Integrated Flight Deck Research Articles

Simulation and modeling of aircraft movements passing through VOR

VOR/DME is an air navigation equipment, in flight navigation equipment is needed by the pilot as the direction to fly to the destination airport. The pilot tunes the destination VOR/DME frequency, the HSI on the aircraft will display the heading, bearing, deviation, course data, taking into account these data the pilot will arrive at the destination airport. The research objective is to make aircraft simulation software pass VOR/DME. The software is developed using the prototype method, which is by making a display model first, then comparing the display models that have been made with the existing VOR/DME simulation device. Simulation modeling are developed by placing VOR/DME at the appropriate latitude longitude, map modeling using MapX4.5, the plane is conditioned by selecting at a predetermined point, HSI instrument is modeling using GL Studio, the programming language used is C #. Calculation results obtained are visualized on the HSI instrument kit so that the user can see the flight direction of the aircraft on the map and visualization of the instrument. The calculation results are compared with the Garmin Integrated Flight Deck Trainer. With this software it is expected to be used in flight schools in Indonesia in the pilot learning process.

Affordable and Reliable Avionics Architecture Design for Advanced Regional Turboprop Aircraft

Integrated avionics architectures offer advantages such as higher flexibility, reliability, simplicity, future upgradeability and weight saving over previous federated designs. Successful implementations of integrated modular avionics (IMA) are onboard Boeing B777, B787, Airbus A380 and A350. These applications often result in development and maintenance cost not suitable for regional and general aviation aircraft. One popular approach to overcome this problem is by using integrated flight deck (IFD) supplied by avionics manufacturers such as Garmin or Honeywell. These manufacturers often optimize IFDs for applications in developed countries. For example, with the development and widespread use of satellite-based global positioning system (GPS) in the US, Canada and Europe, some terrestrial navigation equipment (e.g. ADF and DME) are no longer included in the standard IFD packages offered for commercial aviation. However, many areas in the rest of the world still use and rely largely on the availability of the ADF, DME, etc. Aircraft flying in these areas need to comply with the local requirements for terrestrial navigation systems already deployed. In this paper a study on the implementation of additional avionics equipment on Garmin G1000 for advanced regional turboprop aircraft is presented. G1000 is an integrated avionics system that integrates many electronic components including navigation, communication, course, attitude, display, etc. It has been widely used in all kinds of civil aviation aircraft. In order to conform to local and modern requirements, ADF receiver, DME transceiver, traffic alerting system and weather radar need to be integrated. Preliminary reliability analysis using fault tree method is performed for the designs to ascertain their safety as set out in the requirements for advanced regional turboprop aircraft.

Can We Automate Compliance to Collision Avoidance Resolution Advisories?

The Traffic alert and Collision Avoidance System (TCAS) was designed to prevent mid-air collisions by portraying a time-critical “resolution advisory” (RA) to the pilot. Complying with a TCAS RA is generally considered the safest course of action and takes priority over all other forms of air traffic management; however, pilot compliance with TCAS RAs is surprisingly low. One proposed solution is an ‘Auto-RA’ function which couples the autoflight system to TCAS such that, when the autopilot is engaged, it automatically executes any corrective RAs. This paper describes a study in an integrated flight deck / air traffic control simulator examining how pilots interact with TCAS with and without an ‘Auto-RA’ function. A prior study found that pilots allowed the autoflight system to fly the RA maneuver in 83% of the runs, but the situations where the pilots disconnected the Auto-RA function generally involved scenarios where pilots received confusing guidance from the RA, and conflicting instructions from air traffic control. Further, once clear of the conflict, pilots appeared to have trouble remembering which autoflight modes they had had engaged before the RA, and air traffic instructions requiring particular speed or altitude targets that were effectively erased by the Auto-RA function. Thus, this study particularly focused on particularly problematic traffic encounters, and on situations where the Auto-RA might disrupt pilots from meeting a specified air traffic restriction.

What we do with Human Factors Data and Theory: A Flight Deck Design Philosophy for the High Speed Civil Transport Aircraft

This paper reports on the results and lessons learned from constructing a design philosophy for a new aircraft. The High Speed Civil Transport aircraft is the next-generation supersonic transport, planned for initial operating capability in 2005. Current objectives for the aircraft include cruise speeds of Mach 2.4, ability to take off and land in low visibility, and restricted forward vision. These objectives necessitate consideration of major changes in some of the functions currently allocated to the human flight crew. An explicit design philosophy was defined as the first step in ensuring that system development proceeded with clear emphasis on supporting the human operators in accomplishing the goals of transporting their passengers and cargo safely, comfortably, efficiently and on schedule. This paper discusses the development and details of the integrated flight deck design philosophy that will be used to guide the development of a High Speed Civil Transport flight deck. The paper describes • the goals, scope and benefits of the flight deck design philosophy; • the effect on the current system development process; • the method used to produce the design philosophy; • examples of the philosophy and guideline statements, with rationale; • and finally, suggestions for improving the transfer of basic and applied research into the system design process.