AR-006-077

ARLSYS-TM-137

DEPARTMENT OF DEFENCE
DEFENCE SCIENCE AND TECHNOLOGY ORGANISATION
AERONAUTICAL RESEARCH LABORATORY
MELBOURNE, VICTORIA

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S1Aircraft Systems Technical Memorandum 137

PROGRAMMABLE COCKPIT - HEAD-UP DISPLAY
AND OUTSIDE VIEW

by

Andrew G, Page

'

DTIC
~GT26 WND
ELECTE

Approved for public reieasc

(C) COMMONWEALTH OF AUSTRALIA 1990

JUNE 1990
,.

AR-000-077
DEPARTMENT OF DEFENCE
DEFENCE SCIENCE AND TECHNOLOGY ORGANISATION
AERONAUTICAL RESEARCH LABORATORY
Aircraft Systems Technical Memorandum 137

PROGRAMMABLE COCKPIT HEAD.UP DISPLAY

AND OUTSIDE VIEW
by
Andrew G. Page

SUMMARY
The 'Programmable Cockpit' is a low-cost facility utUising personal computers linked
together to represent the fundamental displays o) a fixed-wing aircraft. 7he cockpit
instruments can be displated either in the conventional manner or in a `glass-cockpit' type
format. Aircraft controls include a sidestick and throttle,
It was designed so that instrument layouts and display formats could be reconfiguredrapidly
and tested in a reasonable aircraft representation, with the pilot under representative
workload conditions. The Programmable Cockpit is to be used to study and develop tile
pilot.vehicle interfacefor future aircraftsystems.
Thiis document gives a brief overview of the complete Programmable Cockpit, including the
Flight Dynamic Model, Inter-Computer Communications, Head-Down Display, Control
Display Unit, and Moving Map Display, Thle Head-Up Display and Outside View are
explained in detail Planneddevelopment is also discussed.

DSTO 4
MELBOURNE

(C) COMMONWEALTH OF AUSTRALIA 1990

POSTAL ADDRESS:

Director, Aeronautical Research Laboratory,

P.O. Box 4331, Melbourne, Victoria, 3001, Australia

CONTENTS

Page No.

1. INTRODUCTION
2. PROGRAMMABLE COCKPIT OVERVIEW
2.1 Hardware
2.2 Software
2.2.1
2,2,2
2.2,3
2,2.4
2,2,5
2.2,6

I
1

Flight Dynamic Model (FDM)

Inter-Computer Communications and Data Flow (ICC)
Head-Down Display (HDD)
Head-Up Display and Outside View (HUD)
Navigator's Moving MapDisplay (MMD)
Control Display Unit (CDU)

2
2
2
2
2
2

3. HEAD-UP DISPLAY
3.1 Introduction
3.2 Programmable Cockpit HUD Format
3.3 Graphics Programming of HUD

3
3
3
3

4. OUTSIDE VIEW
4.1 Introduction
4.2 Programming Methodology
4.3 Ground-to-Screen Transformation
4,4 Screen-to-Ground Transformation
4.5 Graphics Programming of Outside View
4.6 Terrain Data

4
4
4
4
6
7
8

4.6.1 GroundLights
4.6.2 LightStrings

8
9

5. PERFORMANCE

l0

6. CONCLUSION

10

REFERENCES
ACKNOWLEDGEMENTS
FIGURES 1- 9

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1. INTRODUCTION
Cockpit layout and instrument format are paramount factors in deciding how well the pilot
can perform. Whether the mission is military or civil, the amount and manner in which
information is displayed to the flight crew is critical in realising the mission success.
A 'Programmable Cockpit - Stage I (PC-i)' has been developed by Flight Management
Group, Aircraft Systems Division, ARL, as a low-cost facility to study various cockpit
formats and methods of displaying information to the pilot. The Programmable Cockpit
was so-named due to its inherent ability to re-configure the cockpit, test out a new
instrument design, or vary a display format in a relatively short time.
The PC-I consists of a mathematical aircraft model driving four display screens;
Head-Down Display, Control Display Unit, Head-Up Display and Outside View, and
Navigator's Moving Map Display,
This document gives a brief overview of the Programmable Cockpit. The Head-Up Display
and Outside View are explained in detail, Planned development (Stage 2) is also discussed,

2. PROGRAMMABLE COCKPIT OVERVIEW

The PC- 1can be divided into hardware and software sections as follows:
(refer to reference 1for a more detailed overview)

2.1 Hardware
The Programmable Cockpit consists of the following hardware items:
-

2 x Amiga 2500 computer

Amiga 500 computer

2 x Commodore 1084 monitor with touchscreen

NEC Multisync monitor
IBM PS/2 monitor

Analogue-to-digital convertor
Throttle
Sidestick
Pilot seat

Frame-work for monitors and controls

Note that the A2500 computer's each contain a 68020 and an 80286 microprocessor, arid
the AS00 computer contains a single 68(00 microprocessor. The hardware layout is shown
in Figure 1.

2.2 Software
The Programmable Cockpit contains six software components:

2.2.1 Flight Dynamic Model (FDM)

The FDM is a full six degree-of-freedom aircraft model and a simple engine modei. The
aircraft control inputs (throttle and sidestick) are fed into the FDM via an
analogue-to-digital convertor. The FDM determines the aircraft's response and updates the
communications link with all the parameters used by other software sections of the
Programmable Cockpit. The FDM is written in Microsoft Pascal and runs on one of the
80286 processors. Refer to reference 2 for more detail.
2.2.2 Inter-Computer Communications and Data Flow (ICC)
The ICC collects all necessary data from the FDM as it becomes available. These data are
sent via parallel and serial lines to all the other microprocessors where it can be accessed as
required by the various programs. The ICC is written in Modula-2 and is a background
task. Refer to reference 3 for more detail.
2.2.3 Head-Down Display (HDD)
The HDD contains the basic flying instruments (altitude, indicated airspeed, vertical
airspeed, compass, turn coordinator, Automatic Direction Finder, Instrument Landing
System). Currently two versions exist:
conventional instrument panel with individual dials
Typical
for each piece of information; and
single CRT-type display with all information integrated
Advanced
unto one 'instrument'.
The HDD is written in C, runs on a 80286 processor, and is displayed on the PS/2
high-resolution monitor, Refer to reference 4 for more detail,
2.2,.4 Head-Up Display and Outside View (HUD)
The HUD contains flight information(artifical horizon, altitude, airspeed, pitch angle, roll
angle, heading, Mach number, g-number, and angle of attack) superimposed on the Outside
View, The HUD information is not shown when the 'Typical' mode is selected. The
Outside View is a night scene (current database is around the Port Phillip Bay area)
concentrating mainly on airport lighting (Moorabbin, Essendon, and Melbourne), The
HUD is written in Modula-2, runs on a 68020 processor, and is displayed on the NEC
Multlsync high-resolution monitor, The HUD and Outside View are explained in detail
later in this document.
2.2.5 Navigator's Moving Map Display (MMD)
The MMD is a digital moving map showing the aircraft position over a coastline-only map.
Navigation waypoints can also be displayed on the map, A 'paper map' option is available
which shows more detail but Is of a fixed scale, whereas the digital map has various scales.
The MMD is off when the 'Typical' mode is selected. The MMD is written in Modula-2,
runs on the 68000 processor (A500), and is displayed on the 1084 monitor with
touchscreen. Refer to reference 5 for more detail.
2.2.6 Control Display Unit (CDU)
The CDU contains some basic engine instruments (Compressor rpm, Exhaust Gas
Temperature, Engine Pressure Ratio), landing gear select, Typical/Advanced mode select,
preset aircraft conditions, and a navigation system control panel which currently resembles
a panel used with a real navigation system (TACTERM) developed by Flight Management
2

Group, Aircraft Systems Division, ARL. The touchscreen is used to enable push-button usV
of the systems. The CDU i,; written in Modula-2, runs on a 68020 processor, and is
displayed on a 1084 monitor with touchscreen.

3. HEAD-UP DISPLAY
3.1 Introduction
The Head-Up method of displaying information to the pilot involves projecting flight
information directly between the pilots line-of-sight and the outside world. This allows the
pilot to concentrate on the out-of-cockpit situation without the need to divert his attention
to cockpit instruments for flight Information.

3.2 Programmable Cockpit HUD Format

The HUD currently implemented in the Programmable Cockpit is a simplified version of
the F/A-18 HUD. See Figure 2. The following information is displayed:
-

Airspeed, in knots, is displayed as a numeric value in the lower left box,

Altitude, in feet, is displayed as a numeric value in the lower right box. Thousands of
feet are displayed in a larger font to ensure easy readability.
Heading and pitch angles are displayed as numeric values (top center and center right
boxes respectively) and on scrolling scales. The scales also give an indication of the
angular rate of change.
The aircraft Angle-of-Attack, Mach number, and g-number are displayed as
numeric values.
A straight line to represent the horizon spans the screen.
At the center of the HUD is a reference symbol which represents the aircraft.
This symbol rotates to indicate the horizon, so that the pilot knows where the horizon
is when the horizon line is not visible (very high or low pitch angles).

3.3 Graphics Programming of HUD

The graphics programming for the HUD is relatively simple, as most of the HUD is static
or merely numeric displays. The moving sections of the HUD include; horizon line, aircraft
symbol, and scrolling heading and pitch scales.
Using a paint program, the static rection of the HUD and scrolling scales were constructed
as a picture (See Figure 3) In low and high-resolution versions. Upon program initialisation
the HUD-picture is drawn into a bitmapDWhen each fresh screen is drawn the static section
of the HUD is copied from the bitmap into the current screen. Sections of the heading and
pitch scales are copied from the bitmap to the screen. The numeric values are converted
from integer or real values Into text characters and drawn onto the screen.
The horizon line and aircraft symbol are both drawn using screen coordinates obtained
from arrays indexed to roll and pitch angles. These arrays are Initialised on program
start-up. Modification to the array data otits indtxing for angles o&t of tharray index
limits may be necessary. The limits are -50 to +50' for pitch and -90 to +90 for roll.

4. OUTSIDE VIEW
4.1 Introduction
The Outside View used for the programmable cockpi, iF , i,"ght scene with variable
visibility (user defined, defaultalOkm). It was considereC ,,ai a night scene could be
generated with reasonable realism with the available computer power. A realistic day scene
would have required much more processing. See Figure 4.

4.2 Programming Methodology

Instead of using the computationally intensive matrix method of performing the
transformation of ground referenced data to terminal screen coordinates and then clipping
the out-of-field-of-view data, it was decided to try to reduce computation by determining
the visible terrain data before doing any ground-to-screen transformations.
To do this, the screen coordinates defining the visible ground area are transformed from the
screen to ground coordinates (see section 4.4) to obtain the ground coordinates (relative to
the current aircraft position) of the polygon defining the visible field-of-view boundary. A
box is fitted around this polygon to give an approximate field-of-view that is easy to check
for terrain data,.
To reduce the amount of terrain data needed to be checked, a lkm square grid system was
introduced. When the terrain data base file is constructed (using a separate program, see
section 4.5) the data for each grid square are made separately and are indexed to that grid,
so that it is very quick to check if any terrain data are within a particular grid square. Once
all the grid squares in the visible field of view have been identified, the terrain data are
translated from reference ground coordinates to currenit aircraft position ground coordinates
and transformed from ground to screen coordinates (see section 4.3), The screen
coordinates are finally checked to be within the screen boundaries,

4.3 Ground-to-Screen Transformation

The ground coordinate (3-D terrain data) transformation to the terminal screen (2-D) is
carried out by projecting the data point, P, along a projection line that meets the center of
projection (i.e. the pilot's eyes). See Figure 5.
From reference 6 (p. 240) :
xp - x(d/(z+d) )
yp - y( d/(z+d) )
where 'd' is the perpendicular distance from
the center of projection to the projection plane.

The center of projection (pilot's eyes) lies on thu aircraft's heading radial, Therefore the
terrain data must be transformed from North-East coordinates (PNPE'PA) to parallel and
perpendicular to the heading radial (P para'Pperp).
Refer to Figure 6.
Pperp = PN'sin(heading)

PE.cos(heading)

Ppara - PNcos(heading) + PE.sin(heading)

The point, P, is then projected onto the plane z=O, and the point coordinates in (x,y,z) are
determined as follows (See Figures 7 & 8) :
Pz = Ppam ,cos(pitch) - d - PA .sin(pitch)
Note: Pz must be positive for P to be visible.
Transform the point coordinates onto the projection plane (x,y,O)
alpha = tan'(Pperp/a)
where a - Ppaa - sin(pitch) + PA.cos(pitch)
gamma a pi / 2 - alpha + roll

Px = R. cos(gamma). b
Py =-R . sin(gamma). b
2
2
where R = a + Pperp

and

b = d/(Pz+d)

Therefore the screen coordinates are:

Xse =SW/2 - Px
Ysc = SH/2- Py
where SW - Screen-Width
and SH = Screen-Height

4.4 Screen -to-Ground Transformation

Working backwards from screen coordinates to ground coordinates using the equations
derived in~ section 4.3
First, using the X equations:
Xsc =SW/2 -Px
SW/2 - R~cos(gamma).b
SW/2 - (-a.sin(roll) + P

.~pcos(rol1)).(d/(Pz+d))

Therefore :
(Xsc. SW/2)(Pz+d) =d(Ppe 1 ,.cos(roi1) - a.sin(roll))
Substitute for P. pr to get this equation in terms of PNand P
and equate coefficients. This gives
Cl.PN+ c2 .3E + C3 = 0
where:
c

(,-

SW/2).cos(heading),cos(pltch)

- d,( sin (headIng).cos (roll) - cos(heading).sin(roll).sin(pitch))

c2

(Xsc - SWI2).sin(heading).cos(pitch)
+ d.( cos(heading).cos(roii) + sin(heaiding).sin(.roii).sin(pitch))

c3 -- (Xsc- SW/2).Altitude.sin(pitch) + d.Aititude. cos(pitch).sin(roll)

Similarly, for the Y equations
Ysc

= SH/2 -P
=

Si-M

R.sin(gamnma).b

SH/2

(a~cos~roll)

Pperpsin(rolI)).(d/(P +d))

Therefore:
(s- S-1/2X(Pz+d) = d(P 1,e.p.sin(roI1) + a.cos(roll))

Substitute for P1z Pperp to get this equation in terms of PN and PE

and equate coefficients. This gives
C4 .PN + c5 .PE + c6 = 0
where :
C4 = (Ysc- SH/2).cos(heading).cos(pitch)
- d,(

sin(heading),sin(roll) + cos(heading).sin(pitch).cos(roll) )

C5 = (Ysc" SH/2).sin(heading).cos(pitch)

+ d.( cos(heading).sin(roll) - sin(heading).sin(pitch).cos(roll) )

C6 =.(Y sc" SH/2).Altitude.sin(pttch) - dAltitude, cos(roll),cos(pitch)

Solving the two equations simultaneously for PN and PE gives
PE

(c6/c 4 "c 3/cl) / (c2 /cl "c /c )

5 4

PN - "6 /c4"

/4'PE

4.5 Graphics Programming of Outside View

The Outside View consists solely of points of light' These light points are drawn on the
screen using the move and draw graphics routines and the appropriate colour setting
routine. Two methods have been incorporated to compliment perspective and the visibility
limit. First, the colour of every light point is faded out in I to 4 steps, depending on the
colour of the particular light point. Second, the number of pixels used to represent an
individual light point varies from 1 to 16, proportional to the distance from the aircraft to
the particular light point,

I
4.6 Terrain Data
The current terrain database describes an area around Port Phillip Bay, Victoria, with the
main emphasis on airport lighting. Moorabbin, Essendon, and Melbourne are the major
airports and were constructed first. As well as all the standard lighting (taxiway centerline,

runway edge, runway threshold/end) at all three airports, Melbourne has Category I
precision approach lighting, touchdown zone lighting, and T-VASIS (Visual Approach
Slope Indicator System). Essendon has simplified Category I precision approach lighting.
Figure 4 shows Melbourne airport Rwy 27.

The terrain data base is created usin. a separate Modula-2 program called
makeTerrainData. Terrain data can be specified as single points of light (GroundLight) or
as strings of light (LightString).
4.6.1 GroundLights
GroundLights(GL) are specified by the following parameters:
North(N) and East(E) coordinates from the reference point
Altitude(A) above sea level
Color1, Color2, DirSplit
DirSplit can be used to create uni-directional lights or lights that change color
depending on the aircraft position. The color change occurs at either the North
GL coordinate or the East OL coordinate,
DirSplit = 0
DirSplit = I
DirSplit = 2

No direction color split

Le constant color GL (color = Color 1)
Direction color split = North
if Nposition >v N then color = Colorl
if Nposition < N then color = Color2
Direction color split = East
if Eposition >= E then color = Colorl
if Eposition < E then color = Color2

MaxShade
Maximum color shade to be used for the GL. This can be used to limit the
brightness of the GL relative to others,
MaxRange
Maximum visible range of GL. The user detined visibility limit ovetrid--s this,
-MaxSize

Maximum dot size used to draw the groundlight. Light points are drawn using

varying numbers of pixels depending on the range to that point.

MaxSize allows tne size of the GL to reimain relatively smaller than other GLs.
A GroundLight is mapped to the screen usi ig the Ground-to-Screen transformation of
section 4.3.

4.6.2 LightStrings
Lightstrings (LS) are defined by specifying the two endpoints of the string and the number
o, light points in the string. The following parameters specify a LightString:
N0 , F 0 , A0

North, East, Altitude for one end of string

Nn, En, An

North, East, Altitude for the other end of string

Number of light points in the string

Colorl, Color2, DirSplit, MaxShade, MaxRange, MaxSize

These parameters are as described for GroundLights, but apply to all
the light points in the string.
Note that the subscripted altitudes (A and A ) are relative to the aircraft and not the
ground (i.e Aircraft Altitude - Data PointAltitudg).
To map a LS to the screen, both ends of the LS are transformed from the ground to screen
using Ground-to-Screen (section 4.3). The lights between the endpoints are mapped to thV
screen using angular ratios as described below (refer to Figure 9):
2
2
2
r0 2 = N0 + E 0 + A0

rn2 = N 2

En2+ An-"

dN= N/(n-l)

where

N=N n- N0

dE= E/(n-1)

whert.

E=En-E 0

dA= A/(n-1)

where

A=An-A

dR= R/(n-l)

where

-_

N2

Using the cosine rule gives :

betan Mcoll(( R2 . to2. rn)

(-2rr) )

For the ith light point :

Ni = N0 + i.dN
Ei = E0 + idE
Ai = "\0+ i.dA
2
r12 = Ni +Ei

+ Ai

and:

Ri = i .dR

Once again using the cosine rule gives

betai=cos'l(( R 2 - r0-2 ri 2

(-2rori)

Therefore, using the angular ratios :

Xsci = Xsc 0 + betai/betan , Xsc
where

Xsc = Xscn - Xsc 0

Ysci = Ysc 0 + betai/betan.

where

Ysc

Ysc = Yscn - Ysc 0

5. PERFORMANCE
The Programmable Cockpit HUD running without any Outside V iew achieves a screen
update rate of 9-10 Hz, When the Outside View is Incorporated and the scene is reasonably
detailed (as in Figure 4) the update rate decreases to approximately 2-3 Hz. This low
update rate makes flying the aircraft quite difficult, especially with a high-performance
aircraft. Even with the deliberately chosen 'sluggish' aircraft model, the graphics update
rate is not quite rapid enough to allow the pilot to fly visually, however it does give the
pilot an indication of aircraft position and whether or not the aircraft is on the desired flight

path.

6. CONCLUSION
The Programmable Cockpit (Stage 1) was demonstrated for the ARL 5 0 th Anniversary
Open Week. As a concept demonstrator the PC-I was very sucessful. Its major
shortcoming is the slow update rate of the dynamic graphics displays (Head-Down and
Head-Up Displays).
The next step in development (Stage 2) is the acquistion of more computer power,
particularly graphics power. It is envisaged that a workstation will become the hub of the
next version with some of the currently used computers as satellites doing the less intensive
computation and graphics displays.
Future development of the HUD will include varying the information content, studying
different display methods and symbology, and experimenting with more complicated
fonrats. The Outside View will include more terrain data and realism effects. Depending
on the update rate achieved, a daytime scene would also be attempted. The prime objective
will be to obtain more rapid screen update rates, in the order of 20 Hz minimum.

10

REFERENCES
1. Lloyd, I.V., Page, A.G., et al. ProgrammableCockpit

Stage I Overview

ARL-S YS-TM- 136, 1990.

2. lob, M. ProgrammableCockpit - Flight Dynamic Model ARL-SYS-TM- 138, 1990.
3. Craven, D.A. ProgrammableCockpit. Inter-Computer Communicationsand Data
Flow ARL-SYS-TM- 139, 1990.
4. Selvestrel, M.C. ProgrammableCockpit -Head-Down Display ARL-SYS-TM-140,
1990.
5. Craven, D.A. ProgrammableCockpit - A Navigator's Moving Map Display
ARL-SYS-TM-141, 1990.
6. Hearn, D. and Baker, P. Computer Graphics.Pentice-Hall International Editions, 1986.

ACKNOWLEDGEMENTS
Thanks are due to all those involved in this team project:
[an Lloyd

Task manager, simulator test pilot, and general adviser.

Mauro Iob

Flight Dynamic Model.

David Craven

Navigator's Moving Map Display, Programmable Cockpit

Inter-Computer Communications and Data Flow, and Amiga
graphics programming specialist.

Mario Selvestrel

Head-Down Display and hardware (framework, pilot seat ctc,).

Brian Neil

Control Display Unit,

Peter Futschik

Throttle and Side~stick interface.

FIGURE 1: Hardware LAYOUT

i to
JAI;

FIGURE 2: HUD Format

FIGURE 3: Static HUD

IFI(URE 4: Melbourne Rwy 27

FIG(;URE 5 : Perspective I'rojection

P (x,y,z)

(Xp.Y
y

Center
Projection

Projection
Plane

FIGURE 6 : Coordinate Systems Relative to Aircraft

Altitude
PA

A,

PN

/
p

East

~~--

- J

p perp

heading

North

FI"G(UREI', 7

Aircraflt I'roiection P'line

Prolection

Plane
(monitor screen)

Pilot' Eye
(centre of
projection)

Figure 81)
View I)irection

\*~-

-- orthI
.
SP~para

View D)irection

A ircralt heading

IAGUREI 8 : Grou"nd-to-Screen TIransformiation

z
tchha
p-i

ii
er
Pilo1mt

I1

gi~Ath

para

6-Pit

\a pra
pai

i
Airnpitchi

P7

P.

pitch)
. com(

(a)View P'arallel to Projection Plane

ie
(I)PirenkuartoI'~jctonI~an

FIG(;URE 9 : light-Strings

Altitude
Aircraft 4

1, \ "...,,
",\

/\i
rn/-

N.

"K
/d

Aast

L
Eas

UR

DISTRIBUTION

AUSTRALIA
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Aernautical
Director Research Laboratory
Library
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AUthor: Andrew G. Page

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I. Lloyd
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M. lob

D. Craven

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ARL.-SYS.TM-137

JUNE 1990

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S. SUCURMYCL4S5IPCATION
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CLAniiAAI1C1N

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4. lTha

PROGRAMMABLE COCKPIT -HEAD-UP

DISPLAY AND OUTSIDE VIEW

21

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The 'Programmable Cockpit' is a1low-cost facility utilising ~ersonul computers linked togeth~er to
represent the fundamsental displays of a fixed-wing aircraft, Tge cockpit Instruments can be displayed
either in the conventional manner or In a 'glass-cockpit' type format. Aircraft controls Include a
sidestick and throttle.
It was designed So that Instrument layouts and display formata could be reconfigurcd raPldlj and tested
In a reasonable aircraft representation, with the pilot under representative workload con ihions. The
Programmable Cockpit Isto be used to study and develop the pilot-vehicle interface for future aircraft
systems.

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This document glves a brief overview of the complete Programmable Cockpit, including the Flight
Dynamic Model, Inter-Computer Communications, Head-Down Display, Control Display Unit, and
Moving Map Display. The Head-Up Display and Outside View are explained in detail. Planned
development is also discussed,

Li'.IMIiIITlY

AERONAUTICAL RESEARCH LABORATORY, MELBOURNE

IS.I)(WUNMItN'r,lt|IS AND NUMIORRq

19. CONTCODI3

Aircraft Systums Techrlcal

Memorandum 137

72 7312

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2. ADDI IIONAL INIORM4AI1ON

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