Flight systems Among 787 flight systems, a key change from traditional airliners is the electrical architecture. The architecture is bleedless and replaces bleed air and hydraulic power sources with electrically powered compressors and pumps, while completely eliminating pneumatics and hydraulics from some subsystems (e.g., engine starters or brakes).[177] Boeing says this system extracts 35% less power from the engines, allowing increased thrust and improved fuel economy.[178] The total available on-board electrical power is 1.45 megawatts, which is five times the power available on conventional pneumatic airliners;[179] the most notable electrically powered systems include: engine start, pressurization, horizontal stabilizer trim, and wheel brakes.[180] Wing ice protection is another new system; it uses electro-thermal heater mats on the wing slats instead of traditional hot bleed air.[181][182] An active gust alleviation system, similar to the system used on the B-2 bomber, improves ride quality during turbulence.[183][184] Boeing 787 flight deck The 787 has a fly by wire control system whose architecture is similar to that of the Boeing 777.[185] The 787 flight deck features LCD multi-function displays, all of which use an industry standard GUI widget toolkit (Cockpit Display System Interfaces to User Systems / ARINC 661).[186] The 787 flight deck includes two head-up displays (HUDs) as a standard feature.[187] Like other Boeing airliners, the 787 uses a yoke instead of a side-stick. Under consideration is future integration of forward looking infrared into the HUD system for thermal sensing. This allows pilots to see through the clouds.[4] The Lockheed Martin Orion spacecraft will use a glass cockpit derived from Honeywell Internationals 787 flight deck systems.[188] On the 787, Honeywell and Rockwell Collins provided flight control, guidance, and other avionics systems, including standard dual head up guidance systems,[4] Thales supplies the integrated standby flight display and power management,[4] while Meggitt/Securaplane provides the APU starting system, electrical power conversion system, and battery control system[189][190] with lithium cobalt oxide (LiCo) batteries by GS Yuasa.[191][192][193][194] One of the two batteries weighs 28.5 kg and is rated 29.6 V, 76 Ah, giving 2.2 kWh.[195] Battery charging is controlled by four independent systems to prevent overcharging following early lab testing.[196] The battery systems are the focus of regulatory investigation due to multiple lithium battery fires, which led to grounding of the 787 fleet starting in January 2013.[197] A version of Ethernet (Avionics Full-Duplex Switched Ethernet (AFDX) / ARINC 664) will be used to transmit data between the flight deck and aircraft systems.[198] The airplanes control, navigation, and communication systems are networked with the passenger cabins in-flight internet systems.[199] In January 2008, FAA concerns were reported regarding possible intentional or unintentional passenger access to the 787s computer networks. In response, Boeing stated various airplane protective hardware and software solutions are employed, including air gaps in places to physically separate the networks, and firewalls for software separation.[199][200] These measures prevent data transfer from the passenger internet system to the maintenance or navigation systems.[199]
Posted on: Mon, 25 Nov 2013 14:53:27 +0000
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