2013年11月猎鹰5X进行了首次模拟飞行，这将是该开发项目的一个重要的里程碑。
“玻璃驾驶舱”的概念快速渗入到了商用航空业，在数字革命的支持下开始替代传统的驾驶舱布局，表现出多功能显示的适应性和融合海量信息的灵活性。
如今，即使是最小的通用航空型飞机，也可以配备先进的数字显示和航电系统。但是，在民航业的几次众所周知的航空事件之后，越来越多的人认为信息过载和数字环境下对自动化的过分依赖，有时会给飞行员带来非常具有挑战性的局面，特别是当出现问题的时候。
一直以来，在具有高度自动化功能的系统，与给飞行员保留更广3D视景的需要之间如何做出平衡，都是人们争论的话题，特别是当受损或失灵的传感器向电脑软件输入了前后矛盾的数据时，问题就会显得尤为突出。而当飞行员在夜间或在暴风雨中飞行时，问题会更严重，因为此时飞行员缺乏视觉提示，比如透过驾驶舱窗口看不到地平线。
但这个问题随着不同的事情不断的发生，在最新一代装备EASy驾驶舱/台的达索航空新5X公务机上，为应对这个不断出现的问题上迈出了解决方案的第一步。那就是在提交安全飞行的管理数据时，区分出最优先级的事项，并在飞行过程中所需的操作进行持续追踪。
当然，有关整体飞行的关键数据，无论是机上信息还是飞机与其他因素之间的交互信息，包括机场活动、空中交通管制、导航、天气和当地地形等，都必须随时可以获得。但更直观的一个方法是在驾驶台上对这些信息进行逻辑排序，并在飞行员需要的时候提供相关数据给他们，以帮助他们更快地做出反应。
达索将其称为飞行员做出战术和战略决断的过程。航电系统发展到现在，已经能够支持将飞行员所需的全部数据从起飞前检查到最后停机的全过程以正确的顺序自动呈现，并且排序方式可以让对飞机始终全权控制的飞行员更轻松、更安全。
最新的EASy II（II型增强型航空电子系统）致力于达到这一目标，并且具有这样的潜力。 “T”型配置中的4个14.1英寸的多功能显示单元（MDU）能够显示飞机传感器上影响到系统、通信、导航和飞机管理的全部信息，这些信息对飞行员控制这些功能来说至关重要。
两个外置屏幕位于飞行员正前方，用于呈现飞行员赖以做出飞行驾驶的短期“战术”的必要信息。而传统的方式是将所有与发动机参数、飞机配置和机组人员警报系统的数据所有信息全部列出。
两个内侧MDU垂直放置在驾驶舱中心，两位飞行员都能够看得到。飞行员可以对这两个MDU进行配置，以选择性显示“战略”信息。通常上方的MDU用于控制并显示导航功能，下方的MDU则负责FMS（飞行管理系统）、系统页面和检查单。
自动化检查单的互动功能是一个新特点。某项动作一旦被执行，就会经过自动感应确认核查完毕，颜色也会从蓝色变为绿色，同时开始核查下一个项目。这种自动化清单还提供了安全选项，如果有需要，可以搁置或推迟项目的出现。
EASy清单与全局系统显示相连接。比如假设一个与燃料有关的项目被选上了清单，那么清单窗口的旁边就会弹出燃料系统图。图上会显示泵和输送阀的实时位置和操作信息，并伴有各个燃料罐燃料质量的图形描述。
达索融入5X的设计飞行控制和显示体验的技术不仅有来自商务机中的Falcon（猎鹰）系列，也有来自先进的Rafale（拉法勒）多用途战斗机。这一军用战斗机数千小时的飞行数据对达索来说至关重要，因为这为其提供了大多数商务机制造商无法获得的第一手的直接技术反馈。
Easy II 系统保证了飞行员能够精确地掌控航路，在飞行形态改变时的自动配平，并通过侧杆实现自动驾驶功能。同时内置飞行包保护设置，飞行员可获取最佳性能（例如最大迎角），而不必冒险使飞机超负荷工作。这项特点在极端情况下的价值是无可估量的，如遇到风切变或空中飞行的自动避让时。
达索的军事背景在这一领域的设计和开发阶段显得尤其宝贵。新的数字飞行控制系统将控制所有的飞行控制面，包括缝翼、襟翼，每个控制面都会是多功能的，从而在任何时间都能实现飞机的最佳性能。这种灵活度也体现在副翼上，它除了实现副翼功能，也可以充当空气制动的角色。
猎鹰5X是商用机中首个运用襟副翼的机型——主动高速偏转控制面可以用作襟翼或副翼。襟副翼总是在主动模式下运行，并且会滚转操纵功效，但是它带来的好处在进场时是显而易见的。尤其是在大角度下降时，襟副翼会扮演传统襟翼的角色，因为它们会在增加阻力的同时保持较高的升力系数。这会使得飞行员能够不增加进场速度，甚至是在正常进场速度的情况下大角度进场。达索表示，在飞行员有了良好的前方视野（因为驾驶舱窗户比一般商务喷气式飞机的大32%）的辅助下，这将保持飞机得到最佳控制。
5X的合成视景系统（SVS）使得当飞行员您处在一个陌生地区，即便是在仪表位置状态下，也可以观看您的实际位置以及实际环境。 合成视景系统（SVS）采用平视仪符号及最先进的3D地形模拟手段，为您周围的地形建立一个在实际情况下可以采用的模拟白昼目视飞行规则（VFR）条件下的图像。
除了SVS，飞机还配备了综合型视觉增强系统（EVS）极大地提高了运行环境感知力，无论是在起飞、进近、降落时，还是在繁忙机场进行地面调动时，均可自如应对。并在新一代宽视角平视仪以及驾驶舱各显示器提供了一个图像，让驾驶员能够在诸如雾、霾和夜间等低能见度条件下看清地形和机场环境。
达索的猎鹰5X的EASy驾驶舱的窗户比正常机型大32%，配置双HUD整合SVS及EVS，同时EFB被整合进前方操控平台。
猎鹰增强型视景系统使用液晶平视仪技术提供其他系统不具备的特性。 例如，一种具有独特的双模设置的更好、更明亮的视频显示为进近构型或通用构型优化了视屏图像。 该系统还采用了专门为最小化假象和失真开发的特殊红外线视频处理技术特性。
距5X正式服役还需要2-3年，但是作为其核心的高度复杂的航空电子系统，无疑将有助于解决近年来许多飞行员一直在呼吁的飞行安全问题。
作者：Richard Gardner
The Falcon 5X underwent its first simulated flight, completing an important milestone in the development program, in November 2013.
The “glass cockpit” concept transitioned very rapidly in commercial aviation, replacing familiar analog cockpit layouts to embrace the adaptability of multi-functioning displays and the flexibility to incorporate vastly more information, enabled by the digital revolution.
Today, even the smallest general aviation aircraft can come equipped with advanced digital displays and avionics systems. However, within the civil sector, following several high-profile air incidents, there is a growing view that information overload and perhaps an over-reliance on automation in the digital environment can sometimes present pilots with a very challenging situation, especially when things go wrong.
The debate continues as to where exactly the balance should be between systems that have a high degree of autonomous functionality and the need for pilots to retain a wider 3-D perspective, especially if the computer software is overwhelmed by conflicting data being input from damaged or non-functioning sensors. The problems can be compounded even more when the pilots are flying at night or in storms with few if any visual cues, such as a horizon seen through the cockpit windows.
But things are changing to reflect this concern and one step toward a solution in the cockpit and incorporated in the latest iteration of the EASy flight deck on Dassault Aviation's new 5X business jet is to separate out the immediate priorities in presenting data for managing safe flight, and follow-up actions required later during the flight.
Of course, at all times key information must be available regarding the totality of the flight, both aboard the aircraft and outside where the aircraft interfaces with such factors as airport activities, air traffic management, navigation, weather, and local terrain. But a more intuitive approach on the flight deck can deal with these factors in a logical sequence and help the pilots to react quicker by giving them exactly what information they need, when they need it.
Dassault refers to this as tactical and strategic decision making by the pilots. Developments in avionic systems now allow all the information required by the pilots, from pre-flight checks to final shut down, to be shown automatically, in the right sequence, but presented in a way that makes it easier and safer for the pilots who remain in full control of the aircraft at all times.
The latest EASy II system aims at doing just this, and such is its potential. Four 14.1-in multifunction display units (MDUs) in a “T” configuration can show all the information from the aircraft sensors affecting systems, communications, navigation, and flight management and are key to the pilots’ control over those functions.
The two outboard screens are directly in front of the pilots and are dedicated to short term “tactical” information essential to piloting the aircraft. The traditional presentations are permanently accompanied by data on engine parameters, aircraft configuration, and a crew alerting system.
Two inboard MDUs are stacked vertically in the center of the cockpit to be visible to both pilots and are configurable so they can show selectable ”strategic” information. Typically, the upper MDU would be used to control and display navigational functions, with the lower MDU handling the FMS, systems pages, and checklists.
A new feature is the interactive nature of the automated checklists. As soon as an action has been performed it is automatically checked off through auto-sensing and changes color from blue to green and then opens up the next item on the checklist. It also provides secure options to over-ride or defer any item if need be.
EASy checklists are linked to synoptic system displays. For example, if a fuel-related item is selected on the checklist, a fuel system diagram will pop up adjacent to the checklist window. It shows the real-time position and operation of pumps and transfer valves with a graphic description of fuel quantities in each tank.
Dassault brought into the 5X's design flight controls and displays experience not only from the Falcon family of business jets but also from the advanced Rafale multi-role combat fighter. This is particularly important for it incorporates many thousands of hours of operational military flying aboard air combat planes, and this brings direct first-hand technological feedback that is unavailable to most other manufacturers of business aircraft.
The EASy II system provides a very precise flight path control and automatic trim, with adjustments during configuration changes, and the autopilot functions through the side-stick controllers for setting heading and altitude, with full envelope protection through the digital flight control system. This allows pilots to extract the maximum aircraft performance (such as extreme angles of attack) in instances of instinctive reactions, such as wind shear or collision avoidance maneuvers, without over-stressing or stalling the aircraft.
This is an area where at the design and development stage, Dassault’s fighter heritage is much evident. The new digital flight control system will command all the flight control surfaces, including the slats and flaps and each control surface will be multi-functional to give peak performance at all times. An example of this flexibility can be seen on the aileron, which can function as an aileron, but also act as an air brake.
The Falcon 5X is the first aircraft in the business sector to use flaperons—active high-speed deflection control surfaces that can act as flaps or ailerons. The flaperons will always operate in active mode and will enhance roll authority, but the benefit will be seen very effectively on approach, especially in a steep descent where the flaperons will act like a traditional flap because they will increase drag while maintaining a high lift coefficient. This will allow a pilot to be able to fly a steep approach without increasing the approach speed, even on a normal approach. According to Dassault, this will maintain optimal control while giving a good forward visibility, enhanced by cockpit windows that are 32% larger than on average business jets.
The synthetic vision system (SVS) on the 5X allows the pilot to see the exact position of the aircraft even in instrument flying conditions, and is an important bonus when flying into an unfamiliar destination. The SVS creates a highly realistic image of the surrounding terrain in a simulated daylight VFR condition, using the head-up display symbology and advanced 3-D terrain simulations.
As well as the SVS, the aircraft also has an enhanced vision system (EVS) with nose-mounted sensors that are fully integrated to give even further SA during takeoff, approach, and landing, and also during ground maneuvering at busy airports. This provides an image on the new-generation wide-angle Elbit-supplied HUD and on flight deck displays and gives an improved image of terrain near the airport and of the airport environment in conditions such as fog, haze, and at night.
Dassault Aviation’s Falcon 5X’s EASy flight deck features 32% more window area, dual HUD capability with SVS and EVS, and an EFB that is integrated into the front panel.
The Falcon EVS uses LCD HUD technology features unavailable elsewhere. This gives a brighter video presentation with a unique two-mode setting, optimizing the video for either an approach configuration or a more general purpose configuration. It also takes advantage of special IR video processing developed specifically to minimize distortion.
The 5X is still two-three years from entering service, but its highly sophisticated avionics systems that are at the heart of the aircraft undoubtedly help project flight safety capabilities in the direction many pilots have been calling for in recent times.
Author: Richard Gardner
