Development of Flight Multifunctional Indicator Based on A320 and B737 NG Flight Indicator

The objectives of this research are: to know the concept of modeling and simulation the cockpit display based on disadvantages and differences between A320 and B737NG; to offer the development and new technology to design the development (new) flight instruments of the display based on Airbus A320 and Boeing B737 NG flight instrument technology. Methodologies that have been used in this research are literature review, interview/discussion/questionnaire, and descriptive analysis. Questionnaire towards the users/pilots who flies airplane A320 or B737 NG. For the questionnaire, the Likert-scale method is utilized to collect data and information. This research result’s in finding that: 1. the technology of flight instrument system between A320 and B737 NG visually displays similarity with several differences such as ergonomic side, ECAM technology, and VSD technology. 2. Based on works of literature review and response from the users/pilots, the author finds and proposes several technologies or requirements to apply in the new type model of PFD and Multi-function Display, they are including: PFD and MFD merged into one display only with some additional menu buttons; ECAM + engine warning display, ECAM + systems display, and digital instruction to solve the problem merged into one display only with some additional buttons; display design is using the fully digital display, computerized system, LCD technology, VSD, and EHSI technology, and layout display is using configuration “basic T”; standby flight instrument merged into one display only with some additional menu buttons.


Introduction
The instrument on an airplane is very important if the airplane is flying at night, bad weather, with a very long distance by navigating the sea and land that is so wide it feels very difficult without being helped by equipment called an instrument. The instrument is devices physically contained in one unit and devices composed of two or more physically separate units or components connected [1][2][3].
Electronic displays can provide many innovative display flexibilities and features that were not possible with traditional displays. Technology improvements in display design and integration can enhance pilot performance and improve situation awareness when innovations are designed using sound processes and appropriate design criteria that account for human performance [[4-6].
Nowadays, in the world, we know the two largest civil aircraft manufacturers are known as Airbus and Boeing. Both of these manufacturers are famous for their high-aviation technology. One of these high technologies is applied to the flight instrument. The plan, in this research, will be to study the high technology used by Airbus and Boeing in their flight instrument technology. No matter how high the technology that is owned by a product, it certainly has its advantages and disadvantages that need to be improved to get high-quality and high-precision new technology compared to the previous technologies [7][8][9].

Materials
The flight instruments include pitot-static data, air data, attitude and heading data, and electronic flight instruments system information and covers the basic flight instruments (digital/analog) and related components that provide the information to the flight crew.

Flight Instrument of Airbus A320
This cockpit has six displays which include two Primary Flight Displays (PFD) and two Multi-Function Displays (MFD) and one EICAS display, as presented on Fig. 1, Fig. 2, Table 1 and Table 2.   When things go wrong, the ECAM is a good idea but when the ECAM also has trouble, then you find yourself going into a paper checklist (Airbus QRH very complicated to read)

Flight Instrument of Boeing 737NG
The    The position of indicator/instrument switchable to another indicator/instrument (ex. PFD to ND, ECAM to ND, and so on)

3
Has the camera to control the situation in cabin (between gate/exit door and cockpit door)

4
Better to control while things get rough in terms of weather (turbulence and crosswinds)

5
When things go wrong, QRH is simple Warning display very clearly

Questionnaire Data Processing
To get the real input or data from the users (pilots), the questionnaire to measure pilots' point of view about MFD and cockpit layout on the airplane that they fly has been made. The questionnaire using Likert-scale method and open/close questions to collect the information from the respondent(s).
To answer the question on Likert-scale, respondent can give the checklist on one of the answer choices (SS=strongly agree/comfortable; S=Agree/comfortable; RG=Undecided; TS=Disagree/uncomfortable; STS=strongly disagree/strongly uncomfortable) [27].
The questionnaire consists of: ─ total respondent is 31 respondents (14 respondents for A320, and 17 respondents for B737 NG) ─ respondents flight hours in range 1,500 to 15,000.
The report of respondent's airline is presented on Figure 4.

Results and Discussions
Based on cockpit layout, literature review, there are some findings as shown on Table 7  The design of display position is using model basic T The design of display position is using model basic T

ECAM and EFIS technology EFIS, EICAS and VSD technology 3
The push button philosophy The toggle button philosophy 4 LCD technology on screen LCD technology on screen 5 Glass cockpit technology Glass cockpit technology  This research gives some suggests/proposes as recommendations and/or requirements to design the new type model of flight multi-functional indicator as conceptual design, such as: 1. PFD and MFD typically combine several navigation instruments, and primary flight instruments (attitude, altitudes, VSI, ASI, direction indicator, turn indicator). And then, MFD may provide the same type of display as installed in the PFD position. So, how about if ND removed and merged with PFD, it can implication to the maximize of dimension of PFD. 2. And then, we can add some menu touch buttons to the PFD lower screen to show the ND, engine monitoring, and systems monitoring. Or we can merge ND and PFD into a large screen display. 3. To add ECAM to the new flight display design. And we can merge between ECAM + engine warning and ECAM + systems display (from A320), upper and lower display (from B737 NG) to be the one display only to maximize the dimension, then we can add some menu touch buttons to this display to show the instruction to solve the problem if that problem shown while flight. 4. The flight display layout uses the configuration basic T position. 5. Display design is using the full digital display and computerized system. 6. Standby flight instruments (standby magnetic compass, standby RMI, integration standby display) merged to be the one display only. 7. Uses the LCD screen technology. 8. Uses the VSD technology, which positioned for the PF and PM. Main flight display PFD (attitude, altitudes, VSI, ASI, direction indicator, turn indicator, ILS) and MFD (weather radar, terrain, ND) 5 Secondary flight display ECAM + engine warning indicator, ECAM + systems indicator, the display's instruction to solve problem 6 Third flight display VSD (waypoints, altitudes, climb/descend, approach, terrain, failure flags 7 Standby flight display PFD, altimeter, RMI 8 Position of indicator characteristic The position of indicator/instrument switchable to another indicator/instrument (ex. PFD to ND, ECAM to ND, and so on) The VSD in B737 NG integrated into ND. So, the pilot can choose the menu he/she wants to show. In this new design, the author makes the VSD in one display alone (separate from ND). The purpose of the VSD is to present a clear graphical picture of the airplane's vertical flight path for enhancing the flight crews' vertical situation awareness.
On figures 6, 7 and 8, it proposes the new concept and technology of cockpit display layout based on analysis of cockpit display A320 and B737 NG. The advantages of the new display design that proposes by author are: -make the pilot always interact with the display because it is an interactive display, so it can high-up pilot's awareness (pilot can choose type of information which he/she wants to see) -shown the full size of the indicator which selected -minimize overloaded information which received by pilot, because simple display -the design and amount of indicator display relatives simple and not much, so it can help to improve data cross checking (flight data parameter presented relatively not much). In physically, this screen (ECAM) only one display, but separate to the two sub-screens. But if pilot choose the button number 17, the screen actually be one screen to show the instruction. And then, if pilot re-select this button, the screen will be two sub-screens again [28].
The PFD screen, and standby flight instrument always shown, although pilot push the button number [8][9][10][11]. If pilot select one of these buttons (8)(9)(10)(11), it will show the full screen one of them on MFD sub screen, and it is not affecting the PFD sub-screen. Physically PFD+MFD only one display, but separate to the two subscreens [28][29].
For the VSD, if the pilot selects one of these buttons (1-6), it will show the full screen one of them on VSD screen. The flight instrument standby and PFD+MFD and VSD use difference sensor and data input, as shown on Fig. 9 and Fig. 10. 5. Attitude indicator on PFD; 6. VSI on PFD; 7. Altimeter on PFD; 8. Button to show ECAM + engine warning; 9. Button to show ECAM + systems; 10. Button to show instruction to solve problem; 11. DME/VOR (standby); 12. PFD (standby); 13. RMI (standby); 14. Standby flight instrument (11,12,13) Physically PFD+MFD only one display, but separate to the two sub-screens. The PFD screen, and standby flight instrument always shown, although pilot push the button number 15, 16,19,20. If pilot select one of these buttons (15, 16,19,20), it will show the full screen one of them on MFD sub-screen, and it is not affected to the PFD sub-screen. For the ECAM's display, if pilot select one of those buttons (8)(9)(10), it will show one of those menus. For the VSD, if the pilot selects one of these buttons (2,3,18,21,22), it will show the full screen one of them on VSD screen.

Conclusions
The finding in this study shows that the technology of flight instrument system between A320 and B737 NG visually displays similarity with several differences such as ergonomic side, ECAM technology, and VSD technology. Based on the responses from the users/pilots, finds and proposes several technologies or requirements to apply in new type model of PFD and MFD, they are including: PFD and MFD merged into one display only with some additional menu buttons; ECAM plus engine warning display, ECAM plus systems display, and digital instruction to solve the problem merged into one display only with some additional menu buttons; as well as the display design is using the full digital display, computerized system, LCD technology, VSD and EHSI technology, and layout display is using configuration "basic T". Furthermore, a standby flight instrument merged into one display only with some additional menu buttons. From those findings, there are two proposed types of PFD and MFD layout or visual design.