the pilot to view and
assimilate the essential flight data generated by the sensors
and systems in the aircraft.

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HUD basically projects a collimated display in the

pilot‟s head up forward line of sight, so he can view both the
display information and the outside world at the same time.
The pilot can able to observe both distant outside world
objects and display data at the same time without changing the
direction of gaze or re-focus the eyes.
During the landing phase the pilot can view the
essential flight data such as artificial horizon, pitch angle, bank
angle, flight path vector, height, airspeed and heading with the
help of HUD.
HUD uses high brightness display and it projects some
of the information normally on the primary flight displays and
selected systems or weapons data into the Line of Sight of the
pilot without substantially dimming or obscuring the outer
view. HUD allows the pilot to simultaneously see critical
aircraft information while viewing the outside scene.
Every HUD contains a Display generator and
Combiner. The combiner combines the collimated display
symbology with the outside world scene. The display
symbology is generated from the aircraft sensors and systems.
The relay lens magnifies the display and corrects for some of
the optical errors. The relayed display images are reflected by
the fold mirror to the collimating lens

In the current HUD,

Display Generator – CRT with P43 (Green) phosphor
Combiner – mirror with several unusual properties:
 Reflective coating – Highly wavelength selective in
angle of incidence so that only that light which
impinging within a very narrow range of angles will be
reflected

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 Combiner is sometimes incorrectly referred to as

Hologram, but it contains no image information as
found in true hologram

High performance aircraft HUD‟s use one of two basic

designs for the combiner
Single element combiner HUD (figure 3.18)
Three element combiner HUD (figure 3.19)

Figure 3.18 Single element combiner HUD

Merits
Simplest design of the two methods
Transmission of outside scene is higher
Transport aircraft uses this method

Demerits
Less advantageous than three-element combiner HUD.

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Three element combiner HUD

Figure 3.19 Three element combiner HUD

Merits
 Used on high-performance aircraft to achieve better
producibility
 This design has achieved 30o horizontal and 20o
vertical field of view
 All three elements contains gelatinous combiners as the
middle layer, but only the forward element is curved to
collimate the image from the CRT.

Colour HUD‟s are controversial for two reasons:

 There may be some loss of brightness, although
brightness is becoming less of an issue as color CRTS
improve
 Colours may be confused with or lost in the natural
exterior scene

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Practical problem
HUD occupies large volume and the necessity to be
mounted in the cockpit with the combiner in LOS to the pilot
On high performance aircraft, HUD is mounted at
the top of and behind the instrument panel. So that the
combiner is between the top of the panel and the canopy in the
pilot‟s LOS when looking straight ahead.
For civil transport, HUD is mounted above the seat
of each cockpit crew member, and the combiner is hinged to
swing down into the LOS when HUD is in use, generally only
during approach and landing.
Single element combiner can be used as an
alternative for civil transport.

Figure 3.20 Head Up Display System

In military Aircrafts
The pilot freely concentrates on the outside world
during maneuvers. In combat situations the pilot can scan for
possible threats from any direction. The military Aircrafts
HUD is shown in figure 3.20. The combined FLIR with HUD
enables the pilot to fly at low level by night in fair weather.
This provides a realistic night attack capability.

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In Civil Aircrafts
The HUD provides situational awareness and increased
safety in circumstances such as wind shear or terrain/ traffic
avoidance maneuvers. If the flight path vector is below the
horizon the aircraft is descending. Flight path vector provides
a two dimensional display of drift angle and flight path angle.
It helps the pilot to land the aircraft safely in conditions of very
low visibility due to fog.

Multi-Function Keyboard
It is an avionics sub system through which the pilot
interacts to configure mission related parameters like flight
plan, airfield database, communication equipment during
initialization and operation flight phase of mission.
The MFK consist of a processor with ROM, RAM and
EEPROM memory which is shown in figure 3.21. It is
connected to one of the 1553B buses used for data
communication. The MFK has a built-in display unit and a
keyboard.
It is also connected to the Multi Function Rotary switch
(MFR) through a RS422 interface. The MFK has a built-in
display unit. The display unit is a pair of LCD based Colour
Graphical Display. The Real-time operating specifications
are very stringent in such applications because the
performance and safety of the aircraft depend on it. Efficient
design of the architecture and code is required for successful
operation.

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Figure 3.21 Multi-Function Keyboard

HOTAS: (Hands on Throttle and Stick)

In this buttons and switches are placed on the throttle
stick and flight control stick (figure 3.22) allowing the pilot to
access vital cockpit functions and fly the aircraft without
removing his hands from the throttle and flight controls.

Figure 3.22 HOTAS System

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It allows the pilot to remain focused on important

duties than looking for controls in the cockpit.
The HOTAS system can be enhanced by DVI or HMD.
This will allow the pilot to control various systems using his
line of sight, and to guide missiles to the target by simply
looking at it.

Helmet Mounted Display

It includes a transparent visor, a display device
including an opaque multi-element LCD display mounted on
the visor (figure 3.23) so as to be directly viewable by a wearer
at a location outside field of view and a display control cockpit
placed remotely from the display element and coupled by
signal transmission apparatus.

Figure 3.23 Helmet Mounted Display system

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