Boeing 787 Dreamliner - Mark Wagner [58]
Specially developed features include the capability to overlay weather data without obscuring navigation information, dedicated sections for displaying air traffic control communications, and aircrew advisories. Working with individual airlines, a series of menu-driven software and features also were created to guard against incorrect data entry to the flight-management system, which was accessed via an “ABC” format keyboard rather than the “QWERTY” layout adopted by Airbus.
Rockwell Collins also provided the display control panels, multifunction keypads, and cursor control devices (CCD) that performed the same role as a computer’s mouse pad, helping the pilot to select what was to be shown on the displays. The keypads and CCD were designed with ARINC 429 ASICs embedded to reduce the complexity of the interface with the aircraft. Rockwell also provided the display software applications that ran on the GE general-purpose processor module in the CCS.
Backup displays were supplied by Thales and consisted of independently powered and connected integrated standby flight displays (ISFD), which showed pitch and roll attitude, air speed, altitude, heading, and landing approach deviation data.
The navigation suite was supplied by Honeywell and included the flight management system, air data system, dual integrated navigation receivers (INRs), and inertial reference system (IRS). Backup systems included attitude heading reference systems for the IRS, as well as standby mini-IRS units derived from products used in regional jets. The suite also included DME receivers, optional ADF radios, and dual radar altimeters, while the INRs included a fully integrated package consisting of a Cat IIIb-capable ILS (instrument landing system) or Cat I GLS (global landing system).
Despite all the changes, Boeing wanted to retain as much commonality with the Boeing 777 to meet a target training conversion time of five days between the 777 and the 787. Pilots of 757s and 767s were to be able to convert to the 787 in eight days, while 737 pilots would have eleven days of conversion training. Integrated approach navigation systems allowed pilots conducting approaches with VOR, NDB, and localizer navigation aids to use the same procedures employed during ILS precision approaches. This saved simulator training time by reducing different approach procedures to a single, common one. Pilots were presented with navigation scales displaying required performance levels supporting RNP 0.1 capability, ensuring lateral track accuracy of 0.1 nautical mile as well as vertical situation displays.
Rockwell Collins also provided the communications system based on the VHF 2100 radio, which was software upgradeable to VDL Mode 3. Providing room for future growth to accommodate future CNS/ATM (communications, navigation, surveillance/air traffic management) applications, the radio system was designed to use 20 percent less power and weighed around 30 percent less than contemporary systems. The communications suite also included the SAT 2100 satellite communications and integrated HIST 2100 high-speed data terminal, enabling data rates of up to 432 Kbps. The system accommodated up to three voice and two data channels simultaneously.
Chapter 6
POWER PACKED
ON FEBRUARY 14, 2006, THE FIRST OF A NEW GENERATION OF TURBOFANS for the 787 hummed quietly into life at Rolls-Royce’s Hucknall test site near Derby in the heart of England. Named the Trent 1000, the powerplant was the first engine to be electrically