Operating a modern airliner demands precision, focus, and split-second decision making from the pilot. In the sky there are no road signs, and three-dimensional orientation can feel like navigating a maze for many pilots.
“During road travel, control is limited to two dimensions: left-right and forward-backward. In aviation, the pilot must manage three coordinates, three rotational angles, and speed, all while there is no fixed ground reference. Picture driving with zero visibility in dense fog and trying to connect two dashboard levers to pick the correct direction. It is undeniably tough, and pilots today face exactly that challenge in the air,” explained Tyaglik, a candidate of technical sciences.
Contemporary cockpit instruments are compensatory in nature: they show deviations in altitude and lateral position from the intended flight path. When pilots rely on these instruments, intuition and natural spatial sense become less effective, requiring deliberate effort and training.
“We propose a different approach: draw a sky corridor where the pilot can see the aircraft’s position in space and preview the trajectory of the plane ahead for several seconds,”
stated Tyaglik.
Based on augmented reality technology, the predictive display overlays both the prescribed flight path and a short-term forecast of movement directly onto the outside view. Research indicates this approach eases the piloting task, enhances accuracy in following the set trajectory, and reduces pilot workload. The result is a notable improvement in safety across straightforward and challenging weather, including periods of intense atmospheric turbulence.
The predictive display can be deployed in multiple ways. In current aircraft, the information may appear on a head-up display. Earlier, MAI researchers, in collaboration with RAC MiG, developed helmet-mounted imaging systems for the MiG-35 and MiG-29K. These systems project the predictive view into the pilot’s line of sight, simplifying tasks such as carrier landings, low-altitude flight, and in-flight refueling. Today, the helmet-mounted predictive display is actively promoted by RAC MiG.
Presently, MAI experts are tasked with adapting the predictive display for a next-generation supersonic airliner. Such a system is particularly valuable because the pilot may not be able to see the outside environment with the naked eye.
“The future supersonic airliner will rely on cameras and monitors to convey external conditions since the cockpit will be largely glassless. When landing, if the aircraft’s coordinates and airspace are known, the computer can map the airport onto the ground and show it. Our proposal is to add a protective corridor indicating the flight path plus a short-term movement estimate,”
explained Tyaglik.
Replacing the canopy with cameras helps avoid earlier limitations seen in generations like the Concorde and Tu-144.
“During approach the aircraft arrives at very high angles of attack, which reduces direct ground visibility. In those older models, the nose had to drop to keep the earth in view. That design is heavy and complex and can be avoided in a digital era. Transmitting live imagery to the pilot via cameras and synthetic vision allows a clear view of the landing area, not just through the windshield but also vertically downward,” noted Mikhail Tyaglyk.
Decisions were made to move away from glass for practical reasons during supersonic flight. Windshields heat up and complicate cooling, so screens offer a better solution. Moving the display away from the nose enables more flexible crew placement and helps offset the greater g-forces expected as the forward section grows longer, aiding passenger and crew comfort.
Designers emphasize reliability. Digital information displays are already well developed and widely adopted in modern cockpits, replacing many analog systems. The belief is that a virtual glass setup can achieve comparable reliability thanks to multiple redundancies across components.
Plans call for completing the research and development work on the predictive display for a supersonic airliner by 2025, with aims to integrate results during the design phase of future aircraft.
Commentary from a former Aeroflot pilot with extensive experience on domestic and international aircraft offered a balanced view. The pilot suggested the system could be highly useful, noting that seeing a weather corridor directly in front of the aircraft would be easier and more informative than traditional flight instruments or relying on raw visual cues alone.
However, there was caution about widespread automation. While automation reduces the need for constant thinking, it can also foster skill erosion in pilots. In the event of an automation failure or other emergencies, this risk cannot be ignored.