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Aviation History
1988
1988 - 2401.PDF
flying. This format was supported by Nasa. On an aircraft with digital databuses, the airspeed scale can now be programmed to show weight-related reference speeds as well as limit speeds for flaps, undercarriage, etc. The airspeed pointer is an ideal location for a trend arrow, to show potential speed change in say, the next ten seconds. This is useful in windshear, or when there is rapid energy loss in manoeuvre. As individual CRTs grew larger, rate of climb also appeared to the right, and a compass segment was added at the bottom of the PFD. Finally, the PFD became a whole "basic T" of flight instruments, and the old instruments were relegated to a standby role. From the start the ND was more developed than the old compass and its azimuth deviation display. With data from a Flight Management System or a simpler Area Navigation System, the ND could show aircraft position, path, and intended route. Waypoints, navaids, and airfields could be shown and labelled, and featured on several alternative formats. The ND could display selected routes at the route planning stage, for which orientation changed to north-up. Useful progress features have been added. Short arcs project the distance to top of climb or bottom of descent, based on current rates. The track ahead for a given rate of turn can be shown as an arc leading on from current position, and matched to a track intercept. Larger displays began to supplement the 90° heading arc, at the top of a typical display format most often used, with angular infor mation over 360° to aid manoeuvre. The full 360° "rose" display is generally standard for terminal area navigation and VOR or DME approach formats, where much manoeuvring is likely. Track-up display caused some misgiving. It may be used to some advantage over heading-up display, in showing areas of interest about the intended route line in even balance; but this departs from the established concept of compass displays. The inter-relationship of the ND and flight management systems (FMS) or similar facilities is important. As FMS data capacity has increased, so more detail can be shown of terminal areas on the ND. A complete suite of departure and approach routings can be shown; holding patterns—which can be flown automatically on autopilot control— also need to be shown. The CRT display's flexibility made pos sible a display long needed in the cockpit —the superimposition of the weather display over the navigation picture. Not only can the pilots now see the relative position of weather to the aircraft, but they can also assess the location of weather against filed and alternative routes. In some cases dual control of display is provided, to give differ ing scale, elevation, or setting of weather pictures on the two pilots' dispays. On many smaller aircraft the screen that was typically dedicated to weather display is now shared by one or more alternative— flight instrumentation, systems, or opera tional or checklist data displays. This layout is usually referred to as the Multifunction Display (MFD). Electronic displays are also used for the main presentation of engine instrumen tation, warnings, and systems. Engine parameters can be shown as circular or linear displays, according to choice. Limitations automatically reset to the engine regime, and colour changes highlight exceedances. Most significant for flightdeck manage ment was the advent of Boeing's engine indi cation and crew alerting system (Eicas), and As the leading corporate aircraft, Gulf stream's GIV has stepped boldly into the electronic era. Its snug cockpit is dominated by six 8in-square full-colour^ displays ±: I '—a rcr / <~™ f i_&a Lp f i fcoi IB E LSJS HIS com LJpji] UTtL f iOQl ENG Ft a FUE |J_5J50] PRE [ to [ VM LPL IP 1 1 tl L or 950 C 3S 50 i> 50 0.10 1 10 Fit «. '.' ?no top r wp ••* EFMh SOB,™ -----."" ••'m 3 i T ^31 BlU g| IH^H ^H£fi] FLIGHT INTERNATIONAL, 3 September 1988 89
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