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Visual Guidance System (VGS)

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GEC p.l.c.
George Simpson
Vice Chairman
Sir Charles Masefield

Marconi

Electronic Systems

Peter Gershon

Marconi Marconi Marconi Alenia Marconi Matra Marconi

Naval Systems North America Avionics Systems Space

Rod Leggetter Mark Ronald Allan Cook Ian King Nick Franks

2
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■ Sales/ Turnover £11,101 million

■ Operating Profit £980 million

■ Outstanding Orderbook £15,373 million

■ Employees Marconi Electronic Systems 45000

3
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■ 1960, Worlds First production HUD
■ remained in service into the 90’s
■ Over 11,000 HUDs supplied to over 50 aircraft
types in over 35 years
■ 1971 ,Worlds first Dual Mode Imaging HUD
■ Suppliers of HUDs to US front line fighters,
■ A4, A6, A7, F5, F20, F16 and F22
■ Suppliers of HUD for the C17 Globemaster,
over 200 shipped- Worlds first specified
primary flight HUD
■ Significant market penetration since entering
the civil field - 50 % share of new orders
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• Image generated
on CRT
• Intermediate image
formed by relay
lenses
• Re-imaged at
infinity by the
combiner

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■ A Cat IIIa Visual

Guidance System
■ Most Advanced all
digital Visual Guidance
System available
■ EVS Compatible
■ Cockpit Mounted
Pilot’s display

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■ Driven by a Display
Guidance computer
■ Interfaces to the Aircraft
Sensors
■ Performs Integrity
Checking
■ Computes Guidance and
display list requirements
■ Digital Link, hence unit
separation not critical

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■ Overhead mounted display

■ Covers blend with cockpit
■ Air vents and lights relocated
as required
■ Attachments pre-aligned for
easy LRU replacement

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DISPLAY
AREA ■ VGS Data input via the
MENU SELECT
existing Multipurpose
KEYS Control and Display
Unit ( MCDU )
BRIGHTNESS
■ VGS maintenance
MODE KEY
data may also be read
directly from this unit
ANNUNCIATOR
■ Fully integrated with
aircraft systems

■ Similar system
ALPHA KEYS
possible with Airbus
NUMERIC
ANNUNCIATOR
KEYS
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■ Provides flight guidance

information to the pilot
■ Enables precise manual
control for all phases of
flight
■ Increases safety
■ Increases efficiency
■ Increases capability

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■ Cat IIIa manual approaches

■ Operation at some Cat I facilities in Cat II
conditions possible
■ Guidance for take-off in 75 metres
■ Roll Out Guidance provided
■ Reduce
■ tailstrike/over rotation
■ hard landings
■ tyre and break wear
■ runway incursions/excursions
■ Precisely maintain aircraft’s energy state
producing more stabilised approaches
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■ VGS could have positively affected or avoided

31% of accidents since 1959 (flight safety
foundation study)
■ VGS keeps pilot in the loop and above the
automatics
■ Complete situational awareness
■ Safer operation into unimproved airports at
night
■ Improved information in smoke filled cockpit

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■ Operation at Cat I facilities in Cat III conditions

possible with Enhanced Vision Sensor
■ Cat IIIb hybrid operation possible (dual fail
passive operation with Cat IIIa autopilot or a
second HUD)
■ Additional sensors also required
● 3rd Radar Altimeter
● 3rd source of attitude
● 3rd ILS receiver

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■ Category II Minimum on Cat I Facilities

■ FAA Airfield Requirements
● 1 transmissiometer for > 1600 RVR
● 2 transmissiometer for > 1200 RVR
● MALSR ALS (Standard CAT I lighting system)
● Localiser and Glideslope are CAT II Standard
● CAT II TERPS
■ No TDZ, CL lighting or FAR- Field Monitor required

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■ Superior Optical Design
■ Excellent performance from a very compact unit
■ Minimal space required in the overhead

■ Superior Electronic Design

■ Low power consumption, high reliability
■ Compact electronics
■ Very low electrical noise
■ Fully EVS Compatible, all digital system
■ High HIRF and lightning resistance

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■ New technology, wavelength

sensitive surface
■ Rugged coating on a Single
piece meniscus
■ Hot Anti reflective coating
■ Superior performance to
older Holographic
technology
■ Considerable mass
reduction

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■ Surface mount, double

sided
■ Metal cored for very
efficient cooling
■ Automatic assembly
■ Pick and Place
■ Hot Gas reflow
■ Higher reliability
■ Faster assembly

23 cm

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Mode Annunciator Pitch Ladder Roll Scale

Angle of Attack
Desired
Airspeed
Altitude

Airspeed

Glideslope
Deviation

Vertical
Wind Speed Velocity
Localiser Deviation

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Synthetic
Guidance
Runway
Cue

Desired
Glideslope
Speed Error
Worm

Barometric
Altitude

Longitudinal
Radar Velocity
Acceleration Cue
Altitude Vector

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Too High Too Low Normal

• Instantaneous and inertial aircraft flight path vector

• Window to the contact point on the runway
• What you see is what you get!

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Climb up Descend Normal

& fly right

• Fly Flight Path Vector over the guidance cue

• High integrity guidance allows extremely precise landings
• Very pilot friendly

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Fast but Slow but Normal

decelerating accelerating

• Allows for extremely precise speed control

• Can detect speed/acceleration trends early
• Excellent monitor for autothrottle/autoflight systems

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■ Incorporates Aircraft
Aero Model
■ Includes Turbulence
Model
■ Visibility and Ceiling is
variable
■ NP / Cat I / Cat II / Cat III
Modes
■ Familiarises pilots with
symbology prior to
aircraft simulator

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■ American Airlines (AA)

■ Selected for AA’s 737-800 fleet (502 systems)
■ Certification activities completed July 99
■ Discussion underway to equip AA’s entire fleet with VGS

■ Gulfstream IV, IVSP & V

■ On contract for more than 170 systems
■ Over 100 systems delivered to date
■ EVS Certification Program underway for the Gulfsteam V,
scheduled to complete in 1999
■ Over 40 Head Up Displays are built and delivered every month by
Marconi. At peak capacity we can deliver over 100 per month.

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■ FLIR sensor integrated with the Marconi VGS

■ provides conformal image on the HUD
■ Enables low visibility taxi, takeoff and landing
■ Phased Certification Programme to
demonstrate system maturity
Phase 1 Phase 2
Visual Range 1200 ft 700 ft
Decision Point 100 ft 50 ft
Takeoff RVR 700 300
Phase II to commence when Phase 1 STC is issued

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■ Category III Minima on Category I Facilities
■ Pt Mugu Naval Air Station, California 150 feet

Radar Image plus Symbology Visual Scene

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Radar Image Visual Scene

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Radar Image Visual Scene

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Radar Image Visual Scene

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■ First Phase - Engineering

Development
■ Installation Design
■ Systems Integration
■ Algorithum development
■ 737-200 Trials now complete
■ 28 sorties
■ 93 flight hours
■ 170 Cycles
■ Successful FAA demo
including zero/zero visibility
cycles

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■ Second Phase comprised
■ Four months of flying which
included: 77 sorties, 202 flight
hours, 494 landings
■ System test and proving
■ FAA and customer
demonstrations
■ Provisions STC granted by FAA
May 1999 for the B600/700/800
■ System Test and verification
completed in Boeings Simulator
■ Monte Carlo testing successfully
passed
■ Over 1000 landings performed

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■ 1076 landings conducted by 16 different pilots

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■ Third and Final Phase nearing

completion
■ VGS installed on American
Airlines 737-800 N913AN in June
■ First VGS equipped flight on 2nd
July 1999
■ Type Inspection Authorisation
(TIA) granted on 12th July 1999
■ Certification verification flying
programme commenced on 19th
July, 1999 at LAX, California and
finished on July 26th 1999
■ STC award anticipated in
September 1999

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■ Fully approved by FAA

for Pilot Training last
year
■ First line pilot training
classes well underway
■ Over 200 students have
passed through the
simulators to date
■ In excess of 5000 hours
per VGS accumulated

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■ As aircraft become more mechanically reliable,

pilot error shows up more often as cause of
accidents. Nothing has been done to help the
pilot until VGS
■ VGS is intuitive and more natural to fly
■ First radical improvement in cockpit displays
since the basic “Tee” scan
■ VGS adds third dimension to display…the real
world

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■ Boeing had more VGS inquiries in 1998 than in the

previous ten years combined
■ >52% of B737NG aircraft will be delivered from the
factory with HUD installed (>68% if all options
exercised)
■ Boeing HUD committee has recommended HUD
offerability on all Boeing aircraft types
■ MES in process of briefing Operators of
■ 737 NG, Airbus A320 family, MD80 family, B717,
and Business Jets
■ Airbus reporting Similar Level of Interest
■ VGS briefing conducted in Toulouse
■ Trial installation being arranged

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■ VGS offers significant improvement in pilot situation
awareness
■ VGS is the best technical solution for low visibility
operations
■ VGS is the most flexible solution for mixed fleets
■ VGS keeps the pilot-in-the-loop
■ VGS is an excellent monitor of autosystems
■ VGS displays new information to the pilot
■ VGS is expandable to grow with future requirements
■ VGS is simply THE BEST CHOICE

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