Cockpit Instruments Part 2 – The Digital Age

by Andy Green

As described in Cockpit Instruments Part 1, BLOODHOUND SSC’s cockpit will have both the obvious displays (speed, engine instruments) and a lot of systems information as well.  While analogue needle-and-gauge instruments have been good enough in the past, electronic displays can offer a lot more, so that’s what we’re going to use in BLOODHOUND SSC. 

The JCB DIESELMAX Cockpit

The JCB DIESELMAX was an example of how useful this approach can be.  It used flat-screen electronic displays to show speed and engine performance (on the centre screen) and systems information (on the right screen).   The general approach to information was the same as before – key instruments (speed and engines) in the middle, with the less critical data displayed off to one side if needed.

 During the development of the JCB DIESELMAX at Bonneville, these screens made the difference between success and failure.  After a series of engine problems, we added additional engine information (exhaust temperatures) to the centre screen, to allow me to use a new driving technique (based on these temperatures) to manage the engines.  This was the solution that finally made the Car work properly – and allowed us to set a new diesel record of 350 mph. 

This ability to programme new information into the cockpit was a huge advantage for JCB and I suspect that it will be very useful in BLOODHOUND SSC.  That’s why we’re going for electronic instruments again, but (with all the extra complexity of a jet/rocket/piston engine car) I’ve asked for 3 screens this time. 
 

Artist’s Impression of the BLOODHOUND SSC Cockpit (courtesy of Curventa)

I won’t be using all 3 screens at the same time though – even fighter pilots have their limits (although we’ll never admit it, of course...).  The centre ‘performance’ screen contains the same set of key instruments (speedo and machmeter, engine instruments, etc.) as other record cars, plus main systems on the right screen and other information (including wheel brakes) on the left. 

If all goes according to plan (which it sometimes does!), the flow during the run is largely right-to-left: once the engines are started and everything is running properly), I can largely ignore the systems information on the right screen unless a warning comes up.  During the run I will focus on the centre ‘performance’ screen, possibly using some information from the left screen as the Car slows down, such as wheel brake pressures, temperatures, etc.  This will be particularly important for the UK runway testing, as we’ll have a brand new and untested Car, and a limited distance to play with.

If things don’t go quite so well and there’s a problem, then I should be able to see at a glance which system is having problems and, if necessary, do something about it – usually stop the Car and get it fixed! 

Finally, let’s go back to the beginning of the jet car age and compare the old and the new side-by-side.  Things have come a long way in 45 years and all the information available to the driver now makes record breaking so much safer.  In BLOODHOUND SSC, I will be able to monitor what is going on with engines, electrics, hydraulics, aerodynamics, wheel bearings, etc., and react if something starts to go wrong.  I have to admit though, while I would never want to go back to the days of ‘let’s just see what happens’, record breaking was a lot simpler back then……

1965…………2010