Editing Head-up display (section)

=== Civil aircraft specific applications ===
[[File:SVS Cockpit Gulfstream GV.jpg|thumb|The cockpit of [[NASA]]'s [[Gulfstream V|Gulfstream GV]] with a synthetic vision system display. The HUD combiner is in front of the pilot (with a projector mounted above it). This combiner uses a curved surface to focus the image.]]
The use of head-up displays allows commercial aircraft substantial flexibility in their operations. Systems have been approved which allow reduced-visibility takeoffs, and landings, as well as full manual [[Instrument Landing System#ILS categories|Category III A]] landings and roll-outs.<ref>{{Cite web|url=http://www.faa.gov/library/manuals/examiners_inspectors/8700/hbga/media/hbga9916.doc|archiveurl=https://web.archive.org/web/20061001014951/http://www.faa.gov/library/manuals/examiners_inspectors/8700/hbga/media/hbga9916.doc|url-status=dead|title=Order: 8700.1 Appendix: 3 Bulletin Type: Flight Standards Handbook Bulletin for General Aviation (HBGA) Bulletin Number: HBGA 99-16 Bulletin Title: Category&nbsp;III Authorization for Parts 91 and 125 Operators with Head-Up Guidance Systems (HGS); LOA and Operations Effective Date: 8-31-99|archivedate=October 1, 2006}}</ref><ref>Falcon 2000 Becomes First Business Jet Certified Category III A by JAA and FAA; Aviation Weeks Show News Online September 7, 1998</ref><ref>{{cite web|url=http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgDAC.nsf/0/650d5669656fd15086256eeb0066a6cf?OpenDocument |title=Design Guidance for a HUD System is contained in Draft Advisory Circular AC 25.1329-1X, "Approval of Flight Guidance Systems" dated 10/12/2004 |publisher=Airweb.faa.gov |access-date=2009-10-02}}</ref> Initially expensive and physically large, these systems were only installed on larger aircraft able to support them. These tended to be the same aircraft that as standard supported autoland (with the exception of certain turbo-prop types{{clarify|date=September 2023}} that had HUD as an option) making the head-up display unnecessary for Cat III landings. This delayed the adoption of HUD in commercial aircraft. At the same time, studies have shown that the use of a HUD during landings decreases the lateral deviation from centerline in all landing conditions, although the touchdown point along the centerline is not changed.<ref>{{cite journal|title = HUD With a Velocity (Flight Path) Vector Reduces Lateral Error During Landing in Restricted Visibility|journal = [[International Journal of Aviation Psychology]]|date = 2007|volume = 17|issue = 1|pages = 91–108|author1 = Goteman, Ö.|author2 = Smith, K.|author3 = Dekker, S.|doi = 10.1080/10508410709336939|s2cid = 219641008}}</ref>

For [[general aviation]], MyGoFlight expects to receive a [[supplemental type certificate|STC]] and to retail its SkyDisplay HUD for $25,000 without installation for a single piston-engine as the [[Cirrus SR22]]s and more for [[Cessna Caravan]]s or [[Pilatus PC-12]]s single-engine turboprops: 5 to 10% of a traditional HUD cost albeit it is non-[[conformal projection|conformal]], not matching exactly the outside terrain.<ref>{{cite news |url= https://www.ainonline.com/aviation-news/general-aviation/2018-08-24/hud-rest-us |title= A HUD For the Rest of Us by |author= Matt Thurber |date= August 24, 2018 |work= AIN online}}</ref>
Flight data from a [[tablet computer]] can be projected on the $1,800 Epic Optix Eagle 1 HUD.<ref>{{cite news |url= https://www.ainonline.com/aviation-news/business-aviation/2018-12-26/huds-you |title= This HUD's For You |author= Matt Thurber |date= December 26, 2018 |work= AIN online}}</ref>