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An adaptable, integrated full glass cockpit and flight management system has been developed and is in production for application in multiple Sikorsky rotorcraft. The entire system was conceived, designed, tested and delivered in an unusually short time period. A systematic process was used to define the avionics system attributes, major capabilities, and cost targets up‐front and track them during the development program. First flight was achieved 12 months after contract start, and production deliveries commenced 5 months after first flight. The integrated glass cockpit has accumulated more than 9,000 flight hours in customer operations to date. This flexible system architecture allowed the team of Sikorsky and Rockwell Collins to reuse several blocks of existing military and civil application software, and to interface the various Avionics subsystems using industry standards. This proved to be a critical factor in allowing us to meet the compressed design and development schedule.

The aim of this paper is to present the results preparation of a new glass cockpit for a general aviation category airplane with a TP100 turboprop 180 kW engine. All the works were carried out within the framework of the European programme: “Efficient Systems and Propulsion for Small Aircraft” – ESPOSA.

As a part of the ongoing work, the avionics equipment available on the market were thoroughly analysed. Optimization of choice was defined at the level of costs, ergonomics and development requirements of the engine manufacturer. The paper presents the issues of the realized project and discusses its specific characteristics, such as advantages and disadvantages in comparison to the conventional analogue cockpit and the possibility of adaptation for the plane.

New avionics, ground and in-flight tests were carried out. The data were collected, which, together with an ergonomics assessment done by the pilot and the observer, confirmed the previously established technical and operational objectives.

Most airplanes, when being modernized, encounter minor or major problems. A new approach to upgrading the avionics, involving the exchange of a piston engine with a turbine engine, which is supported by 3D software, has allowed a significant reduction of working time and costs.

The achieved results allow specifying a plan of changes, necessary to adapt the aircraft to a new avionic system. However, an important value is to show a new development direction of the turbine engine implementation in general aviation aircrafts.

FAULTLESS, error‐free communication between man and machine, as well as between individual assemblies is of vital importance for reliable aircraft operation. The term ‘man/machine communication’ is interpreted in this context as the output of information offered by the aircraft equipment and the entry of commands and information in the aircraft system by the human operator. Machine/machine communication, on the other hand, means integrated operation of the individual subsystems of the aircraft.

Real flight is cognitively demanding; accordingly, both indicators and display panel layout should be user-friendly to improve pilot-aircraft interaction. Poor pilot-interface interactions in aircrafts could result in accidents. Although a general reason of accidents is improper displays, relatively few studies were conducted on interfaces. This study aims to present an optimization model to create intuitively integrated user-friendly cockpit interfaces.

Subjectivity within most usability evaluation techniques could bring about interface design problems. A priori information about indicator’s possible locations may be available or unavailable. Thus different analytical approaches must be applied for modifications and new interface designs. Relative layout design (RLD) model was developed and used in new interface designs to optimize locations of indicators. This model was based on layout optimization and constructed in accordance with design requirements, ergonomic considerations with the pilot preferences. RLD model optimizes interface design by deploying indicators to the best locations to improve usability of display panel, pilot-aircraft interaction and flight safety.

Optimum interfaces for two problem instances were gathered by RLD model in 15.77 CPU(s) with 10 indicators and 542.51 CPU(s) with 19 indicators. A comparison between relative and existing cockpit interfaces reveals that locations of six navigation and four mechanical system indicators are different. The differences may stem from pilots’ preferences and relativity constraints. Both interfaces are more similar for the central part of the display panel. The objective function value of relative interface design (Opt: 527938) is far better than existing interface (737100). The RLD model improved usability of existing interface (28.61 per cent considering decrease in the objective function values from 737100 to 527938.

Future cockpit and new helicopter interface designs may involve RLD model as an alternative interface design tool. Furthermore, other layout optimization problems, e.g. circuit boards, microchips and engines, etc. could be handled in a more realistic manner by RLD model.

Originality and impact of this study related to development and employment of a new optimization model (RLD) on cockpit interface design for the first time. Engineering requirements, human factors, ergonomics and pilots’ preferences are simultaneously considered in the RLD model. The subjectivity within usability evaluation techniques could be diminished in this way. The contributions of RLD model to classical facility layout models are relativity constraints with the physical constrictions and ergonomic objective function weights. Novelty of this paper is the development and employment of a new optimization model (RLD) to locate indicators.

The purpose of this paper is to draw a metaphorical parallel between a pilot in the cockpit of the latest, ultra‐modern US fighter F22 and that of a chief executive officer (CEO) managing his corporation in responding to global competitive challenges.

This paper is inspired by the embedded, “system of systems (SoS) thinking” in the text of the very ancient Chinese Art of War by Sun Tzu. The approach here is to illustrate how such a 2,500‐year‐old thinking may be applied through the emerging discipline of SoS. For designing a CEO‐responsive, informative system, the innovations in designing the cockpit for a pilot in the latest US fighter jet, F22, is utilized.

Today's corporate world management has, in the past, drawn heavily from the military (for example, operations research). Whilst there is a vast difference between the pilot's cockpit in an F22 and the lap‐top of the CEO, the need for deadly accurate, often reflexive decisions is the same. It is becoming a fact of business life that speed of deadly accurate responses is necessary to ensure the survival of corporations, especially for firms operating in rapidly changing technologies, or top executives who have to cope effectively with informatively intensive yet fast changing environments, such as in the financial markets.

This paper illustrates how it is still possible for managers to draw inspirations in designing corporate systems through examples taken from the military. Sun Tzu drew inspirations on organizing for flexibility by observing and thus grasping the essential nature of water. Similarly, it may be useful to draw parallels in innovative design of an F22 pilot's cockpit for the CEO or managers having to make fast yet deadly responses.