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FINETUNING THE FLIGHTDECK

Individuality has always been a good marketing instrument. When cockpit avionics for business jets and regional airliners are concerned, the avionics suppliers are offering custom fit systems for the particular aircraft type. Modular networks allow the integration of a variety of sensors and offer growth potential for future technologies.

The trend for technological advance is really obvious in the flight deck. Large liquid crystal displays (LCDs), new display formats along with userfriendly knobs and switches highlight today's scale to which the flightdecks of new aircraft are measured to. New knowledge about the man-machine interface have a direct influence on the products of the established avionics manufacturers.

At the NBAA 1998 in Las Vegas, Rockwell Collins presented modifications to its ProLine 21 avionics which was first shown in 1995. Collins changed the design and material of the switches and knobs. This goes beyond just changing the look, the company says. The new design is supposed to give pilots are more intuitive way to operate the system even under high-stress conditions.

ProLine 21 has so far been chosen for the Cessna CitationJets CJ1 and CJ2, the Raytheon Premier I and hte Bell 609 tiltrotor aircraft.

While the foundamental design of the avionics system architecture is basically the same for all three types, the flightdeck configurations differ. The CitationJets have two displays and the Bell 609 cockpit features three 20 x 25 cm LCDs.

Along with the individual adaptation of the avionics, Collins also develops particular display formats for each aircraft model. For this, Collins uses computer-based design tools. VIVID (Visually Interactive Validation and Integration Domain) is a graphical design program which allows the design of a custom fit format. The program generates the necessary specifications which will later be used by the software engineers to actually program the real display software.

VIVID is more. "The program generates a rich set of data", says Bruce Ray, manager flight deck design and validation for Collins. Along with visualizing the flightdeck, the underfloor systems and certification issues, the data are usable to create computer-based training material.

The use of new design tools such as VIVID dramatically reduces the development time for new cockpit avionics. "We can now do in hours what used to take months", says Gene Schwarting, director strategic management. By reducing the risks, Schwarting continues, "we are taking a big burden from our customers's shoulders,"

Phoenix, Arizona-based Honeywell has made a similar experience in developing new cockpit avionics. Just a few months ago, Honeywell announced new versions of its Primus Epic avionics line which was first presented at the end of 1996.

Primus Epic's core is made of a modular avionics unit MAU. The system is designed for new business jets and regional airliners. Along with the new Hawker Horizon, Primus Epic will be used on the Fairchild Aerospace 728JET and the new AB139 helicopter which is being developed in a joint venture by Agusta and Bell. The first certification of the Primus Epic with the Horizon is expected for 2001.

Two further versions of the Epic will be available soon also. The Primus Epic CDS (Control Display System) and the CDS Retrofit for retrofit into existing analogue or digital aircraft will be available in mid-1999 (CDS Retrofit) and 2000 (CDS) respectively.

Common to all three Epic versions is the use of 20 x 25 cm LCDs (DU-1080). The main difference is in the avionics architecture. The difference between CDS and CDS Retrofit in particular is that CDS has an integrated autopilot and flight director while the retrofit version does not and works with existing systems.

First applications for the Epic CDS will be the new Cessna Sovereign and the Swearingen SJ30-2. Sino-Swearingen had originally planned to use the Primus-1000 system but changed his mind when realizing the new Epic avionics will be available in time for the new jet.

Honeywell uses TRACS (Tool for Rapid Advanced Cockpit Simulation) as a development tool for new display formats. TRACS is basically a cockpit mock-up in which only the LCDs and certain input devices are functional. Among others, TRACS is used for marketing and customer demonstrations and allows the presentation of a variety of formats and scenarios on the displays. The displays can be duplicated at various locations.

At the NBAA 1998, Honeywell presented new Epic display formats taken from TRACS, for example showing a 3-dimensional primary flight display. John Cummings, Honeywell program manager displays and controls, points out that these display formats will not necessarily fly next year but, looking at the speed in which today's avionics are developed, might be in service in just a few years from now.

From page 78 of FLUG REVUE 2/99