A heads-up electronic flight display tested at NASA's Langley Research Center to improve aircraft performance and safety.

When the NASA Terminal Configured Vehicle (TCV) program began in 1973, the goal was to develop airborne systems and flight procedures that could improve the safety, efficiency, and capacity of terminal, or airport, operations. As the program evolved into Advanced Transport Operating Systems (ATOPS), the research expanded. Instead of concentrating only in the terminal area, the goal became improving the efficiency and safety of flight operations throughout the National Airspace System.[Ref 6-1] One area the NASA researchers targeted to help accomplish this goal was the development of more capable and efficient aircraft systems.

NASA Langley's "flying laboratory" at sunset.

The ATOPS program and the Boeing 737 Transport Systems Research Vehicle (TSRV) conducted several different technology research projects during the 1980s and early 1990s that were geared toward improving the internal systems and operation of transport aircraft. A Digital Autonomous Terminal Access Communication (DATAC) data bus and experimental optical engine control technology offered improved control and operation of basic aircraft systems. A Total Energy Control System (TECS) allowed aircraft to fly more efficiently and comfortably by integrating autopilot and autothrottle controls. An Engine Monitoring and Control System (EMACS) showed that safety could be increased and pilot workload decreased by redesigning engine instrumentation displays. A Takeoff Performance Monitoring System (TOPMS) provided pilots with visual information on the progress of a takeoff roll to help them make the critical "Go/No Go" decision.

All these technologies offered significant improvements in various aspects of aircraft systems and operations at least in theory. Yet while the research results for all the technologies were positive, the degree to which they were incorporated into commercial aircraft varied widely. DATAC was so well accepted that it became the basis of an industry design standard. TECS was incorporated into a remote piloted vehicle designed by the Boeing Commercial Airplane Company, but it was not designed into any of the company's transport aircraft. EMACS was not immediately adopted by the air transport industry, but the technology was enthusiastically accepted by a general aviation manufacturer, and it garnered enough industry interest to make it a potential addition to future transport aircraft designs. TOPMS, on the other hand, was popular with pilots but was not widely supported by the commercial air transport airframe manufacturers or airlines, although McDonnell Douglas decided to research the technology further to see if its deficiencies could be resolved.

The ATOPS research showed several ways technology could improve aircraft systems. But it also illustrated the complexity of the technology application process. To a researcher at NASA's Langley Research Center, a technology with improved performance was clearly better than an old method. But the commercial manufacturers and airlines who would use the technology had to take more complex factors into account. Just because a technology appeared worthwhile to researchers did not necessarily mean that manufacturers or the airlines would view it the same way.

Briefing concept for Langley's research effort to develop a takeoff performance monitor for use on commericial aircraft.