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New Horizon Aircraft Ltd., doing business as Horizon Aircraft (“Horizon Aircraft” or the “Company”), a leading hybrid electric Vertical TakeOff and Landing (“eVTOL”) aircraft developer, publishes new global research* that indicates global investors are anticipating the first commercial passenger routes of electric Vertical Takeoff and Landing (eVTOL) aircraft to be operational in the next few years as the Future Air Mobility market continues to advance rapidly. 

Its global study with senior executives at leading investment firms in Japan, the US, Canada, Europe, the Middle East, and Asia responsible for more than $1.787 trillion assets under management reveals increasing optimism about the Urban Air Mobility (UAM) market with two in five (40%) investors stating they think the first commercial UAM routes will be operational by 2026. Only 4% of professional investors believe the debut date for commercial passenger routes will extend beyond 2030. 

This study also revealed that nearly all (96%) professional investors agree that the growing demand for better and more efficient transportation systems across the world, combined with the need to reduce the environmental impact caused by more vehicles on the road and advances in technology improving the safety and viability of eVTOLs, will drive improvements in the regulatory framework and fuel investment in the sector over the next five years. Only 1% of investors did not agree that overcoming any potential obstacles would inevitably see increased investment in the eVTOL market. 

The main factors concerning the eVTOL market that will need regulation highlighted by professional investors are Information and Communications Networks followed by Air Traffic Control and Security.

Horizon is targeting the future production of a manned seven-seat capacity hybrid electric eVTOL called the Cavorite X7 which includes room for a pilot and six passengers. It has been developed in response to demand from potential customers in the medevac, business aviation and commercial cargo sectors.

Brandon Robinson, CEO of Horizon Aircraft, said: “Private equity, venture capital and family office investors have been closely monitoring the Future Air Mobility sector for some time, but are now seeing an acceleration towards the launch of the first commercial eVTOL passenger routes. The sector has already attracted significant investment, and we anticipate that this will only increase as ongoing developments in technology and regulation provide new investment opportunities in this rapidly expanding market that has the potential to revolutionise transportation.” 

Horizon Aircraft’s Cavorite X7 hybrid eVTOL aircraft is anticipated to carry 1,500 lbs of useful load at speeds up to 250 miles per hour and have an average range of over 500 miles with fuel reserves. Horizon believes that this experimental aircraft, if eventually licensed for commercial use, would be well-positioned to excel in medical evacuation, critical supply delivery, disaster relief, and special military missions. The Company believes that the proposed aircraft would also be attractive for Regional Air Mobility – moving people and cargo 50 to 500 miles.

Unlike many in its category, the Cavorite X7 is being designed with a hybrid electric power system such that it could, after its vertical takeoff, re-charge its batteries enroute when it is flying in a configuration like a traditional aircraft. After a vertical landing and completion of a mission, the aircraft is being designed to recharge its battery array in under 30 minutes in order to be ready for its next mission.

Horizon believes that its innovative approach and technology will allow the Cavorite X7 to fly 98% of its mission in a very low-drag configuration like a traditional aircraft. The Company believes that flying most of the time as a normal aircraft is also safer and will make the aircraft easier to certify than other radical new eVTOL designs. The Company is continuing the testing of its 50%-scale aircraft that it believes will reduce technical risk moving forward as it continues to develop its full-scale aircraft

* Horizon Aircraft commissioned the market research company PureProfile to survey 200 senior private equity, venture capital and family office professionals representing institutions managing with more than $1.787 trillion assets under management to capture their views on their eVTOL market. Respondents were based in Japan, Canada, the US, Europe, the Middle East, and Asia. The survey was conducted online in November 2023.

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Walmart, Zipline and Wing have teamed up to provide drone delivery for up to 75% of the Dallas-Fort Worth population, establishing the largest automated unmanned aerial vehicle delivery footprint in the U.S.

“This expansion will bring the ultimate convenience of drone delivery to communities across the DFW area. Customers will have access to a broad assortment of items from Walmart available for delivery to their home in just minutes,” said Prathibha Rajashekhar, senior vice president of innovation and automation at Walmart U.S. “Drone delivery is not just a concept of the future, it’s happening now and will soon be a reality for millions of additional Texans.”   

 The drone delivery expansion includes stores across more than 30 towns and municipalities in the DFW metroplex, marking the first time a U.S. retailer has offered drone delivery to this many households in a single market. The deliveries will be powered by on-demand drone delivery providers, Wing and Zipline. Both are approved by the FAA to fly their drones without a dedicated observer being able to see the drone at all times, known as Beyond Visual Line of Sight (BVLOS), which will enable drone delivery to more Texans than ever before.   

Drone delivery gives customers an even faster delivery option, getting items to them in 30 minutes or less and some deliveries can happen as fast as 10 minutes. This is an addition to other speedy delivery methods like Express Delivery in three hours or less, Late-Night Delivery until 10 p.m. and InHome – with an option for delivery directly to a customer’s refrigerator – ensuring customers have what they want, when and how they want it.   

Over the last two years of trialing drone delivery, Wing has completed over 20,000 safe deliveries. Walmart has seen customers use drone service for many reasons. This includes when they need an item in a pinch, like a forgotten ingredient or over-the-counter cold medicine, or simply because it’s convenient. Some of the most popular items ordered include snacks and beverages, satisfying an afternoon sweet tooth or caffeine craving. Drones can also deliver several items at a time, such as supplies for a movie night at home, a last-minute birthday gift or ingredients for baking cookies, including fragile items like eggs.    

Customers can order thousands of items ranging from baby wipes to birthday candles. To place an order, simply visit wing.com/Walmart or visit www.flyzipline.com/get-delivery. The delivery radius for stores offering the service will be up to 10 miles.    

Working closely with drone experts like Wing and Zipline that focus on speed, safety and sustainability, Walmart can do what we do best: serve customers no matter how or when they want to shop and help them live better.   

Wing delivers packages directly from businesses to homes in minutes, providing customers a fast and convenient way to get what they need, when they need it. With four years of commercial residential service in the U.S. and on three continents, and a network approach to scaled drone delivery similar to efficient rideshares, Wing is working to deliver people’s packages more efficiently and safely as part of an automated logistics system that routinely moves packages by the millions.   

“Our first few months delivering to Walmart customers have made it clear: Demand for drone delivery is real,” said Wing CEO Adam Woodworth. “The response has been incredible from customers ordering drone delivery from Walmart every day, and it’s a testament to our partnership that we’re now expanding our footprint to bring this innovative delivery option to millions of Texans. If this milestone is any indication, we believe 2024 is the year of drone delivery.”   

Zipline is the world’s largest autonomous delivery company that helps health systems, restaurants and retailers provide fast, precise and convenient deliveries. With Zipline’s drone delivery network, businesses can offer a magical delivery experience, reach more customers, increase revenue and improve operational efficiency. Since 2016, Zipline has flown more than 60 million commercial autonomous miles and delivered millions of products, including more than 13 million vaccine doses. The company currently completes a commercial delivery every 70 seconds and has operations on four continents.   

“Autonomous delivery is finally ready for national scale in the U.S. Zipline is excited to enable Walmart’s vision of providing customer delivery so fast it feels like teleportation,” said Keller Rinaudo Cliffton, co-founder and CEO of Zipline. “Walmart is leading the U.S. in using robotics and AI to help people save money and live better. We’re excited for folks across Dallas-Fort Worth to experience delivery that is 7x as fast, zero emissions and whisper quiet with our next-generation technology.”  

This groundbreaking move represents Walmart’s ongoing commitment to innovation and to revolutionizing the way customers shop and receive their orders. The future of delivery is here, and we’re reaching new heights with our DFW expansion. With nearly 4,700 stores located within 10 miles of 90% of the U.S. population, we’re uniquely positioned to scale when that time comes.   

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The Federal Aviation Administration now has a Senate-confirmed administrator, after the body voted 98-0 to appoint Michael Whitaker to the top spot on Tuesday. 

Whitaker takes over the FAA’s top job from Polly Trottenberg, who was appointed acting administrator in June. She was preceded in the acting position by Billy Nolen, who served from April 2022 to June 2023. 

The FAA has not had a full-time, Senate-confirmed administrator since Stephen Dickson left the post in March 2022. He also was preceded by an acting FAA chief, Daniel Elwell, who served in the role for a little over 18 months from January 2018 to August 2019.

Approval of Whittaker, as previously reported, resounded throughout the aviation industry. 

Aside from government service, Whitaker served for a time as assistant general counsel for TWA and then 15 years with United Airlines, including as senior vice president of alliances, and international and regulatory affairs. After leaving United, he was named Group CEO at InterGlobe Enterprises, the holding company for IndiGo, India’s largest airline.

Helicopter Association International President and Chief Executive Jim Viola, who worked with Whitaker at the FAA, praised Whitaker’s confirmation on Tuesday, noting his previous work to modernize the US National Airspace System.

“Having worked closely with Mike during my time at FAA, I have seen firsthand that he has the

knowledge and skill set to effectively lead the agency,” Viola said.

During his confirmation hearing, Whitaker pledged to tackle the personnel shortages, including air traffic controllers, pilots, and maintenance technicians, that are threatening aviation operations and growth, saying, “I would view my role as administrator as chief recruitment officer, certainly for the FAA, but also for the industry.”

The National Business Aviation Association (NBAA) also hailed the Senate’s vote in favor of Whitaker as the next permanent administrator of the FAA, lauding his abilities as an aviation industry veteran and private pilot.

“Congratulations to Mike Whitaker on his well-deserved confirmation as FAA administrator,” said NBAA President and CEO Ed Bolen. “We look forward to working with Mike, whose expertise will help chart a clear path toward a successful future for the aviation community.”

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Based on records from the FAA and NASA reviewed by The New York Times, safety standards in air traffic are frequently breached. (Photo: Desiree Rios for The New York Times)

Recent incidents have thrust the safety of air travel in the U.S. into the spotlight. An investigation by The New York Times has revealed a disconcerting number of close calls in the skies and runways of the country, even though the U.S. has not experienced any major plane crashes in over a decade.

• In New Orleans on July 2, a Southwest Airlines pilot narrowly avoided a collision when aborting a landing, as a Delta Air Lines 737 prepared for take-off on the same runway.
• In San Francisco on July 11, an American Airlines jet narrowly missed a Frontier Airlines plane during take-off. Another German airliner faced a similar situation moments later. 
• A few weeks later, an American Airlines flight bound for Dallas had to swiftly ascend 700 feet to avoid a United Airlines plane, due to an error by an air traffic controller.

There were 46 close calls involving commercial airlines last month, many of which were not publicly disclosed.

On average, close calls happen multiple times a week.

The majority of incidents occur due to human errors near or at airports. A significant contributing factor is the nationwide shortage of air traffic controllers.

While some incidents make the news, many remain undisclosed.

Based on records from the FAA and NASA reviewed by The New York Times, safety standards in air traffic are frequently breached. Despite many of these incidents not resulting in crashes, their frequency is concerning.

The U.S. aviation system, catering to almost three million passengers daily, prides itself on its safety record. However, recent close calls have raised eyebrows among industry insiders, leading to fears of a potential tragic incident in the future. Numerous confidential safety reports corroborate this rising concern.

One glaring oversight is the lack of runway warning systems at many U.S. airports, despite recommendations from safety experts. The most pressing issue, however, remains the chronic understaffing of air traffic control facilities. This strain leads to overworked controllers, risking their ability to operate efficiently and safely.

Major airlines have reaffirmed their commitment to safety, emphasizing their heavy investments in training and technology. They also argue that the lack of major crashes underscores the system’s efficacy.

The FAA acknowledges the multi-layered safety approach has played a crucial role in preventing fatalities. Their current objective is to reduce close calls to zero. The agency also admits to an increase in runway incursions, although there has been an improvement since 2018. The FAA cites funding constraints as a reason for not installing more runway warning systems but is implementing other measures to bolster safety.

However, air traffic controllers, on conditions of anonymity, have expressed that the FAA’s actions are not sufficient. They paint a grim picture, highlighting extreme fatigue, plummeting morale, and a rising tendency to take shortcuts, which could potentially lead to tragic accidents.

A vast majority of U.S. air traffic control facilities are understaffed. The roots of this issue trace back to the 1980s when the Reagan administration replaced striking controllers. The pandemic further exacerbated staffing challenges, as training slowed due to health restrictions and many controllers retired.

Many controllers are working on a rotating schedule that can lead to physical and psychological exhaustion. This fatigue, coupled with mandatory overtime, has been identified as a significant factor contributing to potential safety hazards.

Over the years, there have been numerous warnings about the state of U.S. air safety. The Department of Transportation’s inspector general has highlighted increasing “losses of separation” incidents, while the National Transportation Safety Board has called for better runway collision alert systems. However, the FAA has made limited progress in implementing new surface detection systems.

The FAA has requested additional funds to train and recruit 1,800 new controllers in the 2024 fiscal year. However, the anticipated loss of over 1,400 controllers next year means that the staffing gap will remain a pressing concern.

Ben Dorks, CEO of Ideagen—a provider of global regulatory and compliance software—shared comments with Avionics International in response to the New York Times article.

“Aviation bosses know this is an issue. We recently spoke to 500 CEOs from a range of regulated industries around the world and 47% of those in aviation said safety is a key investment priority over the next 18 months.

“But in order to have a thorough understanding of how to mitigate risk, you need a complete view of safety intelligence and our research also revealed that more than half (53%) were using a number of different systems to manage their compliance, safety, and risk, and these weren’t integrated, so the picture is fragmented.

“That becomes even more important when you’re having to do more with less. The skills shortages are having a crippling effect across many regulated industries. In our research, more than half of the CEOs we spoke to said mental health absence is their biggest risk to resilience and almost a quarter said staff shortages.”

“There’s a recognition among the C-suite that this is something they need to address. Aviation can afford you a rewarding, valuable career, but it’s also incredibly high risk and that pressure is felt by those working in it. Technology is a real enabler here to do some of that heavy lifting, relieve some of that pressure, and free highly-trained, skilled workers to add value where it matters most.”

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VP and chief engineer of Sustainability & Future Mobility at Boeing, Jim Hileman offers insights into the company’s priorities for aircraft development. Pictured above is a 777. (Photos: Boeing)

Jim Hileman, vice president and chief engineer of Sustainability & Future Mobility at Boeing, shared details about next-gen aircraft, new technologies, operational efficiency, and more in an interview with Avionics International. This is Part 1 of a two-part Q&A series with Jim Hileman. Part 2 features a discussion of Boeing’s approach to sustainability (read Part 2 here).

Avionics International: What are some of Boeing’s priorities in developing the next generation of aircraft?

Jim Hileman: We’re making steady progress across our development programs, including the 737-7, 737-10, 777-9, and 777-8F. 

When positioning for our future, we are focused on the technology and capabilities that we need to ensure our next products deliver a generational leap in capability for our customers and reshape our markets. 

We’re significantly increasing our research and development over these next several years, and much of that will be focused on our capabilities: producibility, digital, sustainability, and autonomy. 

We expect to be in a position to introduce a new airplane sometime in the middle of the next decade.

Boeing 737 MAX

Avionics International: How does Boeing ensure the safety and reliability of new technologies implemented in aircraft?

Jim Hileman: Safety is the primary consideration when Boeing engineers design an airplane or incorporate new technologies. 

In addition to meeting regulatory requirements before certification, each airplane must meet Boeing’s design standards. Often these standards are more stringent than regulatory requirements. 

New technologies are subject to robust processes that ensure safety throughout design, testing, certification, and operation.

747-8F

Avionics International: How does Boeing approach the challenge of noise reduction in aircraft?

Jim Hileman: Boeing has an active research program to look for innovative ways to reduce noise from aircraft and the Boeing ecoDemonstrator program has played an integral role, testing noise technologies in the cabin and on the outside of the airplane, in addition to testing operational efficiency maneuvers to reduce noise around airports and communities.

Almost every ecoDemonstrator test platform has conducted noise testing, including comprehensive noise testing in partnership with NASA on the 2020 ecoDemonstrator, an Etihad Airways 787-10 Dreamliner.

Boeing is collaborating with many organizations around the world to reduce aircraft noise through improved operational procedure concepts for our current aircraft as well as advancing new lower noise technologies for future aircraft.

The certification noise levels for all aircraft are published and publicly available. New aircraft families have smaller footprints than the aircraft they replace.

For example, the noise footprint of the 737 MAX is 50% smaller than that of a 737NG.

The cumulative certified noise levels for the 787 (introduced in 2011), which is created by an aggregate of three separate noise measurements on approach and takeoff, is roughly 60 dB lower than the comparable value of the 707 (introduced in 1958). While it is difficult to put this into percentages, this equates to approximately a 90% reduction in the noise footprint area.

737 MAX

Avionics International: What advancements in aircraft technology might be coming in the next decade? How will these advancements impact the efficiency and performance of aircraft?

Boeing continues to advance its four strategic pathways to reduce emissions: fleet renewal, renewable energy, advanced technologies, and operational efficiency.

Fleet renewal

New airplanes provide significant efficiency gains, and each generation of fleet renewal reduces fuel use and emissions. Some examples:

737 MAX: Powered by CFM International LEAP-1B engines and incorporating an optimized aerodynamic design, the 737 MAX reduces fuel use and emissions by 20% compared to the airplanes it replaces.

787 Dreamliner: The 787 has best-in-class economics, including 25% lower fuel consumption and emissions than the airplanes it replaces.

777X: With new breakthroughs in aerodynamics and engines, the 777X will deliver 10% lower fuel use and emissions and 10% lower operating costs than the competition. With advanced technology from the new 777X and proven performance from the 777 Freighter, the new 777-8 Freighter offers the highest payload and lowest fuel use, emissions, and operating costs per tonne of any large freighter.

Renewable energy

We are doing everything we can to enable the use of 100% SAF [sustainable aviation fuel] as soon as possible.

[Read more about Boeing’s approach to sustainability in Part 2 of this Q&A.]

Advanced technologies
Electric propulsion: In this decade, battery technology will enable electric aircraft for urban air mobility, such as the self-flying, battery-electric aircraft being certified by Wisk. Boeing will continue to pursue and increase electrification on our platforms when these systems provide an opportunity to optimize energy management on the aircraft and increase overall airplane performance and efficiency.

An example of this is the more-electric architecture introduced on the 787 Dreamliner, which produces 1.45 megawatts of electrical power, more than five times the power on a current 767.

Operational efficiency

Boeing is working with air traffic controllers in multiple regions to optimize an airplane’s flight path, from takeoff to touchdown.

Boeing partnered with air navigation service providers in Japan, Singapore, Thailand, and the U.S. on a test demonstration in June 2023, called multi-regional Trajectory Based Operations (MR TBO) to improve operational efficiency with its first ecoDemonstrator Explorer, a 787-10 Dreamliner.

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This article discusses the outdated technology that airlines often use and how companies and travelers could benefit from advancing artificial intelligence within the industry.

Legacy aviation technology has worked well for forty years but the cracks are showing. Airlines need to break away from outdated systems, implicated in several recent costly “fails.”

“How Southwest failed the holidays” screamed the CNN headline, the kind of publicity that could send any airline boss into a tailspin. In December 2022, CNN was not the only US media outlet demanding blood over a Southwest Airlines meltdown that halted operations and stranded passengers. Alongside the headlines were stories of brides missing their weddings and abandoned children. What could have been worse—except perhaps the timing? The incident even earned its own entry in Wikipedia.

Sadly, while Southwest’s cascading failures last December were arguably the highest-profile to date, they are not isolated. The last few years have witnessed an increasing number of system failures for global airlines, widespread cancellations, and criticism. In a recent incident, BA was forced to cancel 43 flights out of Heathrow shortly before the late May Bank Holiday, causing criticism and passenger anger.

In April, a report by the U.S. Government Accountability Office (GAO) placed most of the blame on factors within airlines’ control. At the heart of most of the problems is outdated IT. While legacy technology provided a solid foundation for airlines for decades (the clue is “decades”), many systems are showing their age—the “shameful open secret behind Southwest’s failure” to which the New York Times referred.

Demand for travel has started to bounce back after the pandemic but the technology has not kept up. If airlines are to keep passengers happy and avoid future fiascos that rain down bad publicity and financial costs, they need to embrace innovation and make urgent improvements.

A few major incidents lately include:

• BA’s cancellation of 43 flights, or 5% of its services out of Heathrow, on 25 May 2023. This was blamed on an IT issue. A series of incidents for the airline included dozens of long-haul cancellations in the week before Christmas 2022, and cancellations of flights in February 2023 due to technology problems.
• Southwest. From December 21–26, 2022, Storm Elliott brought severe blizzards and high winds to parts of the US. A few carriers were affected, but Southwest struggled to recover. More than 15,000 flights were cancelled and by the end of December, 87% were Southwest’s. The crisis cost the airline around $800 million.
• Lufthansa. In February 2023, thousands of passengers were stranded when an IT fault caused delays and disruptions across Germany’s flagship airline group. Baggage handling, check-ins, and dispatch were all affected. Images from several German airports showed chaos, and Lufthansa shares fell 1.5% in a few hours.
• In January 2023, the Federal Aviation Authority (FAA) shut down air traffic after a “notice to air missions” system failed—the first complete shutdown since 9/11. More than 1,300 flights were canceled and 9,500 were delayed.

The common denominator in these and less spectacular cases is technology—in Southwest’s case, its 1990s airline scheduling system that hindered its ability to track crew and pilots following Storm Elliott cancellations.

Southwest Airlines Pilots Association (SWAPA) said the December 2022 events came as “no surprise.” Shortcomings in adapting, innovating, and safeguarding operations had led to over a decade of repeated system disruptions. Southwest conceded that technology played a role. “Our technology struggled to align our resources due to the magnitude and scale of disruptions,” its spokesman said. In the FAA “fail,” the cause was a corrupted database. The FAA system involved is more than 30 years old and six years away from any update. Lufthansa said its problems were caused by damage to Deutsche Telekom’s fiber-glass cables.

Other factors, of course, can contribute: bad weather, say, post-pandemic staff shortages, or security threats. According to the UK’s Civil Aviation Authority (CAA), more than a third of all UK flights were delayed in 2022. Having serviceable technology, however, dictates how airlines mitigate unavoidable disruptions and how fast they recover.

Before founding JourneyHero, I witnessed firsthand increasing failures in existing travel systems since 2010, and the difficulties these “outages” caused my corporate employer at the time. They were also hurting passengers. Revenue Management Systems that once served the travel industry well are now unable to accurately forecast future demand based on the past and to regulate pricing accordingly, because of extreme disruptions to supply during the pandemic.

Looking beyond legacy technology, JH set out to provide airlines (and other parts of the travel industry) with reliable alternatives that better align their interests with those of customers. Many airlines have issues with their ticketing and aviation infrastructure systems that can cause travel disruption. Whereas legacy systems rely on aging infrastructure, JH technology is designed around the latest technology advances, making it less susceptible to an outage.

JourneyHero’s technology is one illustration of the sort of advanced thinking required if carriers are to keep abreast of change and meet consumer expectations. According to McKinsey, outages and cyber incidents around the world demonstrate even the biggest airlines need to upgrade their IT and operational technology systems, including architecture and underlying infrastructure to reduce risk and build resilience into their digitised operating models. Airlines themselves need to take responsibility for lack of systems maintenance and/or outdated technology—and soon. If they do not begin to invest in the fragile technology space, I believe this summer could see more operational failures that have already cost airlines dear and dented their public image.

This article was provided by travel tech entrepreneur and CEO of JourneyHero, Shane Batt.

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A new agreement includes plans for a three-year collaboration between Saab and Honeywell; the Head-Up Display (HUD) assets will be transferred to Honeywell following the collaboration. (Photo: Saab)

Honeywell and Swedish aerospace and defense company Saab reached an agreement last week regarding the acquisition of Saab’s heads-up display (HUD) assets. The HUDs will be integrated into the Honeywell Anthem flight deck (following a three-year collaboration) and will be available as an option for Honeywell’s Primus Epic flight deck as well.

Vipul Gupta, vice president and general manager, Avionics, Honeywell Aerospace, remarked in the company’s announcement that HUDs can improve situational awareness for pilots and reduce their workload. They also improve airport access as part of an Enhanced Flight Vision System. “The addition of HUDs as part of our wider avionics offerings will provide our customers in business aviation, air transport, and defense segment a great safety tool that can be particularly useful during takeoff and landing, which are typically the most crucial parts of any flight,” Gupta said.

(Photo: Saab)

HUD technology has evolved significantly since its early days and has become an integral part of aviation operations. Leading companies like Honeywell, Collins Aerospace, Thales, and Elbit Systems continue to push the boundaries of HUD development, resulting in advanced systems that enhance pilot situational awareness and safety. With continued advancements in display technology, augmented reality, and integration with other avionics systems, the future of HUDs holds tremendous potential for revolutionizing the aviation industry further.

Thales first introduced the initial version of TopMax, a wearable HUD, in 2016. An upgraded version of the technology was unveiled in 2019 as a lighter, less bulky headset.

(Thales)

Elbit Systems designed a Low-Profile Head-Up Display (LPHUD) series for advanced fighter jets that includes a range of narrow neck HUD systems. The LPHUDs are compatible with advanced 4th, 4.5, and 5th-generation fighter aircraft, and they feature a Large Area Display (LAD). 

(Photo: Elbit)

Last October, Collins achieved a technical standard order, or TSO, for its combined vision system (CVS) for business aviation aircraft. Their “advanced CVS algorithms blend the full EVS image and SVS into a single conformal view,” according to the company.

“Whether it’s poor weather, smoke, dust, demanding terrain or busy airports, CVS clearly and automatically displays the critical visual information pilots need to safely operate their aircraft,” explained Craig Brown, general manager of Vision Systems at Collins.

(Collins)

The concept of the heads-up display was first introduced for military aircraft during World War II. These early systems consisted of basic optical components that projected simple targeting information onto a transparent screen.

HUD technology eventually found its way into civil aviation cockpits. In the 1970s, the first commercial aircraft to adopt HUDs was the General Dynamics F-111B. However, it was the introduction of the Rockwell Collins (now Collins Aerospace) HUD system in the Boeing 767 that marked a significant milestone for HUD technology in the commercial aviation sector. This development prompted further integration into various aircraft models.

Over the years, some notable advancements in HUD technology have been made:

Augmented Reality (AR) HUDs: AR HUDs have revolutionized the aviation industry by overlaying digital information on the real-world view. These systems provide pilots with real-time data, like navigation cues, flight parameters, and weather conditions, superimposed directly onto their field of view.

Enhanced Display Capabilities: HUDs now offer high-resolution, color displays with wider fields of view, ensuring better readability and improved situational awareness for pilots. These advancements enable pilots to quickly interpret critical information without diverting their attention from the external environment.

Integration with Synthetic Vision Systems (SVS): The integration of HUDs with SVS technology has been instrumental in enhancing pilot situational awareness during low-visibility conditions. By combining real-time sensor data and digital terrain databases, pilots are provided with a virtual representation of the external environment, reducing the risk of controlled flight into terrain (CFIT) accidents.

Head-Wearable Displays (HWDs): Recent developments in HWDs, such as smart glasses, offer potential HUD applications in general aviation. These wearable devices can provide pilots with critical flight data and navigation information while maintaining a clear line of sight outside the cockpit.

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