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This paper describes the typical development process for avionics hardware and how this relates to the systems and software processes. The decline in availability of military components and the consequential impact on equipment design, manufacturing and support is discussed. Some solutions to the problems arising are proposed.

The 757 and 767 airplanes provide maximum commonality in equipment, flight deck configuration and handling characteristics. Pilots with three-crew ratings will be qualified to fly either airplane with a three-crew requirement, and those with two-crew ratings will have the same flexibility. In addition to crew qualification, over 80% of the LRUs in the Flight Management System are interchangeable between similar crew configurations of the 757 and 767, i.e., they have the identical part number. Seventy-five percent of the LRUs are common to both the two-and three-crew configurations. Components that have engine-related software (the Thrust Management and Flight Management Computers) will be interchangeable between 757 and 767 aircraft powered by engines from the same manufacturer.

A review is given of air cargo economics over the past 15 years. Changing fleet mix, cargo handling techniques, and fuel cost are identified as significant determinats of economic patterns. In a forecast of the next 10 years, the impact of wide-bodied freighters is assessed, particularly with respect to their use in intermodal, air/highway movement of large, prepacked shipments. Estimates of different aircraft/load modes are given; container design, aircraft configuration, and loading equipment are crucial elements in cost projections.