767-400ER E X T E N D E D RANGE F L I G H T DECK UPGRADE T he first new Boeing comme r- c ial airplane to enter servic e in the 21st cent u r y, the 767-400 Extended Range (ER) features an upgraded digital flight deck designed to meet today s requirements and provide for the incorporation of future system enhancements. The look and feel of the new flight deck is consistent with the design of the 777 flight deck and represents the next step toward common form and function across the Boeing fleet. Boeing worked closely with operators to achieve a design that retains the same type rating as the 767-200 and -300 and a common type rating with the 757. The 767-400ER flig ht deck upgra de offers operators such benefits as reduced simulator and transition training, increased reliability, and common maintenance practices. A E R O PRODUCTS & SERV I C E S 11 MICHAEL MESSICK E N G I N E E R 767-400 EXTENDED RANGE FLIGHT DECK UPGRADE I NTEGRATED PRODUCT TEAM BOEING COMMERCIAL AIRPLANES GROUP
T he 767-400ER flight deck upgrade is the latest advance toward the goal of a common look and feel in all Boeing airplane flight decks. Common controls, displays, functions, and procedures reduce flight-crew training requirements for transitioning among airplanes and simplify fleet maintenance. The flight deck looks similar to the one found on the 737-600/-700/-800/-900, 747-400, and 777, and it shares display layout and format commonality with these models. Offering an entirely new flight deck was not an option, because airline customers required that the 767-400 operate as part of their existing 757 and 767 fleets, with the same or common type rating currently in place. The 767-400ER flight deck meets this need and also provides a modern digital system with growth capacity to meet the requirements for future operations. The flight deck upgrade design also includes maintenance enhancements such as improved built-in test equipment (BITE), easier equipment access, and onboard software loading. The main benefits offered through the 767-400ER flight deck upgrade are improvements in 1 1. Displays. 2. Controls. 3. Maintenance and dispatch reliability. 4. Training requirements. 5. Capacity for growth. DISPLAYS The large format display system (LFDS) is the most obvious change to the 767-400ER flight deck. The LFDS uses six 8- by 8-in liquid crystal displays (LCD) to display information about primary flight and navigation, engine indication and crew alerting system, synoptics, interface controls, and maintenance data. Primary flight and navigation. T he outboard displays are used fo r p r imary flight information and replace t he curre nt electro n ic attitude dire c t io n indicators. The displays can be software configuredto a customer-selected format for flexibility in integrating the 767-400ER into existing fleets. The baseline format is the 777-style p r i mary flig ht display (P FD) t h a t i nc l ude s primary attitude, heading, altitude, vertical speed, airspeed, radio altitude, guidance information, speed and altitude reference, stall warning, navaid data, and mode annunciation (fig. 1). The PFD with round-dial altimetry provides the same information but incorporates a depiction of an analog altimeter and vertical speed indicator. Both formats are software selectable and can be loaded on board the airplane (fig. 2). T he inboard displays are primarily used for the na v ig a t ion display (ND). The ND format is the same format used on the 777 and includes platform map, actual p o s i t ion versus planned position, he a d- i ng (ma g ne t ic north and true north), ground track, waypoint depiction, na v a id de p ic t ion, true airspeed, ground 1 777-STYLE P FD 2 ROUND-DIAL ALTIMETRY PFD
3 NAVIGATION DISPLAY 4 PRIMARY EICAS 5 SECONDARY EICAS speed, wind data, traffic collision avoidance system (TCAS) (fig. 3), and ground proximity warning system. Engine indication and crew alerting system (EICAS). The EICAS display provides essentially the same information as the current system on primary and secondary d i splay pages: engine parameters (N 1 speed, engine gas temperature, N 2 speed, fuel flow, oil pressure, oil temp e ra t u re, oil qua nt i t y, eng i ne vibra t io n ), crew alerting messages, exceedance logic, in-flight start envelope, and subsystem status (fig s. 4 and 5). T he upper EICAS display inc l udes ge a r a nd flap position ind icators that re p l a c e the current suite of analog dials and status lights. The system also provides enhanced flight controls and landing gear synoptic displays for more detailed information on system status. Synoptics. The inboard and center lower displays are configured as multifunction displays (MFD). To set each display unit, the flight crew can use the display select panel (DSP) to select any of five display formats: navigation display, secondary engine display, status page, landing gear synoptic (fig. 6), and flight control synoptic (fig. 7). Using t he fo r mat select switch, the flig ht cre w can also have the inboard display units show primary EICAS or PFD formats. Interface controls. The LFDS is controlled through various control panels and instruments: electronic flight instrument system (EFIS), DSP, multifunction control and display unit (MCDU), and standby instruments. a. T he EFIS cont rol pane l i st he prima r y interface for minimum altitude sett i ng, baro me t r ic pre s s u re re f e re nc e, weather radar, TCAS, navigation display mo de s, and very high f req u e ncy omnira nge (VOR) and a u t o ma t ic dire c t ion finder displays. b. The DSP control panel manages display modes for secondary EICAS, status messages, and synoptics. T he DSP also pro v ides mu l t i f u nc t io n display capability, allowing the o p e rator to select the display fo rmat for the inboard and center lower displays. The display control p a ne l p ro v ide s b r ig ht ness and s o u rc e selection control for the data concentrator units. The display source 6 LANDING GEAR SYNOPTIC select panel controls the display data source for the flight director, f l ig ht ma na ge me nt computer (FMC), air data, inertial data, and VOR. c. If the EFIS control panel fails, the MCDU provides alternate control. T h ree MCDUs are available to i nt e r face with the FMC, the thrust ma nagement computer (TMC), the LFDS, and systems BITE (fig. 8). The MCDU also controls tuning for navigation aids, replacing VOR and instrument landing system tuning panels. d. The standby flight instruments are conventional analog instruments. The standby attitude reference is the same as the unit used in the 737-600/-700/-800/-900, and the standby altitude and airspeed references are the same units used in current-production 767 airplanes. 7 FLIGHT CONTROL SYNOPTIC
8 MCDU Maintenance data. The LFDS provides easier access to a w ider ra nge of ma i nt e na nce da t a. Ma i nt e na nce pages are ma na ge d through the MCDUs and displayed on the MFDs. Nine individual pages are available: air conditioning, air supply, electrical, hydraulic, maintenance and ma i nt e na nce cont rol and display p a nel messages, auxiliary power unit, electronic propulsion control system, engine exceedance, and performance (fig. 9). Any three maintenance pages can be displayed simultaneously using the MFD function, to provide maintenance personnel with more information and f l ex i b i l i t y. T he sna p s ho t f e a t u re capture s data for the appropriate maintenance p a ge when a caution me s s a ge is t r iggered. The page is stored and can be recalled on the ground to assist with maintenance troubleshooting by displaying the conditions at the time the caution message appeared. stand hardware more closely resembles the hardware on the 777. The thrust levels are 777 style, but they incorporate a new takeoff/go-around (TO/GA) switch that can be actuated by pre s s i ng the switch on the back of the thrust lever (current 767 procedure) or by u s i ng TO / GA paddles on the fro nt of the thrust lever (777 procedure) (fig. 10). T he flaps and speed bra ke cont ro l s a re similar i n a p p e a ra nc e to the 777 c o ntrols and perform the same func t io n as the 767-300 cont rols (fig. 11). The landing gear control has been c h a nged from a thre e - p o s i t ion me c h a n i- cally actuated system to a two-positio n e l e c t r ically actuated system. The cent e r position (off) has been replaced with auto-off logic to remove hydraulic pressure from the landing gear after it is fully up and locked. 3 MAINTENANCE AND DISPATCH RELIABILITY Design goals for the 767-400ER flight deck upgrade also included improvements in maintenance and dispatch. The number of individual components 9 EICAS MAINTENANCE PAGE has been reduced and new, more reliable electronic components have replaced catho de ray tubes and me c h a n- ic a l displays. The system architecture provides increased redundancy and allows for component failures without loss or degradation of intended functions. The LFDS will operate normally with only one of three display process c o m p u t e r s o r only one data conc e nt ra t o r unit. The format management of the display units pro v ides ma ny optio ns if a display unit fa i l s. The add i t ion of a third MCDU pro v ides impro v e d ma i nt enance data accessibility and a warm spare for dispatch. The upgrade also includes enhanceme nts to pro v ide improved BITE, easie r access to equipment, and onboard software loading. Improved BITE. Wherever possible, BITE designs were improved and more systems are now c o m p l ia nt with the Boeing fault re a do u t no me nc l a t u re standa rd. Mo re BITE info r- mation is now accessible through the MCDU, and a complete review of EICAS resulted in fewer nuisance messages. 2 CONTROLS Most subsystem cont rols on the 7 6 7-4 0 0 E R are the same as those on the 767-200/-300, with the overhead panel essentially unchanged. The flight control column is unchanged from the 767-300, but the control
10 THROTTLE POWER CONTROL LEVER The yellow indicates the i m p roved throttle switch d e s i g n. Easier access to equipment. The flight deck structure has been redesigned to improve equipment access for easier re moval and re p l a c e- me nt. The dimmer units have been relocated below the floor, the display units use int e g ral conne c t o r s, and e n v i ro n me ntal cont rol system supply ducts are now an int e g ral part of the cast panel. Most electrical wiring is routed through connectors on the elect r ical disconnect panel for impro v e d a c c e s s, and the use of digital int e r- faces has re duced the number of wire s between the flig ht deck and electric a l / e l e c t ro n ics (E/E) bay. The cont ro l s t a nd is now a self-cont a i ned unit with i nt e g ral wiring. The autothrottle servos have been relocated in the cont ro l s t a nd from below the floor. Onboard software loading. More systems can now be loaded with onboard software. A single-point data load switch in the flight deck or E/E bay allows software to be updated on the airplane rather than requiring the unit to be removed and shipped to a service center. More systems are compliant with ARINC 615, standardizing the load procedure and allowing airlines to update software on site for individual line replacement units. 4 TRAINING REQUIREMENTS The 767-400ER retains the same type rating as the 767-200/-300. Based on experience from training for the 737-600/ -700/-800/-900, 767 crews require two to three days of differences training, including simulator time, when transitioning from a 767-200/-300 to the 767-400ER with the PFD/ND format. The time required for differences training for the PFD with round-dial altimetry format is further reduced from PFD/ND 767-400 airplanes. The same flight crews can operate the 767-400ER as part of an existing 757 or 767 fleet. S U M M A RY CAPACITY FOR GROWTH The 767-400ER flight deck upgrade provides growth capacity for future improvements in functionality. The LFDS includes physical space for additional component cards and throughput margins for enhancements such as electronic checklists, advanced system s y no p t ic s, and inc o r p o ra t ion of commun ic a t ion, na v ig a t ion, and surveillanc e / air tra f f ic ma na ge me nt func t io ns. T he cont rol stand inc l udes space and wiring provisions for the cursor control devices needed to perform these advanced functions. T he 767-400ER flig ht deck upgra de allows operators to easily int e g ra t e the newest 767 into an existing fleet of 757 and 767 airplanes. The flight deck layout that resulted from the upgrade is consistent with the common look and feel envisioned for the entire Boeing fleet. This commonality reduces the time and cost required to transition flight crews among airplane models. In addition, the growth capacity built into the flight deck for the future addition of hardware and functionality allows operators to fly the airplane effectively and efficiently today and into the 21st century. 5 11 CONTROL STAND