This document discusses digital avionics architecture and various avionics data buses. It covers the evolution of avionics architectures from early disjoint and centralized systems to modern distributed architectures like Pave Pace. Key data bus standards are described including MIL-STD-1553B, ARINC 429, 629, and AFDX. Electrical and optical data bus systems are compared, and limitations of electrical buses discussed. Integrated modular avionics and use of commercial off-the-shelf components is also summarized.
This document provides an overview of aircraft communication systems. It discusses the history of aircraft radio communication from World War I to modern times. It then describes the basic radio principles of transmission and reception using electromagnetic waves. It outlines the different frequency bands used for aircraft communication and navigation. It explains the main components and functions of transmitters and receivers. It also discusses different antenna types and their use on aircraft. Finally, it provides details on very high frequency (VHF) and high frequency (HF) communication systems, including system diagrams and their applications.
Aviation communication system - TelecomAcadmey.comHamza Arif
Aviation or Air transport system both refers to the activities surrounding air craft and mechanical flights industry. Aircraft includes fixed-wing and rotary-wing types, morphable wings, wing-less lifting bodies, as well as lighter-than-air craft such as balloons and airships.
This document provides an overview of avionics systems and requirements. It discusses how avionics systems enable aircraft to complete their missions safely and efficiently. Major drivers for avionics development include increased safety, air traffic control, all-weather operation, and reduced fuel consumption. The design of avionics systems is an iterative team process that goes through conceptual, preliminary, and detailed design stages. Requirements come from the aircraft mission as well as customers and regulators. Key considerations in avionics system design include capabilities, reliability, maintainability, cost and risk.
Avionics Unit V Study Material
Air data quantities – Altitude, Air speed, Vertical speed, Mach Number, Total air temperature, Mach warning, Altitude warning – Auto pilot – Basic principles, Longitudinal and lateral auto pilot.
Avionics systems include the electronic systems used on aircraft and spacecraft to manage communications, navigation, and all other onboard systems. The document discusses six key avionics systems: 1) Basic flight instruments like the altimeter, attitude indicator, magnetic compass, airspeed indicator, and vertical speed indicator provide pilots with critical aircraft data. 2) Cabin pressurization and 3) air conditioning systems are necessary for crew and passenger safety and comfort. 4) The aircraft fuel system manages fuel storage and delivery to engines. 5) Autopilot systems use gyroscopes, servos, and controllers to automatically guide and fly aircraft without constant pilot assistance. 6) Electrical power systems use batteries for starting aircraft and emergencies.
For Video Lecture of this presentation: https://youtu.be/u7bp9IJqRVM
The topics covered in this session are, Slip: Types of slip, Sideslip angle, Sideslip angle sign conventions, restoring yaw moments, physical significance, Calculation of sideslip angle, Measurement of sideslip.
Attention! "Gate Aerospace Engineering aspirants", A virtual guide for gate aerospace engineering is provided in "Age of Aerospace" blog for helping you meticulously prepare for gate examination. Respective notes of individual subjects are provided as 'Embedded Google Docs' which are frequently updated. This comprehensive guide is intended to efficiently serve as an extensive collection of online resources for "GATE Aerospace Engineering" which can be accessed free of cost. Use the following link to access the study material
https://ageofaerospace.blogspot.com/p/gate-aerospace.html
This document presents information on fly-by-wire flight control systems. It introduces fly-by-wire as a computer-based system that replaces mechanical flight controls with electronic signals transmitted via wires. This helps address issues with traditional mechanical systems like high weight and complexity. The document discusses the problem with existing control systems, effects of those problems, and how fly-by-wire solves them by providing advantages like increased stability, weight reduction, and easier maintenance.
DME in Aviation||| Avionics || Distance Measuring EquipmentBishow Gautam
DME (Distance Measuring Equipment) uses radio signals to determine the distance between an aircraft and a ground station. It was developed in Australia in the 1950s and consists of an interrogator in the aircraft and a transponder on the ground. The aircraft sends a pulsed interrogation signal and the ground station responds after a precise time delay. By measuring the elapsed time, the aircraft can calculate its distance from the station. DME provides accuracy up to 25 nautical miles, with errors occurring closer to the station due to slant range differences. It operates using two timing modes, X and Y, which differ in their pulse spacing and ground station delay times.
This document provides an overview of aircraft communication systems. It discusses the history of aircraft radio communication from World War I to modern times. It then describes the basic radio principles of transmission and reception using electromagnetic waves. It outlines the different frequency bands used for aircraft communication and navigation. It explains the main components and functions of transmitters and receivers. It also discusses different antenna types and their use on aircraft. Finally, it provides details on very high frequency (VHF) and high frequency (HF) communication systems, including system diagrams and their applications.
Aviation communication system - TelecomAcadmey.comHamza Arif
Aviation or Air transport system both refers to the activities surrounding air craft and mechanical flights industry. Aircraft includes fixed-wing and rotary-wing types, morphable wings, wing-less lifting bodies, as well as lighter-than-air craft such as balloons and airships.
This document provides an overview of avionics systems and requirements. It discusses how avionics systems enable aircraft to complete their missions safely and efficiently. Major drivers for avionics development include increased safety, air traffic control, all-weather operation, and reduced fuel consumption. The design of avionics systems is an iterative team process that goes through conceptual, preliminary, and detailed design stages. Requirements come from the aircraft mission as well as customers and regulators. Key considerations in avionics system design include capabilities, reliability, maintainability, cost and risk.
Avionics Unit V Study Material
Air data quantities – Altitude, Air speed, Vertical speed, Mach Number, Total air temperature, Mach warning, Altitude warning – Auto pilot – Basic principles, Longitudinal and lateral auto pilot.
Avionics systems include the electronic systems used on aircraft and spacecraft to manage communications, navigation, and all other onboard systems. The document discusses six key avionics systems: 1) Basic flight instruments like the altimeter, attitude indicator, magnetic compass, airspeed indicator, and vertical speed indicator provide pilots with critical aircraft data. 2) Cabin pressurization and 3) air conditioning systems are necessary for crew and passenger safety and comfort. 4) The aircraft fuel system manages fuel storage and delivery to engines. 5) Autopilot systems use gyroscopes, servos, and controllers to automatically guide and fly aircraft without constant pilot assistance. 6) Electrical power systems use batteries for starting aircraft and emergencies.
For Video Lecture of this presentation: https://youtu.be/u7bp9IJqRVM
The topics covered in this session are, Slip: Types of slip, Sideslip angle, Sideslip angle sign conventions, restoring yaw moments, physical significance, Calculation of sideslip angle, Measurement of sideslip.
Attention! "Gate Aerospace Engineering aspirants", A virtual guide for gate aerospace engineering is provided in "Age of Aerospace" blog for helping you meticulously prepare for gate examination. Respective notes of individual subjects are provided as 'Embedded Google Docs' which are frequently updated. This comprehensive guide is intended to efficiently serve as an extensive collection of online resources for "GATE Aerospace Engineering" which can be accessed free of cost. Use the following link to access the study material
https://ageofaerospace.blogspot.com/p/gate-aerospace.html
This document presents information on fly-by-wire flight control systems. It introduces fly-by-wire as a computer-based system that replaces mechanical flight controls with electronic signals transmitted via wires. This helps address issues with traditional mechanical systems like high weight and complexity. The document discusses the problem with existing control systems, effects of those problems, and how fly-by-wire solves them by providing advantages like increased stability, weight reduction, and easier maintenance.
DME in Aviation||| Avionics || Distance Measuring EquipmentBishow Gautam
DME (Distance Measuring Equipment) uses radio signals to determine the distance between an aircraft and a ground station. It was developed in Australia in the 1950s and consists of an interrogator in the aircraft and a transponder on the ground. The aircraft sends a pulsed interrogation signal and the ground station responds after a precise time delay. By measuring the elapsed time, the aircraft can calculate its distance from the station. DME provides accuracy up to 25 nautical miles, with errors occurring closer to the station due to slant range differences. It operates using two timing modes, X and Y, which differ in their pulse spacing and ground station delay times.
The document discusses the different types and functions of aircraft fuselages. It describes how fuselages form the main body of an aircraft and house key components. There are three main types of fuselage structures: frame, monocoque, and semi-monocoque. Frame structures use a series of pipes but are heavier, while monocoque structures rely on the skin to take all loads but are fragile. Semi-monocoque fuselages provide a balance by sharing loads between the skin and internal structures. The document also outlines features like windows, doors, engines mounts and shapes that fuselages can take.
This document summarizes several aircraft navigation systems. It describes the following systems in 1-3 sentences each:
VHF Omnidirectional Range (VOR) system, which uses radio signals to determine position relative to ground stations. Instrument Landing System (ILS), which guides aircraft to runways using localizer and glide slope signals. Distance Measuring Equipment (DME), which measures the distance between the aircraft and a ground station. Automatic Direction Finders (ADF), which use directional antennas to determine the direction of radio signals. Doppler Navigation System, which computes ground speed and drift using the Doppler effect. Inertial Navigation System, which derives position from accelerometers and gyroscopes without external references. Radio
This document provides information on various digital data buses and networking technologies used in aviation electronics, including ARINC-429, MIL-STD-1553B, ARINC-629, AFDX/ARINC-664, IEEE-1394, optical fiber, and Air Transport Radio. It describes the characteristics and applications of each technology, how they have evolved over time, and compares their data transmission capabilities.
The document discusses digital data buses used in avionics systems. It describes several common data bus architectures, including single source-single sink, single source-multiple sink, and multiple source-multiple sink. It then discusses three major digital data buses used in avionics: ARINC 429, MIL-STD-1553B, and ARINC 629.
The document provides an overview of the various instruments and displays pilots interact with when flying a fighter jet. It describes instruments that indicate speed like the airspeed indicator and machmeter. It also covers altitude instruments like the altimeter and radar altimeter. Other instruments discussed include the artificial horizon, vertical airspeed indicator, compass, gyrocompass, head-up display, and helmet-mounted display. The document also summarizes controls like the throttle and stick, as well as multifunction displays and flight data recorders.
The document discusses several avionics data buses used for digital communication within aircraft systems. It describes the evolution from early single-source single-sink configurations to modern multi-source multi-sink buses. Key buses covered include ARINC 429, ARINC 629, MIL-STD 1553, and MIL-STD 1773. ARINC 429 uses a single-source multi-sink topology with transmission rates from 12-100kbps. MIL-STD 1553 is a half-duplex multi-source multi-sink bus that operates at 1Mbps and coordinates data transfer through a central Bus Controller. MIL-STD 1773 is similar to 1553 but uses optical cabling instead of voltage-based
Distance Measuring Equipment (DME) power point Presentation for aircraftPrabhat K.C.
Distance Measuring Equipment (DME) is a measuring device using ground and air components to determine the slant range of an aircraft from a point.
It is a radio navigation technology that measures the slant range (distance) between an aircraft and a ground station by timing the propagation delay of radio signals in the frequency band between 960 and 1215 megahertz (MHz).
The document discusses the design and operation of unmanned aerial vehicles (UAVs). It provides information on the scope and applications of UAVs, what constitutes an unmanned aerial system, different types of UAVs classified by range and endurance. It also describes the various subsystems of UAVs like payloads, communication systems, electric propulsion systems, autopilot systems. Finally, it provides details of the fixed wing UAV design project undertaken by the author, including design calculations and modeling using CAD software.
Aircraft Communication Topic 4 hf communication systemIzah Asmadi
HF communication systems operate between 2-30 MHz and are used for long-distance radio transmissions via ground waves. They are commonly found on larger aircraft to provide extended communication range with ground stations or other aircraft. A typical HF system consists of an HF transceiver and power amplifier located in the aircraft's electronics rack, an antenna, and a control head in the cockpit. The Rockwell Collins HF-220 is an example HF system that uses an automatic antenna coupler to tune the antenna across the operating frequency range.
This document provides an overview of the flight deck and systems for the Airbus A319/A320/A321 aircraft. It describes the general layout and features of the flight deck, including the sidestick controllers, main instrument panels, glareshield, pedestal, overhead panel and pilot visibility. It also summarizes the electrical, hydraulic, flight control, landing gear, fuel, engine control, auxiliary power unit and other systems. The document is intended for information purposes only and should not be used as an official technical reference.
This document provides information about various aircraft instruments including:
- The airspeed indicator which uses ram air from the pitot tube and static air, and displays airspeeds like Vso and Vfe. Blockages of the pitot tube or static vent can cause errors.
- The altimeter which uses only static air input and displays various altitudes like indicated, pressure, and density altitude. Not updating the altimeter setting can cause errors.
- Gyroscopic instruments like the attitude indicator and heading indicator which function based on the principles of rigidity in space and precession.
- The turn coordinator and inclinometer which indicate aircraft bank and slip/skid.
- The magnetic compass
This document discusses aircraft pneumatic systems. It describes how pneumatic systems power instruments, landing gear, flaps and other aircraft components. It outlines the key components of pneumatic systems including air pumps, filters, regulators and gauges. It emphasizes the importance of detecting failures early to prevent spatial disorientation. It recommends having backup power sources and practicing partial panel flying to prepare for potential pneumatic system failures.
The document summarizes the evolution of avionics architectures from independent analog systems to integrated modular digital systems. It describes four generations: (1) Independent analog systems from the 1940s-50s with no communication between systems; (2) Federated digital architectures from the 1960s-70s with loosely coupled systems connected via data buses; (3) Integrated modular architectures from the 1980s-90s with increased digitalization and function sharing; and (4) Advanced integrated architectures post-2000 with common modules, processors and an open systems approach. The modern trend is toward greater integration, modularity, networking and software-defined functionality.
Traffic alert and Collision Avoidance System greeshma6225
TCAS is a collision avoidance system that detects nearby aircraft equipped with transponders and alerts pilots to potential collisions. It uses secondary surveillance radar to monitor airspace and issue traffic advisories or resolution advisories when aircraft get too close. TCAS has reduced mid-air collisions but is limited to detecting only aircraft with operating transponders.
The document discusses digital computer systems used in aircraft. It describes the basic components of a computer including the central processing unit (CPU), memory, and input/output devices. The CPU contains an arithmetic logic unit, control unit, and registers. Data storage includes read-only memory (ROM), random access memory (RAM), and battery-backed memory. Computers systems use bus systems to connect components via address, data, and control buses. Modern aircraft use multiple redundant bus systems and protocols like ARINC 429 for serial data transfer between avionic systems.
The document discusses aircraft instrument systems. It describes the main types of instruments including flight instruments, engine instruments, and navigation instruments. It explains that flight instruments like the altimeter, airspeed indicator, and magnetic compass provide pilots with critical flight information. Engine instruments monitor parameters like fuel, oil, temperatures, and speeds. Navigation instruments help pilots navigate along a course and for approaches. Pressure measuring instruments are also discussed, with details on how Bourdon tubes are commonly used to sense and measure pressure in aircraft.
The document discusses several types of aircraft navigation equipment, including VHF Omnidirectional Range (VOR) systems, Instrument Landing Systems (ILS), Distance Measuring Equipment (DME), Automatic Direction Finders (ADF), Doppler navigation systems, and Inertial Navigation Systems. It provides details on how each system works and the information it provides to pilots during flight.
This document summarizes various aircraft instrumentation systems including:
- The pitot-static system which includes the altimeter, vertical speed indicator, and airspeed indicator.
- Gyroscopic instruments like the turn coordinator, artificial horizon, and heading indicator.
- Other instruments like the magnetic compass and outside air temperature gauge.
It provides details on how each instrument works and key terms related to altitude, airspeed, and gyroscopic principles.
Aircraft Maintenance Manuals for Engineer's by Engr. Malay Kanti BalaMalay Kanti Bala
Aircraft Maintenance Manual is an important document for the Aircraft Maintenance Personnel. For the airworthiness of any flight, we do an inspection, servicing, repair, removal, installation, etc activities by following the approved documents which in manual or AMM. Here the presentation will disclose and familiarise with different manuals
The document summarizes the evolution of avionics architectures from first to fourth generation designs. First generation architectures were either disjoint, with independent systems, or centralized with a main computer. Second generation introduced federated, distributed, and hierarchical architectures with standardized digital interfaces. Third generation designs included the Pave Pillar architecture used in fighters like the F-22. Fourth generation architectures are more open and modular like the Pave Pace design for the F-35. Integrated modular avionics consolidate functionality across computing modules.
This document provides an overview of the objectives and content of an avionics course. The objectives are to introduce avionics basics and subsystems, impart knowledge of avionics architecture and data buses, and gain understanding of navigation and autopilot systems. The first unit covers the introduction to avionics, including the need for avionics in civil and military aircraft, integrated avionics and weapon systems, and typical avionics subsystems and technologies. It also defines avionics and discusses the growth of avionics to replace mechanical equipment.
The document discusses the different types and functions of aircraft fuselages. It describes how fuselages form the main body of an aircraft and house key components. There are three main types of fuselage structures: frame, monocoque, and semi-monocoque. Frame structures use a series of pipes but are heavier, while monocoque structures rely on the skin to take all loads but are fragile. Semi-monocoque fuselages provide a balance by sharing loads between the skin and internal structures. The document also outlines features like windows, doors, engines mounts and shapes that fuselages can take.
This document summarizes several aircraft navigation systems. It describes the following systems in 1-3 sentences each:
VHF Omnidirectional Range (VOR) system, which uses radio signals to determine position relative to ground stations. Instrument Landing System (ILS), which guides aircraft to runways using localizer and glide slope signals. Distance Measuring Equipment (DME), which measures the distance between the aircraft and a ground station. Automatic Direction Finders (ADF), which use directional antennas to determine the direction of radio signals. Doppler Navigation System, which computes ground speed and drift using the Doppler effect. Inertial Navigation System, which derives position from accelerometers and gyroscopes without external references. Radio
This document provides information on various digital data buses and networking technologies used in aviation electronics, including ARINC-429, MIL-STD-1553B, ARINC-629, AFDX/ARINC-664, IEEE-1394, optical fiber, and Air Transport Radio. It describes the characteristics and applications of each technology, how they have evolved over time, and compares their data transmission capabilities.
The document discusses digital data buses used in avionics systems. It describes several common data bus architectures, including single source-single sink, single source-multiple sink, and multiple source-multiple sink. It then discusses three major digital data buses used in avionics: ARINC 429, MIL-STD-1553B, and ARINC 629.
The document provides an overview of the various instruments and displays pilots interact with when flying a fighter jet. It describes instruments that indicate speed like the airspeed indicator and machmeter. It also covers altitude instruments like the altimeter and radar altimeter. Other instruments discussed include the artificial horizon, vertical airspeed indicator, compass, gyrocompass, head-up display, and helmet-mounted display. The document also summarizes controls like the throttle and stick, as well as multifunction displays and flight data recorders.
The document discusses several avionics data buses used for digital communication within aircraft systems. It describes the evolution from early single-source single-sink configurations to modern multi-source multi-sink buses. Key buses covered include ARINC 429, ARINC 629, MIL-STD 1553, and MIL-STD 1773. ARINC 429 uses a single-source multi-sink topology with transmission rates from 12-100kbps. MIL-STD 1553 is a half-duplex multi-source multi-sink bus that operates at 1Mbps and coordinates data transfer through a central Bus Controller. MIL-STD 1773 is similar to 1553 but uses optical cabling instead of voltage-based
Distance Measuring Equipment (DME) power point Presentation for aircraftPrabhat K.C.
Distance Measuring Equipment (DME) is a measuring device using ground and air components to determine the slant range of an aircraft from a point.
It is a radio navigation technology that measures the slant range (distance) between an aircraft and a ground station by timing the propagation delay of radio signals in the frequency band between 960 and 1215 megahertz (MHz).
The document discusses the design and operation of unmanned aerial vehicles (UAVs). It provides information on the scope and applications of UAVs, what constitutes an unmanned aerial system, different types of UAVs classified by range and endurance. It also describes the various subsystems of UAVs like payloads, communication systems, electric propulsion systems, autopilot systems. Finally, it provides details of the fixed wing UAV design project undertaken by the author, including design calculations and modeling using CAD software.
Aircraft Communication Topic 4 hf communication systemIzah Asmadi
HF communication systems operate between 2-30 MHz and are used for long-distance radio transmissions via ground waves. They are commonly found on larger aircraft to provide extended communication range with ground stations or other aircraft. A typical HF system consists of an HF transceiver and power amplifier located in the aircraft's electronics rack, an antenna, and a control head in the cockpit. The Rockwell Collins HF-220 is an example HF system that uses an automatic antenna coupler to tune the antenna across the operating frequency range.
This document provides an overview of the flight deck and systems for the Airbus A319/A320/A321 aircraft. It describes the general layout and features of the flight deck, including the sidestick controllers, main instrument panels, glareshield, pedestal, overhead panel and pilot visibility. It also summarizes the electrical, hydraulic, flight control, landing gear, fuel, engine control, auxiliary power unit and other systems. The document is intended for information purposes only and should not be used as an official technical reference.
This document provides information about various aircraft instruments including:
- The airspeed indicator which uses ram air from the pitot tube and static air, and displays airspeeds like Vso and Vfe. Blockages of the pitot tube or static vent can cause errors.
- The altimeter which uses only static air input and displays various altitudes like indicated, pressure, and density altitude. Not updating the altimeter setting can cause errors.
- Gyroscopic instruments like the attitude indicator and heading indicator which function based on the principles of rigidity in space and precession.
- The turn coordinator and inclinometer which indicate aircraft bank and slip/skid.
- The magnetic compass
This document discusses aircraft pneumatic systems. It describes how pneumatic systems power instruments, landing gear, flaps and other aircraft components. It outlines the key components of pneumatic systems including air pumps, filters, regulators and gauges. It emphasizes the importance of detecting failures early to prevent spatial disorientation. It recommends having backup power sources and practicing partial panel flying to prepare for potential pneumatic system failures.
The document summarizes the evolution of avionics architectures from independent analog systems to integrated modular digital systems. It describes four generations: (1) Independent analog systems from the 1940s-50s with no communication between systems; (2) Federated digital architectures from the 1960s-70s with loosely coupled systems connected via data buses; (3) Integrated modular architectures from the 1980s-90s with increased digitalization and function sharing; and (4) Advanced integrated architectures post-2000 with common modules, processors and an open systems approach. The modern trend is toward greater integration, modularity, networking and software-defined functionality.
Traffic alert and Collision Avoidance System greeshma6225
TCAS is a collision avoidance system that detects nearby aircraft equipped with transponders and alerts pilots to potential collisions. It uses secondary surveillance radar to monitor airspace and issue traffic advisories or resolution advisories when aircraft get too close. TCAS has reduced mid-air collisions but is limited to detecting only aircraft with operating transponders.
The document discusses digital computer systems used in aircraft. It describes the basic components of a computer including the central processing unit (CPU), memory, and input/output devices. The CPU contains an arithmetic logic unit, control unit, and registers. Data storage includes read-only memory (ROM), random access memory (RAM), and battery-backed memory. Computers systems use bus systems to connect components via address, data, and control buses. Modern aircraft use multiple redundant bus systems and protocols like ARINC 429 for serial data transfer between avionic systems.
The document discusses aircraft instrument systems. It describes the main types of instruments including flight instruments, engine instruments, and navigation instruments. It explains that flight instruments like the altimeter, airspeed indicator, and magnetic compass provide pilots with critical flight information. Engine instruments monitor parameters like fuel, oil, temperatures, and speeds. Navigation instruments help pilots navigate along a course and for approaches. Pressure measuring instruments are also discussed, with details on how Bourdon tubes are commonly used to sense and measure pressure in aircraft.
The document discusses several types of aircraft navigation equipment, including VHF Omnidirectional Range (VOR) systems, Instrument Landing Systems (ILS), Distance Measuring Equipment (DME), Automatic Direction Finders (ADF), Doppler navigation systems, and Inertial Navigation Systems. It provides details on how each system works and the information it provides to pilots during flight.
This document summarizes various aircraft instrumentation systems including:
- The pitot-static system which includes the altimeter, vertical speed indicator, and airspeed indicator.
- Gyroscopic instruments like the turn coordinator, artificial horizon, and heading indicator.
- Other instruments like the magnetic compass and outside air temperature gauge.
It provides details on how each instrument works and key terms related to altitude, airspeed, and gyroscopic principles.
Aircraft Maintenance Manuals for Engineer's by Engr. Malay Kanti BalaMalay Kanti Bala
Aircraft Maintenance Manual is an important document for the Aircraft Maintenance Personnel. For the airworthiness of any flight, we do an inspection, servicing, repair, removal, installation, etc activities by following the approved documents which in manual or AMM. Here the presentation will disclose and familiarise with different manuals
The document summarizes the evolution of avionics architectures from first to fourth generation designs. First generation architectures were either disjoint, with independent systems, or centralized with a main computer. Second generation introduced federated, distributed, and hierarchical architectures with standardized digital interfaces. Third generation designs included the Pave Pillar architecture used in fighters like the F-22. Fourth generation architectures are more open and modular like the Pave Pace design for the F-35. Integrated modular avionics consolidate functionality across computing modules.
This document provides an overview of the objectives and content of an avionics course. The objectives are to introduce avionics basics and subsystems, impart knowledge of avionics architecture and data buses, and gain understanding of navigation and autopilot systems. The first unit covers the introduction to avionics, including the need for avionics in civil and military aircraft, integrated avionics and weapon systems, and typical avionics subsystems and technologies. It also defines avionics and discusses the growth of avionics to replace mechanical equipment.
- Remote interface units (RIUs) are small but significant pieces of technology that help reduce aircraft weight by replacing wiring with modular digital connections. They allow sensors, actuators, and systems to connect through data buses instead of heavy wiring.
- RIU technology has helped significantly reduce the weight of aircraft interfacing systems over time, from 560 lbs in early Tornado aircraft to just 36.7 lbs in the modern F-35. RIU configurations are programmed to precisely match aircraft system needs.
- RIU designers aim to use standardized, multi-source components to ensure easy maintenance and flexibility. RIU capabilities like health monitoring can also help reduce development costs and times for new aircraft programs.
Enhancement of ARINC 653 for Multi-core Hardware.pptxAbrar Hafiz
The document discusses the enhancement of ARINC 653 for multi-core hardware. It provides an overview of industry trends driving more functionality and connectivity in aerospace and defense systems. This is creating challenges around safety, security, and certification. The presentation then describes ARINC 653 and its role in integrated modular avionics, and some of the issues that arise in multi-core systems. It outlines the capabilities of the VxWorks 653 single-core and multi-core editions for addressing these issues and supporting certification. Use cases are presented for migrating existing systems to multi-core and expanding functionality.
The document discusses COTS FACE solutions from RTI and Wind River that can help address challenges in developing airborne systems. It describes how the FACE initiative uses standardized interfaces and layered architectures to enable software reuse and reduce costs. RTI provides a Transport Services Segment that uses DDS for loose coupling between applications. Wind River offers FACE-aligned operating systems like VxWorks 653 that achieve safety certifications. Together these COTS solutions form a partner stack that delivers FACE-compliant capabilities to warfighters faster and at lower cost.
Integrated Modular Avionic(IMA) System Integration ProcessGhazi Ali Shah
This paper describes the hardware and software system integration process for an Integrated Modular Avionics(IMA) architecture of aircraft involving ARINC 653 and ARINC 664 avionics protocols.
The document provides a catalogue of products and services including aerospace projects, unmanned aerial systems, control systems, and embedded electronics with a focus on developing onboard software, ground support equipment, data processing solutions, and unmanned aerial vehicles including an aerial target drone.
ARINC 629 was an early avionics network standard from the 1970s, but it could not meet the challenges of modern integrated modular avionics. AFDX (Avionics Full DupleX Switched Ethernet) was developed as a faster replacement based on Ethernet. AFDX uses virtual links with guaranteed bandwidth and latency to ensure safety-critical data transport. It provides redundancy through a switched topology and static addressing to avoid the variable latency of standard Ethernet networks. AFDX has been adopted as it combines the reliability of older avionics standards with high-speed connectivity required for modern aircraft systems.
Deep Learning for industrial Prognostics & Health Management (PHM) Michael Giering
The document discusses United Technologies Corporation's application of deep learning techniques to problems in aerospace and building systems. Specifically, it discusses using deep belief networks for aircraft sensor diagnostics at Pratt & Whitney and Otis elevators prognostic health monitoring. It also discusses using deep autoencoders for chiller power estimation at Carrier Climate Control systems. The approaches analyzed sensor data using deep learning models to provide diagnostics, predict health issues, and estimate power usage.
Deep learning techniques like deep belief networks and deep autoencoders are being applied by UTC to problems in aerospace and building systems. Specifically, deep belief networks are used for aircraft sensor diagnostics, prognostic health monitoring of elevators, and chiller power estimation. Deep autoencoders are used with elevator sensor data for predictive maintenance. The applications demonstrate the potential of deep learning for analyzing large amounts of industrial sensor data.
This document discusses the benefits of electronic flight bag (EFB) technology for airlines and the challenges involved in implementing EFB systems. It describes SITA's portfolio of EFB solutions, which includes connectivity services for both autonomous and avionics-based EFB systems, as well as application services and professional services to help airlines implement and manage EFB programs. SITA's solutions are designed to address the challenges of EFB adoption such as managing content, connectivity, and system configurations to maximize operational benefits while ensuring regulatory approval and safety.
This document describes the design of a vertical take-off and landing (VTOL) unmanned aerial vehicle (UAV) for intelligence, surveillance, and reconnaissance missions. The goals are to develop a fixed-wing UAV with VTOL capability, high speed, stealth, and autonomous payload delivery. An additive manufactured airframe and commercial off-the-shelf components are selected to allow for low cost and reconfiguration. Electronics including batteries, motors, flight controller, and Android device are designed to fit within the airframe. A transition rig is built and tested to demonstrate VTOL capability using simpler autopilot software prior to integrating the design onto the full-scale aircraft.
Unmanned aerial vehicles and manned aircrafts are increasingly being used as vehicles to capture intelligence data for defense, state and civil applications. The aerial vehicles are equipped with technology to collect both video and sensor data which are communicated to a mission control center for further processing. When outside the reach of direct data relays due to distance or environment (e.g. mountainous regions) satellite communications is used for Beyond-Line-of-Sight (BLoS)
communication.
The document summarizes the evolution of avionics architectures from independent analog systems to integrated modular digital systems. It describes four generations: (1) Independent analog systems from the 1940s-50s with no communication between systems; (2) Federated digital architectures from the 1960s-70s with loosely coupled systems connected via data buses; (3) Integrated modular architectures from the 1980s-90s with increased digitalization and function sharing; and (4) Advanced integrated architectures post-2000 with common processors and an open systems approach. The modern trend is toward greater integration, modularity, and use of software to share functions across the aircraft.
The document summarizes the evolution of avionics architectures from independent analog systems to integrated modular digital systems. It describes four generations: (1) Independent analog systems from the 1940s-50s with no communication between systems; (2) Federated digital architectures from the 1960s-70s with loosely coupled systems connected via data buses; (3) Integrated modular architectures from the 1980s-90s with increased digitalization and function sharing; and (4) Advanced integrated architectures post-2000 with common modules, processors and an open systems approach. The modern trend is toward greater integration, modularity, software-defined functionality and network-based avionics systems.
The document provides an overview of ConsulMetrix's Network Transition Process Methodology (NTPM) and related services for modeling and planning technology architectures and transitions. NTPM defines virtual technology architectures, organizes application logic, and establishes phasing for enterprise technology processes. It utilizes a database and software tools to create 3D models of network infrastructure and optimize costs. ConsulMetrix offers consulting services to customize these tools and design integrated technology solutions for clients' facilities and networks.
Drone simulators, advancements and challengesNile University
The presentation describes the drones' simulators and compares their capabilities and usages with examples.
Also, how to select the proper simulator and basic requirements and challenges.
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AE8751 - Unit II.pdf
1. AE8751 - AVIONICS
Dr. K. Kannan, M.E., M.E., Ph.D.,
Associate Professor & Head,
Department of Mechatronics Engineering
UNIT II
DIGITAL AVIONIC ARCHITECTURE (9)
2. OBJECTIVES
• To introduce the basic of avionics and its need
for civil and military aircrafts
• To impart knowledge about the avionic
architecture and various avionics data buses
• To gain more knowledge on various avionics
subsystems
3. UNIT II
DIGITALAVIONIC ARCHITECTURE (9)
• Avionics system architecture
– Data buses
– MIL-STD-1553B
– ARINC – 429
– ARINC – 629.
• CO2: To impart knowledge about the avionic
architecture and various avionics data buses
4. AVIONIC ARCHITECTURE
The term avionics architecture is a simple
description for a very complex and multi-
faceted subject.
An avionic architecture is the total set of design
choices which make up the avionic system and
result in performing as a recognizable system.
In effect, the architecture is the total avionics
system design.
5. EVOLUTION OF AVIONICS ARCHITECTURE
First Generation Architecture (1940’s –1950’s)
Disjoint/Independent Architecture
Centralized Architecture
Second Generation Architecture (1960’s –1970’s)
Federated Architecture
Distributed Architecture
Hierarchical Architecture
Third Generation Architecture (1980’s –1990’s)
Pave Pillar Architecture
Fourth Generation Architecture (Past 2005)
Pave Pace Architecture
10. Second Generation
FEDERATED ARCHITECTURE
In this Architecture, each system acts independently but
united (Loosely Coupled).
Data conversion occurs at the system level and the data
are send as digital form – called Digital Avionics
Information Systems (DAIS)
Several standard data processors are used to perform a
variety of Low – Bandwidth functions such as
navigation, weapon delivery, stores management and
flight control.
Systems are connected in a Time – Shared Multiplex
Highway.
Resource sharing occurs at the last link in the information
chain – via controls and displays.
14. Third Generation Architecture
PAVE PILLAR
Pave Pillar is a US Air Force program to define the
requirements and avionics architecture for fighter aircraft.
-Increased Information Fusion
-Standardization for maintenance simplification
-Provides capability for rapid flow of data from the
system as well as between and within the system
-Higher levels of avionics integration and resource
sharing of sensor and computational capabilities
-Pilot plays the role of a weapon system manager.
-Able to sustain operations with minimal support, fly
successful mission day and night in any type of weather
-Face a numerically and technologically advanced
enemy aircraft and defensive systems.
16. Fourth Generation Architecture
- PAVE PACE
• US Air Force initiated a study project to cut down the
cost of sensors used in the fighter aircraft.
• In 1990, Wright Laboratory – McDonnell Aircraft,
Boeing Aircraft Company and Lockheed launched the
Pave Pace Program and Come with the Concept of
Integrated Sensor System (ISS).
• Pave Pace takes Pave Pillar as a base line standard.
The integration concept extends to the skin of the
aircraft
• Integration of the sensors and this architecture was
originally designed for Joint Strike Fighter (JSF)
18. Integrated Modular Architecture
A real time Computer Network Airborne system
(modular architecture) consisting of various
computing modules, with different criticality levels
Features are
1. A Dedicated Avionic System
2. Full Cockpit Control and Display System
3. Acoustic Warnings and tones to Crew
4. Autonomous Navigation system’
5. Full Plant Management feature
6. Monitoring and Diagnostic features.
19. Hierarchy of Levels
Functional allocation level:
The arrangement of the major system components and the allocation
of system functions to those components.
Communications level:
The arrangement of internal and external data pathways and data
rates, transmission formats, protocols and latencies.
Data processing level:
Central or distributed processing, processor types, software
languages, documentation and CASE (computer aided software
engineering) design tools.
Sensor level:
Sensor types, location of sensor processing, extent to which
combining of sensor outputs is performed.
Physical level:
Racking, box or module outline dimensions, cooling provisions,
power supplies.
21. Civil
Integrated Modular Avionic Systems
As in military systems, the use of new hardware, software and
communication technologies has enabled the design of new
system architectures based on resource sharing between
different systems.
Current microprocessors are able to provide computing
capabilities that exceed the needs of single avionics
functions. Specific hardware resources, coupled with the
use of Operating Systems with a standardised Application
Programming Interface provide the means to host
independent applications on the same computing resource in
a segregated environment.
The AFDX Communication Network provides high data
throughput coupled with low latencies to multiple end users
across the bus network.
25. Commercial Off-the-Shelf (COTS)
COTS refers to the use of commercially available electronic
hardware and/or software for the implementation of avionics
systems. This hardware and software is designed for the
general electronics marketplace, especially in the industrial
control and personal and industrial computing sectors.
Until the mid-1990s, the majority of avionic systems were
specifically designed for the application, although these used
commercial components where suitable parts were available.
The use of complex electronic systems in the automotive sector is
a growth area that mirrors some of the environmental
constraints required by avionic systems, although to date, such
systems have not employed COTS technology
26. COTS systems and equipment are being used in commercial
and military transport aircraft where the operating
environment is relatively benign. This is initially found in
areas where there is minimal risk from the failure of the
systems, e.g. cabin entertainment systems, communications
and long-term navigation, and includes both hardware and
software.
The application of COTS equipment to military fighter and
strike aircraft is limited due to all aspects of the operating
environment; mechanical (vibration, shock), climatic
(temperature and pressure) and electromagnetic (including
lightning and radiation effects). Special ‘ruggedised’
hardware is available at a significant cost premium.
Commercial Off-the-Shelf (COTS)
27. The use of COTS hardware and software equipment for
applications that are safety-critical, e.g. flight and
propulsion control sub-systems, raises issues
associated with the certification of such systems.
Certification imposes demonstration of fitness for
purpose, and assessments that all reasonable actions
have been taken to ensure that the risk of failure is at
an acceptably low level.
Commercial Off-the-Shelf (COTS)
28. Experience has shown that there are significant and
possibly unacceptable risks with the use of COTS,
both hardware and software, because of:
• Lack of design quality, documentation,
guarantees and warranty.
• Lack of stable standards and specifications.
• Short lifetime dictated by commercial
pressures.
• Lack of guaranteed forward and backward
compatibility
Commercial Off-the-Shelf (COTS)
30. Data Bus Systems
• Data bus systems are the essential enabling
technologies of avionic systems integration in both
federated and integrated modular avionics architectures.
• They can be broadly divided into
– Electrical data bus systems where the data are transmitted
as electrical pulses by wires
– Optical data bus systems where the data are transmitted as
light pulses by optical fibres.
– Serial digital data buses are used for interconnecting sub-
units and sub-systems whereas Parallel data buses are used
within a unit or rack for interconnecting the individual
modules.
31. Electrical Data Bus Systems
The electrical serial digital data bus systems used
in avionics systems are divided into two
categories in terms of their data rate
transmission capabilities.
- low data bus systems operating with a
maximum throughput of 1 to 2 Mbits/s
- high speed data bus systems with a
throughput of 50 Mbits/s to 100 Mbits/s.
32. Low data bus systems
This system is very widely used in military aircraft worldwide,
although it originated in the US since 1975 and used in MIL
STD 1553 B . It transmits and receives data at 1 Mbit/s.
An understanding of its operation extends to the other systems in
many areas, such as ARINC 429 which is a point to point
system of lower capabilities (10 Kbits/s data rate) used in civil
avionic systems and the more recent ARINC 629 data bus
system.
The ARINC 629 data bus system is similar to MIL STD 1553 B
system. The difference is ARINC 629 is an autonomous
system, whereas the ‘1553’ system is a ‘command response’
system operated through a Bus Controller.
The ARINC 629 data bus system which is installed in the Boeing
777 airliner operates at 2 Mbits/s as opposed to 1 Mbits/s for
‘1553’ data bus system.
33. High speed data buses
There are two standard high speed data buses which have
been developed in the US for military applications.
These are the ‘Linear Token Passing Bus’, LTPB, which
operates at 50 Mbits/s and the ‘High Speed Ring Bus’,
HSRB, which operates at 100 Mbits/s.
The high speed data bus system which is adopted in new
civil aircraft is a system based on the ‘Ethernet’ data
bus. The Ethernet data bus system is used in
commercial computing system applications. It has a
data rate transmission capability of 100 Mbits/s and is
mainly used for data file transfer.
35. Limitations of Electrical Data Bus Systems
Relatively slow transmission rate limited by medium
(1 Mbit/s)
Restricted number of terminals for communication
(max 31)
Restricted number of words transferred per message
(max 32)
Central control unit managing all data transfer.
36. Optical Data Bus Systems
The transmission of light signals along any
optical fibre depends on the optical property of
total internal reflection.
39. Single Mode Optical Fibre
This pulse dispersion is unacceptable for
telecommunications applications which require
very high data rates and long distances between
repeaters to minimise the number of repeaters.
This resulted in the development of highly
efficient single mode optical fibres.
The major difference between single mode fibre and
multi-mode fibre is that the core diameter of
single mode fibre is of the same order of
magnitude as the wavelength of the light source.
40. Waveguide Parameter
As the core diameter is decreased and the
refractive index difference between the core
and the cladding reduced, the number of
possible guided modes for transmitting light
along the fibre decreases. There is a
normalised parameter known as the waveguide
parameter which is equal to
41. When the waveguide parameter is less than the
critical value (2.4048), then only one guided
mode is possible for transmitting light along
the fibre, and the fibre is known as a single
mode fibre.
Practical single mode fibres have ∆ varying from
0.002 to 0.005 and typical core diameters in
the range 5 to 10 µm. Typical operating
wavelength is around 1.5 µm.
Single Mode Optical Fibre
42. Material and Waveguide dispersion
There are other sources of dispersion, namely material
dispersion and waveguide dispersion which must be
minimised in order to achieve very high data rates and
very long transmission distances.
Material dispersion is the dispersion resulting from the
dependence of the refractive index of the fibre material
on wavelength.
Waveguide dispersion is the dispersion resulting from the
spectral width of the source; the different wavelength
components experience different refractive indices.
These effects can be minimised by techniques such as
grading the refractive index profile across the core.
43. Multi-mode optical fibre can be used in avionic
system applications due to relatively short lengths
involved and the current data rate requirements of
50 Mbits/s.
The reason is due to the need for demountable
connectors in avionic equipment for ease of
servicing and replacement of a failed unit. While
demountable connectors for single mode fibres
are feasible, they present a number of mechanical
alignment problems and have not progressed
beyond the laboratory stage.
Multi-Mode Optical Fibre
44. Multi-mode fibres have a considerably larger numerical
aperture than single mode fibres. The numerical aperture,
defines the semi-angle of the cone within which the fibre
will accept light and is a measure of the light gathering
power of the fibre.
NA = n1(2∆)1/2
Typical values for a multi-mode fibre are n1 = 1.46 and ∆ =
0.01 giving a NA of 0.2.
The fibre will accept light incident over a cone with a semi-
angle of sin−1 0.2, that is 11.5◦ about the axis.
Typical NAs for single mode fibres result in acceptance semi-
angles in the region of 4◦ to 8◦ as ∆ is in the region of 0.002
to 0.005. The larger NA eases the alignment tolerances of
the two halves of the connector.
Multi-Mode Optical Fibre
45. LEDs can be used for the modulated light source.
These approach a Lambertian source with a
hemispherical power profile which together with
the reasonable NA of multi-mode fibre enables a
simple and efficient optical coupling arrangement
to couple the light source to the fibre to be
implemented.
The larger core diameter eases the mechanical
tolerancing problems in aligning the two halves of
the connector.
Multi-Mode Optical Fibre
46. Major Advantages
• High data rate capability (>10 Gbit/s using
single mode fibre)
• Insensitivity to electro-magnetic interference
• Electrical isolation
• No line capacitance or mutual coupling
• Low cross-talk
• Lower power dissipation
• Reduced weight and volume requirements
47. STANAG 3910 Data Bus System
STANAG 3910 is a European data bus with a
20 Mbit/s data rate which has been adopted for the
Eurofighter Typhoon.
The bus provides an evolutionary increase in capability by
using MIL STD 1553B (STANAG 3838) as the
controlling protocol for high speed (20 Mbit/s) message
transfer over a fibre optic network.
The optical star coupler is a passive optical coupler which
enables light signals from each fibre stub to be coupled
into the other fibre stubs and thence to the subsystems.
49. Linear Token Passing High Speed
Data Bus
The linear token passing high speed data bus
(HSDB) has been developed in the USA for
the new generation modular avionic systems
The system uses distributed control by means of
a token passing protocol and operates at
50 Mbits/s.
50. AFDX Communication Network
The new generation of civil airliners (e.g., Airbus A380),
exploit modular avionic architectures and use a
communication network adapted from the widely
commercially used Full Duplex Switched Ethernet
(FDX).
Additional features have been incorporated to meet
avionic system requirements and it is referred to as the
‘Avionics Full Duplex Switched Ethernet’, or AFDX
network.
The network provides 100 Mbits/s full duplex (two way)
communication and provides flexibility to manage any
change in the data communication between the
connected systems without wiring modifications.
54. Parallel Data Buses
Parallel data buses are used within the units or racks of the
avionic systems. These are almost invariably electrical at
the present time and use a variety of standards.
Before the availability of complex microprocessor devices, a
processor could require a complete circuit module, with the
memory devices being located on separate modules, the bus
merely being an extension of the processor signals, suitably
buffered.
As microprocessor and high-density memory devices became
available, and the functionality implemented in the systems
grew, bus technology was developed to provide inter-
processor communication with common interfaces.
In future, with a greater level of integration and the use of
commercial off-theshelf modules, there will be increased
standardisation in the parallel buses. The use of an optical
backplane for interconnecting modules is a possible future
development.
56. AVIONIC Buses
In computer architecture, a bus is a
communication system that transfers data
between components inside a computer, or
between computers.
57. AVIONIC Buses
Data Bus provides a medium for the exchange of
data and information between various Avionics
subsystems. It is used to integrate various
subsystems of Avionics in Civil and Military
aircraft systems.
Protocols are set of formal rules and conventions
governing the control of interaction among the
integrated systems.
Low level protocols define the electrical & Physical
standards whereas high level protocols deal with
data formatting.
58. Once the equipments are standardized,
equipments are easily Available, Maintainable,
reinstalled and reconfigured
(Interchangeability)
Standardization of equipments are based on the
document Military Standard (MIL-STD) and
Aeronautical Radio Inc. (ARINC)
specifications and Reports
AVIONIC Buses
59. Common types of Serial Digital Data
Transmission
Single source-single sink
Single source-multiple sink
Multiple source-multiple sink
AVIONIC Buses
60. SINGLE SOURCE-SINGLE SINK
Earliest application
Comprises a dedicated link from one piece of
equipment to another
Developed in the 1970s for use on Tornado and
Sea Harrier avionics systems
61. SINGLE SOURCE-MULTIPLE SINK
One transmitting source transmits data to a
number of recipient pieces of equipment
(sinks)
ARINC 429 is an example of this data bus which
is widely used by civil transport and business
jets.
62. MULTIPLE SOURCE-MULTIPLE SINK
Multiple transmitting sources transmits data to
multiple receivers.
This is known as a full-duplex system and is
widely employed by military users
Examples are MIL-STD-1553B and ARINC 629.
65. ARINC
ARINC (Aeronautical Radio Incorporated) is a
nonprofit organization in the USA which is run
by the civil airliners with industry and
establishment representation.
It defines systems and equipment specifications
in terms of functional requirements,
performance and accuracy, input and output
interfaces, environmental requirements,
physical dimensions and electrical interfaces.
66. ARINC is a one way system where a bus is
driven by single transmitter. The bus can have
up to 20 transmitter. There is no physical
addressing. But the data are sent with proper
identifier or label.
It is a Point to Point Protocol System. It has
direct coupling of transmitter and receiving
terminals. The wire that connects transmitter
and receiver may be UTP or STP.
ARINC 429
67. ARINC 429
• It is a specification that defines a local area
network for transfer of digital data between
avionics system elements in civil aircraft.
• ARINC 429 is viewed as a permanent as a
broadcast or multicast operation
• Two ranges of transmission rates are defined
-High Speed at 100 kbps ±1%
-Low Speed in the range 12 to 14.5 kbps
68. In a differential system, information is
transmitted on two wires and one is the inverse
of the other. For ARINC 429, the voltage
measured in one wire goes from zero to +5V
and other goes from zero to -5V.
ARINC 429
73. ENCODING
The signal has three states 'HIGH', 'NULL' and
'LOW' represented by the differential voltage
between the two wires of the cable.
A logical ‘1’ is signaled by transmission of a +10
±1V pulse followed by a 0±0.5V null period.
A logical ‘0’ is signaled by transmission of a –10
±1V pulse also followed by a 0 ±0.5V null
period.
76. MIL-STD-1553
Developed at Wright Patterson Air Force Base
since 1970s
Published First Version 1553A in 1975
Introduced in service on F-15 Program
Published Second version 1553B in 1978
79. BUS CONTROLLER
Main function is to provide data flow control for
all transmissions on the bus.
It must transmit , receive and coordinate the
transfer of information on the data bus.
All information is communicated in
command/response mode - the BC sends a
command to the RTs, which replies with a
response.
80. REMOTE TERMINAL
Device designed to interface various subsystems
with the 1553 data bus.
May be embedded within the subsystem itself, or
be an external interface to tie a non-1553
compatible device to the bus.
81. BUS MONITOR
Listens to all messages on the bus and records
selected activities
A passive device that collects data for real-time
or post capture analysis
Store all or portions of traffic on the bus,
including electrical and protocol errors
BMs are primarily used for instrumentation and
data bus testing
84. TRANSMISSION METHOD
Modulation The signal shall be transferred over the
data bus in serial digital pulse code modulation
form.
Data Code Manchester II bi-phase level.
A logic one shall be transmitted as a bipolar coded
signal 1/0 (i.e., a positive pulse followed by a
negative pulse).
A logic zero shall be a bipolar coded signal 0/1 (i.e.,
a negative pulse followed by a positive pulse).
A transition through zero occurs at the midpoint of
each bit time
89. ARINC 629
Relatively new and not widely used
Boeing Commercial Airplane Group (BCAG)
Digital Autonomous Terminal Access Communication
(DATAC) protocol
Recognized as an air transport standard by ARINC in
spec 629
Boeing 777
Source transmits either broadcast or address specific
message to all or specific receiver or sinks
If the sinks equipment needs to reply, each will need
to be fitted with own transmitter and a specific
physical bus
92. WORD FORMAT
A message has variable length and is comprised
of up to 31 word strings
Each word string has variable length and
contains
– one (20 bit) label word
– up to 256 (20 bit) data words