Cocpit design requirements
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Here are some really menial WIBNI's (wouldn't it be nice ifs):
Sunscreens that can be positioned single handed
A charging point for laptops, mobile phones, Electronic Flight Bags etc.
Rubbish/wastepaper bins that can be easily emptied and cleaned
A dimming system that enables ALL cockpit lights to be dimmed
Somewhere to stash active paper work and a fixed clipboard
Somewhere to stash old paperwork
Somewhere to stash manuals
Digital manuals with a proper index so you don't have to go to the one above
A guidance panel with lights above the selected mode with values shown in windows on the panel as well as in the PFD/ND
Automatic altitude arming (change the altitude and have ALT armed automatically)
A live VS wheel
Heading/Altitude/Speed knobs that you twist to arm, push to hold and pull to select.
PM
Sunscreens that can be positioned single handed
A charging point for laptops, mobile phones, Electronic Flight Bags etc.
Rubbish/wastepaper bins that can be easily emptied and cleaned
A dimming system that enables ALL cockpit lights to be dimmed
Somewhere to stash active paper work and a fixed clipboard
Somewhere to stash old paperwork
Somewhere to stash manuals
Digital manuals with a proper index so you don't have to go to the one above
A guidance panel with lights above the selected mode with values shown in windows on the panel as well as in the PFD/ND
Automatic altitude arming (change the altitude and have ALT armed automatically)
A live VS wheel
Heading/Altitude/Speed knobs that you twist to arm, push to hold and pull to select.
PM
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Piltdown Man,
Could you expand on these a little?
"Digital manuals with a proper index so you don't have to go to the one above"
Not sure what you mean by this? Would a [BACK] button solve the problem?
"A guidance panel with lights above the selected mode with values shown in windows on the panel as well as in the PFD/ND"
What values?
"Automatic altitude arming (change the altitude and have ALT armed automatically)"
Is this a safe thing to do? Would you never pre-select an altitude ahead of time, then arm it at the appropriate time?
"A live VS wheel"
Not sure what you mean by this: live even when not under autopilot (or flight director) control?
Could you expand on these a little?
"Digital manuals with a proper index so you don't have to go to the one above"
Not sure what you mean by this? Would a [BACK] button solve the problem?
"A guidance panel with lights above the selected mode with values shown in windows on the panel as well as in the PFD/ND"
What values?
"Automatic altitude arming (change the altitude and have ALT armed automatically)"
Is this a safe thing to do? Would you never pre-select an altitude ahead of time, then arm it at the appropriate time?
"A live VS wheel"
Not sure what you mean by this: live even when not under autopilot (or flight director) control?
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No problem:
A digital flight manual is all but useless unless it has a good index. If the index and/or table of contents is useless you end up getting the paper manuals out of their stowage.
I now fly an aircraft without the heading, altitude or speed shown on the guidance panel. They are only shown on the FMA in the PFD. To select a heading you have to look for the correct knob (one of ten) and then turn it whilst you are looking at the FMA. And it's a pain in the bum. Most aircraft have the heading, altitude and speed selection shown on the guidance panel. But not the Embraers! Bloody Honeywell!
Additionally, when you select HDG, Speed or ALT (ie. press the button to engage the mode) the selection is ONLY visible within the FMA windows and not on the guidance panel. Again. a pain in the arse.
Altitude arming: I think you have it. If you dial in a different altitude, you want it armed, not ignored. So bloody arm it! In a Fokker 50 you have to arm (select ASEL) every altitude. A pointless pain with serious implications if you forget. On the Fokker 70/100 you dial in the next altitude and as soon as you select a new vertical mode, the next altitude will be captured on reaching. Neat!
When I move the V/S I want the plane to go up or down. Why should I have to press another yet another button to say I want to use V/S when I have already moved the wheel? And yes, live in all FD modes.
You may get the impression that I'm a fan of Fokker 70/100's and you'd be right. I also really dislike the battle that I have to do with the crap installed in the Embraer 190. If Honeywell peddle these poor sods more of the same crap they have sold in the past, God help those who fly in them and under them if they ever become single pilot.
Oh and could I have a cloud light as well please. Something that would illuminate a cloud well before I get to it at night. Not quite a laser but a well focussed light that would reflect off a cloud at say 1/2 mile?
PM
A digital flight manual is all but useless unless it has a good index. If the index and/or table of contents is useless you end up getting the paper manuals out of their stowage.
I now fly an aircraft without the heading, altitude or speed shown on the guidance panel. They are only shown on the FMA in the PFD. To select a heading you have to look for the correct knob (one of ten) and then turn it whilst you are looking at the FMA. And it's a pain in the bum. Most aircraft have the heading, altitude and speed selection shown on the guidance panel. But not the Embraers! Bloody Honeywell!
Additionally, when you select HDG, Speed or ALT (ie. press the button to engage the mode) the selection is ONLY visible within the FMA windows and not on the guidance panel. Again. a pain in the arse.
Altitude arming: I think you have it. If you dial in a different altitude, you want it armed, not ignored. So bloody arm it! In a Fokker 50 you have to arm (select ASEL) every altitude. A pointless pain with serious implications if you forget. On the Fokker 70/100 you dial in the next altitude and as soon as you select a new vertical mode, the next altitude will be captured on reaching. Neat!
When I move the V/S I want the plane to go up or down. Why should I have to press another yet another button to say I want to use V/S when I have already moved the wheel? And yes, live in all FD modes.
You may get the impression that I'm a fan of Fokker 70/100's and you'd be right. I also really dislike the battle that I have to do with the crap installed in the Embraer 190. If Honeywell peddle these poor sods more of the same crap they have sold in the past, God help those who fly in them and under them if they ever become single pilot.
Oh and could I have a cloud light as well please. Something that would illuminate a cloud well before I get to it at night. Not quite a laser but a well focussed light that would reflect off a cloud at say 1/2 mile?
PM
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Oh and could I have a cloud light as well please. Something that would illuminate a cloud well before I get to it at night. Not quite a l@ser but a well focussed light that would reflect off a cloud at say 1/2 mile?
I'll have a word with a chubby friend of mine, think he's got a solution to that - known as the HIRL.
High Intensity Rudloph Light.
Very interested in your feedback on the hdg bug, as I have been woking towards something like the Garmin 5000 - single remote touchscreen for all inputs to the systems. From what you're saying you'd rather have a knob adjacent to the screen - or would a repeat of the HDG at the point of entry be enough?
I'll have a word with a chubby friend of mine, think he's got a solution to that - known as the HIRL.
High Intensity Rudloph Light.
Very interested in your feedback on the hdg bug, as I have been woking towards something like the Garmin 5000 - single remote touchscreen for all inputs to the systems. From what you're saying you'd rather have a knob adjacent to the screen - or would a repeat of the HDG at the point of entry be enough?
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...or would a repeat of the HDG at the point of entry be enough?
PM
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Re cockpit design. Straying slightly off that specific subject for a few moments, but I wonder if people are aware of an interesting aspect to cockpit check list design. Back in the Seventies my airline which had a couple of new Boeing 737-200's had the services of a former Boeing test pilot who was involved with the design of the 737 cockpit and associated operational checklist items. After receiving the first of our two 737's our company had added several more items to the published 737-200 checklist.
It was pointed out by the test pilot that we may have to employ a flight engineer since the 737 was designed to be flown by two pilots and the inclusion of several more checklist items invalidated the two crew concept.
He explained that research revealed there was a certain limit to the number of items a two crew could cope with. Any more than that, a third crew member such as a flight engineer was needed.
That is why various functions were automated in the 737 to reduce the number of eye movements, switch selections etc. The auto seat belts function and auto-switch over of the pressurisation system were two cases in point.
By adding more items, the integrity of the two pilot operation is compromised since the additional workload is unnecessary. I wonder if those check pilots responsible for adding further items to the manufacturer's published check list are aware there is a lot of planning and thought gone into the original checklist design for a particular aircraft type. Indeed, some of these checklist items may be the result of accidents or incidents in the past and designed to mimimise the chances of mistakes happening again.
Having observed in the simulator the sometimes extraordinary number of call-out's required of the crews of Airbus types it seems that continual verbalising of what they see in terms of instrument indications or what are considered as airmanship items such as company SOP's, could be considered as superfluous to the actual flying of the aircraft. Fly by mouth is an apt description. Sorry about the thread drift
It was pointed out by the test pilot that we may have to employ a flight engineer since the 737 was designed to be flown by two pilots and the inclusion of several more checklist items invalidated the two crew concept.
He explained that research revealed there was a certain limit to the number of items a two crew could cope with. Any more than that, a third crew member such as a flight engineer was needed.
That is why various functions were automated in the 737 to reduce the number of eye movements, switch selections etc. The auto seat belts function and auto-switch over of the pressurisation system were two cases in point.
By adding more items, the integrity of the two pilot operation is compromised since the additional workload is unnecessary. I wonder if those check pilots responsible for adding further items to the manufacturer's published check list are aware there is a lot of planning and thought gone into the original checklist design for a particular aircraft type. Indeed, some of these checklist items may be the result of accidents or incidents in the past and designed to mimimise the chances of mistakes happening again.
Having observed in the simulator the sometimes extraordinary number of call-out's required of the crews of Airbus types it seems that continual verbalising of what they see in terms of instrument indications or what are considered as airmanship items such as company SOP's, could be considered as superfluous to the actual flying of the aircraft. Fly by mouth is an apt description. Sorry about the thread drift
Last edited by A37575; 16th Dec 2010 at 06:13.
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A37575 - I think you are spot on!. Designing a cockpit that minimises the number of items on a checklist and callouts in flight can only be "good thing."
Oh, and another request. Allow NAV or HDG to be armed on the ground but make a sub-mode of heading like "Take-off Track" the active mode as soon as take-off power or G/A is selected. Then, at a suitable height such as 400' automatically engage the armed mode (unless manually selected earlier) or stay with "Take-off Track" if no lateral modes are armed. Keep this mode until another lateral mode is selected. Calculate the value of "take-off track" to the average track made good say between 30 and 80 kts or use the ILS "track" for the G/A.
For altimeters, built a separate barometric setting knob with QNH window shown next to the knob. A wise person would also enable Feet & hPa, Feet & Inches, plus metric. Personally I'd do that with a rotary selector but make sure that the values are converted precisely when the knob is moved We don't want to spill our tea. Have a STD knob which toggles between the pre-set QNH and STD.
PM
Oh, and another request. Allow NAV or HDG to be armed on the ground but make a sub-mode of heading like "Take-off Track" the active mode as soon as take-off power or G/A is selected. Then, at a suitable height such as 400' automatically engage the armed mode (unless manually selected earlier) or stay with "Take-off Track" if no lateral modes are armed. Keep this mode until another lateral mode is selected. Calculate the value of "take-off track" to the average track made good say between 30 and 80 kts or use the ILS "track" for the G/A.
For altimeters, built a separate barometric setting knob with QNH window shown next to the knob. A wise person would also enable Feet & hPa, Feet & Inches, plus metric. Personally I'd do that with a rotary selector but make sure that the values are converted precisely when the knob is moved We don't want to spill our tea. Have a STD knob which toggles between the pre-set QNH and STD.
PM
Last edited by Piltdown Man; 16th Dec 2010 at 09:02. Reason: I forgot something...
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Why would you have metric altitude? Doesn't everyone fly on feet or flight levels?
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ICT-SLB: I disagree. If ever you fly between an Imperial and Metric FIR, you really need the Switch or Knob. Pin or software programming is OK for switching between Knots and Kilometres, but a change in altitude measuring has to be capable of being done in the air (as well as on the ground) - so you HAVE to have the switch. Failure to provide the switch/knob means that any operator flying between these two types of FIR has to have additional paperwork.
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Piltdown,
On the majority of Rockwell Collins EFIS (at least on aircraft built by my employer) the Metric Altitude is up permanently as a numeric read out when programmed - but not the main scale, which I would guess, is what you would prefer.
On the majority of Rockwell Collins EFIS (at least on aircraft built by my employer) the Metric Altitude is up permanently as a numeric read out when programmed - but not the main scale, which I would guess, is what you would prefer.
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I can see your point. But as you fly from imperial to metric land (or vice versa), you really want to be able to select your actual cleared level rather than the closest (and arguably perfectly legitimate) equivalent. It's a bit like PC's in their early days - Having only a # instead of £ because the manufacturer couldn't really be bothered to spend a dollar or two to cater for a foreign market really annoyed customers.
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New term, new questions!
I'm now working on the single pilot operation, and trying to come up with some flowcharts for 'action in the event of pilot incapacitation' during the seven stages of flight:
1. Pre flight Taxi
2. Take off
2. Climb out
3. Cruise
4. Descent
5. Approach
6. Land
7. Post flight Taxi
Taxi is easy - put the brakes on, set engines to ground idle and stop the rotors turning!
Take off stage is pretty much the same providing there is room on the runway to stop. If not, proceed with take off, climb to safe altitude and request clearance to land. Once given, carry out approach and landing in accordance with local rules.
After that it gets a little tricky, as I'm not sure what the proceedure for in flight emergencies is - luckily I've never had anything serious enough to have to find a runway quickly.
I'd appreciate some help with listing the actions you would take on having an in-flight emergency which required landing at the nearest suitable airfield.
Assume there are no systems failures - at this stage just getting a serviceable aircraft back to terra firma is enough.
Thanks again for any input.
Glum.
I'm now working on the single pilot operation, and trying to come up with some flowcharts for 'action in the event of pilot incapacitation' during the seven stages of flight:
1. Pre flight Taxi
2. Take off
2. Climb out
3. Cruise
4. Descent
5. Approach
6. Land
7. Post flight Taxi
Taxi is easy - put the brakes on, set engines to ground idle and stop the rotors turning!
Take off stage is pretty much the same providing there is room on the runway to stop. If not, proceed with take off, climb to safe altitude and request clearance to land. Once given, carry out approach and landing in accordance with local rules.
After that it gets a little tricky, as I'm not sure what the proceedure for in flight emergencies is - luckily I've never had anything serious enough to have to find a runway quickly.
I'd appreciate some help with listing the actions you would take on having an in-flight emergency which required landing at the nearest suitable airfield.
Assume there are no systems failures - at this stage just getting a serviceable aircraft back to terra firma is enough.
Thanks again for any input.
Glum.
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Glum,
I thought your aircraft was a tiltrotor? So I'm confused about your takeoff scenario unless you're always going to do a rolling takeoff - not how I've see Ospreys operate. I would suggest you might want to consider subdivisions of your basic phases - for example many transports' takeoff configuration warning (& thus pilot actions) have a break point at 100kt. For a VSTOL aircraft, I would think in or out of ground effect or vertical or rolling takeoff could all have a bearing on pilot actions. Other major ones would be available Autopilot modes & capabilities - Emergency Descent mode for example. I've never worked on a VSTOL but it's bad enough sorting out the CAS logic for a fixed wing so you've got my sympathy - they'll be making you work this term!
I thought your aircraft was a tiltrotor? So I'm confused about your takeoff scenario unless you're always going to do a rolling takeoff - not how I've see Ospreys operate. I would suggest you might want to consider subdivisions of your basic phases - for example many transports' takeoff configuration warning (& thus pilot actions) have a break point at 100kt. For a VSTOL aircraft, I would think in or out of ground effect or vertical or rolling takeoff could all have a bearing on pilot actions. Other major ones would be available Autopilot modes & capabilities - Emergency Descent mode for example. I've never worked on a VSTOL but it's bad enough sorting out the CAS logic for a fixed wing so you've got my sympathy - they'll be making you work this term!
At the risk of being a bit glib, the typical actions in the event of pilot incapacitation in a single pilot aeroplane, are to lose control resulting in an accident.
If you are looking at some form of reversionary logic to design into your AFCS in the event of a pilot ceasing to make any inputs to the controls,then this is pretty complex and I think that what you're going to need to do is sit down with a pilot and use their knowledge base to sketch this out in the format that you need. If you hadn't already made contact with the test pilots at NFLC then this is probably the time to do it.
You could get a lot from the checklist and manual used by a good flying school. Staying at Cranfield, I'd suggest that you could do worse than, say, strolling along to Bonus Aviation and buying a copy of theirs for either an Arrow or a Seminole - which should be a pretty good source of reference in seeing how pilots are programmed to handle these actions, since your machine needs to essentially do the same. (I suggest them, because I know their checklists and they're quite well written, complete and easy to follow.)
In a nutshell however, I think that if you are really trying to automate actions in the event of pilot incapacitation, all of 2-5 will be basically an expansion on:
- Squawk emergency
- climb/descend to safe height (just above MSA is probably optimal in most parts of the world.
- Orbit in position for a couple of minutes whilst making some RT announcement of intentions with timeline
- Divert to nearest available (or a pre-programmed) instrument runway
- Make automated instrument approach and landing.
- Stop on the runway and shutdown.
No.6 will just simplify to:
- Squawk emergency
- Make RT announcement of pilot incapacitation
- Make automated instrument approach and landing.
- Stop on the runway and shutdown.
If you are going to design something like this into a flying machine, you absolutely need some form of cockpit announcement and pilot override - the pilot may have perfectly good reasons for not making control inputs, or a dead-mans-switch may fail, and a conscious and capable pilot needs to be able to override the computers and continue to direct his own destiny.
You might also want to consider incorporating some alteration to cockpit air supply / pressurisation in the event of apparent pilot incapacitation.
G
If you are looking at some form of reversionary logic to design into your AFCS in the event of a pilot ceasing to make any inputs to the controls,then this is pretty complex and I think that what you're going to need to do is sit down with a pilot and use their knowledge base to sketch this out in the format that you need. If you hadn't already made contact with the test pilots at NFLC then this is probably the time to do it.
You could get a lot from the checklist and manual used by a good flying school. Staying at Cranfield, I'd suggest that you could do worse than, say, strolling along to Bonus Aviation and buying a copy of theirs for either an Arrow or a Seminole - which should be a pretty good source of reference in seeing how pilots are programmed to handle these actions, since your machine needs to essentially do the same. (I suggest them, because I know their checklists and they're quite well written, complete and easy to follow.)
In a nutshell however, I think that if you are really trying to automate actions in the event of pilot incapacitation, all of 2-5 will be basically an expansion on:
- Squawk emergency
- climb/descend to safe height (just above MSA is probably optimal in most parts of the world.
- Orbit in position for a couple of minutes whilst making some RT announcement of intentions with timeline
- Divert to nearest available (or a pre-programmed) instrument runway
- Make automated instrument approach and landing.
- Stop on the runway and shutdown.
No.6 will just simplify to:
- Squawk emergency
- Make RT announcement of pilot incapacitation
- Make automated instrument approach and landing.
- Stop on the runway and shutdown.
If you are going to design something like this into a flying machine, you absolutely need some form of cockpit announcement and pilot override - the pilot may have perfectly good reasons for not making control inputs, or a dead-mans-switch may fail, and a conscious and capable pilot needs to be able to override the computers and continue to direct his own destiny.
You might also want to consider incorporating some alteration to cockpit air supply / pressurisation in the event of apparent pilot incapacitation.
G