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Head-Worn Displays (HWDs) are envisioned as a possible equivalent to a Head-Up Display (HUD) in commercial and general aviation. A simulation experiment was conducted to evaluate whether the HWD can provide an equivalent or better level of performance to a HUD in terms of unusual attitude recognition and recovery. A prototype HWD was tested with ambient vision capability which were varied (on/off) as an independent variable in the experiment testing for attitude awareness. The simulation experiment was conducted in two parts: 1) short unusual attitude recovery scenarios where the aircraft is placed in an unusual attitude and a single-pilot crew recovered the aircraft; and, 2) a two-pilot crew operating in a realistic flight environment with "off-nominal" events to induce unusual attitudes. The data showed few differences in unusual attitude recognition and recovery performance between the tested head-down, head-up, and head-worn display concepts. The presence and absence of ambient vision stimulation was inconclusive. The ergonomic influences of the head-worn display, necessary to implement the ambient vision experimentation, may have influenced the pilot ratings and acceptance of the concepts.

NASA's Fundamental Aeronautics Program, High Speed Project is performing research, development, test and evaluation of flight deck and related technologies to support future low-boom, supersonic configurations (without forward-facing windows) by use of an eXternal Vision System (XVS). The challenge of XVS is to determine a combination of sensor and display technologies which can provide an equivalent level of safety and performance to that provided by forward-facing windows in today's aircraft. This flight test was conducted with the goal of obtaining performance data on see-and-avoid and see-to-follow traffic using a proof-of-concept XVS design in actual flight conditions. Six data collection flights were flown in four traffic scenarios against two different sized participating traffic aircraft. This test utilized a 3x1 array of High Definition (HD) cameras, with a fixed forward field-of-view, mounted on NASA Langley's UC-12 test aircraft. Test scenarios, with participating NASA aircraft serving as traffic, were presented to two evaluation pilots per flight - one using the proof-of-concept (POC) XVS and the other looking out the forward windows. The camera images were presented on the XVS display in the aft cabin with Head-Up Display (HUD)-like flight symbology overlaying the real-time imagery. The test generated XVS performance data, including comparisons to natural vision, and post-run subjective acceptability data were also collected. This paper discusses the flight test activities, its operational challenges, and summarizes the findings to date.

Research, development, test, and evaluation of flight deck interface technologies is being conducted by NASA to proactively identify, develop, and mature tools, methods, and technologies for improving overall aircraft safety of new and legacy vehicles operating in Next Generation Air Transportation System (NextGen). Under the Vehicle Systems Safety Technologies (VSST) project in the Aviation Safety Program, one specific area of research is the use of small Head-Worn Displays (HWDs) as an equivalent display to a Head-Up Display (HUD). Title 14 of the US Code of Federal Regulations (CFR) 91.175 describes a possible operational credit which can be obtained with airplane equipage of a HUD or an "equivalent" display combined with Enhanced Vision (EV). If successful, a HWD may provide the same safety and operational benefits as current HUD-equipped aircraft but for significantly more aircraft in which HUD installation is neither practical nor possible. A simulation experiment was conducted to evaluate if the HWD, coupled with a head-tracker, can provide an equivalent display to a HUD. Comparative testing was performed in the Research Flight Deck (RFD) Cockpit Motion Facility (CMF) full mission, motion-based simulator at NASA Langley. Twelve airline crews conducted approach and landing, taxi, and departure operations during low visibility operations (1000' Runway Visual Range (RVR), 300' RVR) at Memphis International Airport (Federal Aviation Administration (FAA) identifier: KMEM). The results showed that there were no statistical differences in the crews performance in terms of touchdown and takeoff. Further, there were no statistical differences between the HUD and HWD in pilots' responses to questionnaires.

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.

NASA is researching innovative technologies for the Next Generation Air Transportation System (NextGen) to provide a "Better-Than-Visual" (BTV) capability as adjunct to "Equivalent Visual Operations" (EVO); that is, airport throughputs equivalent to that normally achieved during Visual Flight Rules (VFR) operations rates with equivalent and better safety in all weather and visibility conditions including Instrument Meteorological Conditions (IMC). These new technologies build on proven flight deck systems and leverage synthetic and enhanced vision systems. Two piloted simulation studies were conducted to access the use of a Head-Worn Display (HWD) with head tracking for synthetic and enhanced vision systems concepts. The first experiment evaluated the use a HWD for equivalent visual operations to San Francisco International Airport (airport identifier: KSFO) compared to a visual concept and a head-down display concept. A second experiment evaluated symbology variations under different visibility conditions using a HWD during taxi operations at Chicago O'Hare airport (airport identifier: KORD). Two experiments were conducted, one in a simulated San Francisco airport (KSFO) approach operation and the other, in simulated Chicago O'Hare surface operations, evaluating enhanced/synthetic vision and head-worn display technologies for NextGen operations. While flying a closely-spaced parallel approach to KSFO, pilots rated the HWD, under low-visibility conditions, equivalent to the out-the-window condition, under unlimited visibility, in terms of situational awareness (SA) and mental workload compared to a head-down enhanced vision system. There were no differences between the 3 display concepts in terms of traffic spacing and distance and the pilot decision-making to land or go-around. For the KORD experiment, the visibility condition was not a factor in pilot's rating of clutter effects from symbology. Several concepts for enhanced implementations of an unlimited field-of-regard BTV concept for low-visibility surface operations were determined to be equivalent in pilot ratings of efficacy and usability.

Recent research in Synthetic/Enhanced Vision technology is analyzed with respect to existing Category II/III performance and certification guidance. The goal is to start the development of performance-based vision systems technology requirements to support future all-weather operations and the NextGen goal of Equivalent Visual Operations. This work shows that existing criteria to operate in Category III weather and visibility are not directly applicable since, unlike today, the primary reference for maneuvering the airplane is based on what the pilot sees visually through the "vision system." New criteria are consequently needed. Several possible criteria are discussed, but more importantly, the factors associated with landing system performance using automatic and manual landings are delineated.

During Apollo, the constraints placed by the design of the Lunar Module (LM) window for crew visibility and landing trajectory were a major problem. Lunar landing trajectories were tailored to provide crew visibility using nearly 70 degrees look-down angle from the canted LM windows. Apollo landings were scheduled only at specific times and locations to provide optimal sunlight on the landing site. The complications of trajectory design and crew visibility are still a problem today. Practical vehicle designs for lunar lander missions using optimal or near-optimal fuel trajectories render the natural vision of the crew from windows inadequate for the approach and landing task. Further, the sun angles for the desirable landing areas in the lunar polar regions create visually powerful, season-long shadow effects. Fortunately, Synthetic and Enhanced Vision (S/EV) technologies, conceived and developed in the aviation domain, may provide solutions to this visibility problem and enable additional benefits for safer, more efficient lunar operations. Piloted simulation evaluations have been conducted to assess the handling qualities of the various lunar landing concepts, including the influence of cockpit displays and the informational data and formats. Evaluation pilots flew various landing scenarios with S/EV displays. For some of the evaluation trials, an eye glasses-mounted, monochrome monocular display, coupled with head tracking, was worn. The head-worn display scene consisted of S/EV fusion concepts. The results of this experiment showed that a head-worn system did not increase the pilot s workload when compared to using just the head-down displays. As expected, the head-worn system did not provide an increase in performance measures. Some pilots commented that the head-worn system provided greater situational awareness compared to just head-down displays.

A fixed-based simulation experiment was conducted in NASA Langley Research Center s Integration Flight Deck simulator to investigate enabling technologies for equivalent visual operations (EVO) in the emerging Next Generation Air Transportation System operating environment. EVO implies the capability to achieve or even improve on the safety of current-day Visual Flight Rules (VFR) operations, maintain the operational tempos of VFR, and perhaps even retain VFR procedures - all independent of the actual weather and visibility conditions. Twenty-four air transport-rated pilots evaluated the use of Synthetic/Enhanced Vision Systems (S/EVS) and eXternal Vision Systems (XVS) technologies as enabling technologies for future all-weather operations. The experimental objectives were to determine the feasibility of XVS/SVS/EVS to provide for all weather (visibility) landing capability without the need (or ability) for a visual approach segment and to determine the interaction of XVS/EVS and peripheral vision cues for terminal area and surface operations. Another key element of the testing investigated the pilot's awareness and reaction to non-normal events (i.e., failure conditions) that were unexpectedly introduced into the experiment. These non-normal runs served as critical determinants in the underlying safety of all-weather operations. Experimental data from this test are cast into performance-based approach and landing standards which might establish a basis for future all-weather landing operations. Glideslope tracking performance appears to have improved with the elimination of the approach visual segment. This improvement can most likely be attributed to the fact that the pilots didn't have to simultaneously perform glideslope corrections and find required visual landing references in order to continue a landing. Lateral tracking performance was excellent regardless of the display concept being evaluated or whether or not there were peripheral cues in the side window. Although workload ratings were significantly less when peripheral cues were present compared to when there were none, these differences appear to be operationally inconsequential. Larger display concepts tested in this experiment showed significant situation awareness (SA) improvements and workload reductions compared to smaller display concepts. With a fixed display size, a color display was more influential in SA and workload ratings than a collimated display.

Direct Sintered Silicon Carbide (SSiC) is a promising material to fabricate large (over 1 meter diameter) land and space based mirror optics due to its low areal density, high stiffness and high thermal stability. To make large mirror optics for visible wavelength applications, sub-nanometer surface roughness is required, which can be achieved by cladding a SSiC substrate using SiC chemical vapor deposition (CVD). Limitations on available equipment to clad monolithic structures of this size require that smaller segments need to be clad first and then joined prior to being optically finished. To demonstrate the viability of this method of fabrication, a segmented n300mm visible quality lightweighted concave mirror has been manufactured and characterized. The mirror's 6 radial segments, coated with a SiC CVD layer on the SSiC substrate were joined by means of a silicon based braze, formulated so that its thermal expansion matched that of the SSiC substrate and SiC CVD layer. After figuring and polishing to optical quality, the mirror's stability was characterized under vacuum at three temperatures (120 K, 293 K, and 520 K) by measuring the wave front error (WFE).

Synthetic vision is a computer-generated image of the external scene topography that is generated from aircraft attitude, high-precision navigation information, and data of the terrain, obstacles, cultural features, and other required flight information. A synthetic vision system (SVS) enhances this basic functionality with real-time integrity to ensure the validity of the databases, perform obstacle detection and independent navigation accuracy verification, and provide traffic surveillance. Over the last five years, NASA and its industry partners have developed and deployed SVS technologies for commercial, business, and general aviation aircraft which have been shown to provide significant improvements in terrain awareness and reductions in the potential for Controlled-Flight-Into-Terrain incidents/accidents compared to current generation cockpit technologies. It has been hypothesized that SVS displays can greatly improve the safety and operational flexibility of flight in Instrument Meteorological Conditions (IMC) to a level comparable to clear-day Visual Meteorological Conditions (VMC), regardless of actual weather conditions or time of day. An experiment was conducted to evaluate SVS and SVS-related technologies as well as the influence of where the information is provided to the pilot (e.g., on a Head-Up or Head-Down Display) for consideration in defining landing minima based upon aircraft and airport equipage. The "operational considerations" evaluated under this effort included reduced visibility, decision altitudes, and airport equipage requirements, such as approach lighting systems, for SVS-equipped aircraft. Subjective results from the present study suggest that synthetic vision imagery on both head-up and head-down displays may offer benefits in situation awareness; workload; and approach and landing performance in the visibility levels, approach lighting systems, and decision altitudes tested.

Experiments and flight tests have shown that a Head-Up Display (HUD) and a head-down, electronic moving map (EMM) can be enhanced with Synthetic Vision for airport surface operations. While great success in ground operations was demonstrated with a HUD, the research noted that two major HUD limitations during ground operations were their monochrome form and limited, fixed field of regard. A potential solution to these limitations found with HUDs may be emerging Head Worn Displays (HWDs). HWDs are small, lightweight full color display devices that may be worn without significant encumbrance to the user. By coupling the HWD with a head tracker, unlimited field-of-regard may be realized for commercial aviation applications. In the proposed paper, the results of two ground simulation experiments conducted at NASA Langley are summarized. The experiments evaluated the efficacy of head-worn display applications of Synthetic Vision and Enhanced Vision technology to enhance transport aircraft surface operations. The two studies tested a combined six display concepts: (1) paper charts with existing cockpit displays, (2) baseline consisting of existing cockpit displays including a Class III electronic flight bag display of the airport surface; (3) an advanced baseline that also included displayed traffic and routing information, (4) a modified version of a HUD and EMM display demonstrated in previous research; (5) an unlimited field-of-regard, full color, head-tracked HWD with a conformal 3-D synthetic vision surface view; and (6) a fully integrated HWD concept. The fully integrated HWD concept is a head-tracked, color, unlimited field-of-regard concept that provides a 3-D conformal synthetic view of the airport surface integrated with advanced taxi route clearance, taxi precision guidance, and data-link capability. The results of the experiments showed that the fully integrated HWD provided greater path performance compared to using paper charts alone. Further, when comparing the HWD with the HUD concept, there were no differences in path performance. In addition, the HWD and HUD concepts were rated via paired-comparisons the same in terms of situational awareness and workload. However, there were over twice as many taxi incursion events with the HUD than the HWD.

A Eu(III)-macrocycle-mono-isothiocyanate, Quantum Dye®, has been coupled to a monoclonal antibody against 5BrdU. Since Quantum Dyes do not undergo concentration quenching, the coupling conditions were optimized to achieve the maximum number of Eu(III) macrocycles bound to the antiBrdU, without decrease in solubility or loss of antigen-binding ability. In order to optimize the coupling conditions, a colorimetric method for the quantitation of the Eu(III)- macrocycle-mono-isothio-cyanate has been developed. A simple mixture composed of an ethanolic solution and a Gd(III)- containing aqueous solution is now used to provide lanthanide enhanced luminescence, LEL. Under LEL conditions, the specific binding of Eu(III) macrocycles to apoptotic cells has been observed in both aqueous and mounted slide preparations. A comparison between measurements of the same LEL model system, obtained in both time-gated luminescence and standard fluorescence modes, has demonstrated that time- gating significantly improves the signal to noise ratio.

A Eu (III)-macrocycle-isothiocyanate, Quantum DyeTM, has been reacted with lysine homo- and hetero-peptides to give polymers with multiple luminescent side chains. Contrary to the concentration quenching that occurs with conventional organic fluorophores, the attachment of multiple Quantum Dyes to a polymer results in a concomitant increase in luminescence. The emission intensity of the peptide-bound Quantum Dye units is approximately linearly related to their number. The attachment of peptides containing multiple lanthanide (III) macrocycles to analyte-binding species is facilitated by employing solid-phase technology. Bead-bound peptides are first labeled with multiple Quantum Dye units, then conjugated to an antibody, and finally released from the bead by specific cleavage with Proteinase K unedr physiological conditions. Since the luminescence of lanthanide(III) macrocycles is enhanced by the presence of GD(III) or Y(III) ions in a micellar system, a significant increase in signal can be achieved by attaching a polymer labeled with multiple Quantum Dye units to an analyte- binding species, such as a monoclonal antibody, or by taking advantage of the luminescence enhancing effects of Gd(III) or Y(III), or by both approaches concomitantly. A comparison between the integrated intensity and lifetime measurements of the Eu(III)-macrocycle under a variety of conditions show that the signal increase caused by Gd(III) can not be explained solely by the increase in lifetime, and must result in significant part from an energy transfer process invloving donors not directly bound to the Eu(III).© (2001) COPYRIGHT SPIE--The International Society for Optical Engineering. Downloading of the abstract is permitted for personal use only.

Simultaneous detection of both a Eu(III) and a Sm(III) Quantum Dye is now possible because the enhanced luminescence of the Eu(III) and Sm(III) macrocycles occurs in the same solution and with excitation at the same wavelengths between 350 to 370 nm. Since DAPI is also excited between 350 to 370 nm, it is possible to use common excitation optics and a single dichroic mirror for measuring two molecular species and DNA. The narrow emissions of these macrocycles can be detected with negligible overlap between themselves or with DAPI-stained DNA. This will permit precise pixel by pixel ratio measurements of the Eu(III) macrocycle to Sm(III) macrocycle, and of each macrocycle to DNA> This technology should be applicable to antibodies, FISH, comparative genomic hybridization, and chromosome painting. Cofluorescence of the Tb(III)-macrocycle has also been obtained under different conditions. The luminescence of these lanthanide macrocycles can be observed with conventional fluorescence instrumentation previously unattainable low levels. Thus, it will be possible to employ narrow bandwidth lanthanide luminescent tags to identify three molecular species with a conventional microscope.© (2000) COPYRIGHT SPIE--The International Society for Optical Engineering. Downloading of the abstract is permitted for personal use only.

`Pathway-in-the-sky'' flight display formats appear to offer exceptional path-control precision for future transport operational environments requiring complex-path approaches. With the conversion from the present instrument landing system (ILS) to the microwave landing system (MLS) within the National Airspace System, complex-path approaches could be used for commercial transport operations to address airport capacity issues. Therefore, the application of `pathway-in-the-sky'' formats to commercial transport operations is being evaluated at various flight display research laboratories. The introduction of true depth cues via stereopsis techniques offers a means of further enhancing these displays. The paper describes research conducted to determine the effectiveness of two candidate pathway formats for landing approach and to investigate the effect of their presentation in stereo versus nonstereo display environments. A real-time piloted simulation experiment comparing performance across these factors in a transport landing-approach task is discussed.© (1991) COPYRIGHT SPIE--The International Society for Optical Engineering. Downloading of the abstract is permitted for personal use only.

A stereoacuity test was used as part of the experimental protocol of a study in which eight transport pilots flew repeated simulated landing approaches using both stereo and nonstereo three-dimensional heads-down 'pathway in the sky' displays. At the decisionmaking crux of each approach, the pilots transitioned to a stereoacuity test employing real objects rather than a two-dimensional target apparatus. A statistical analysis of stereoacuity measures which compared a controlled condition of no exposure to any electronic flight display with the transition data from nonstereo and stereopsis displays indicated no significant differences for any of the conditions.

While conventional asymptotic transformations for mapping a visual scene onto a stereo viewing volume allow a single, specific scene-distance to be fixed at the screen location, the present piecewise linear approach allows creative partitioning of the depth viewing volume and affords the freedom to place depth-cueing emphasis wherever desired. Attention is given to the results of an experiment with the novel system which attempted to ascertain the effective region of stereopsis cueing. A practical viewing volume falls between -25 and +60 percent of the viewer-to-screen distance. The data indicate that increased viewer-to-CRT distances furnish increasing usable depth.