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Aviation History
2003
2003 - 1814.PDF
Cover story tomer requirements can be quickly imple mented. The single primary flight display in each cockpit is flight-critical and software writing procedures reflect this. Wainwright heads a cockpit-working group and he says VAPS has permitted rapid improvements to be made to the presenta tions on the MFDs and HUD as the group defines the system. The only flight-critical software is that driving the PFD and the aim is not to alter it. Smith adds: "Design it once as it is expensive to re-certificate." This architecture separates flight-critical from mission-critical systems such as the MFDs. The cockpit working group includes test pilots, human factors experts and relevant engineers as well as those like Wainwright with relevant operational experience. They drive cockpit develop ment, which is then rapidly prototyped using VAPS. The group then evaluates the results, asking for iterations of the design when necessary. This process also allows rapid response to customer needs, says Wainwright. General Dynamics UK is responsible for the mission computer. The system is on its third processor type as the open architec ture allows frequent upgrades to remain state of the art. Remote interface units (RIU) will be added next, says Smith. This will reduce wiring complexity and weight while improving reliability. Extra capacity Cervia says RIUs will be fitted in the front cockpit, rear cockpit and avionics bays, meaning only 1553 databus wiring is needed to link the three. The computer is bigger than needed, but easy to write soft ware for, he adds. It will also provide addi tional capacity for customer-driven addi tions to the system as there are five spare card slots in the box. It drives the MFDs and HUD repeater and receives GPS/IMU data. The second prototype, P02, will be fit ted with a CMC CMA-3000Mk2 flight management system (FMS), says Ramseier. The pilot controls the mission system and displays with the hands-on-throttle-and- The virtual stick inceptors, the upfront control panel radar (right) on the HUD mounting and the soft keys is a generic around the screens. The mission computer APG-type is not flight-critical as there is a separate display. A engine instrumentation and crew-alerting datalink system in the front cockpit. between A student will enter a PIN number, aircraft which will track his progress and help con- could be figure the aircraft for that student. The air- added borne activities will also be linked with the student's laptop, which will include com puter-based training for the aircraft sys tems. The airborne sortie is recorded digi tally rather than via video, so that display pages not used by the pilot in flight can be considered during debriefing. A switch in the cockpit allows it to be selected for instructors or students. Instructors can also split the cockpits so their displays either mimic the students' or the instructors can use their screens to set up mission profiles and drive the embed ded simulation system leaving the students unaware of the changes. Senior says the open architecture system brought challenges, "but we coped, and we've been very successful". He adds, how ever, "one drawback is open architecture is too flexible, too easy to keep updating". To improve turnaround times when maintenance is required, Pilatus has ensured good access to the line-replaceable units. For instance, the avionics bay behind the cockpit has an access door underneath rate the aircraft and on the starboard side. This allows a technician to stand upright in the bay and hand the faulty box through the aircraft's side to a colleague. The bay is also served by the cockpit's Honeywell Normalair Garrett (NGL) air and vapour-cycle system. This, coupled with anti-vibration racks, pushes the mission computer's predicted mean time between failures to 4,500h, says Smith. Although the bay is not fully pressurised, there are nar rower pressure and temperature differentials during a mission than an ambient bay would provide, so negative effects are reduced. Conditioning the bay allows use of plastic, rather than military-specification metals, which reduces weight. Engine- Production tooling was used for the first aircraft and is suitable for a 40-aircraft- a-year build 36 15-21 JULY 2003 FLIGHT INTERNATIONAL www.fliqhtinternational.com
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