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COMPLEMENTARY COURSE
FOR AIRFRAME AND POWER PLANT
ENGINEERS
ELECTRICAL
SYSTEMS
BASIC
COMPLEMENTARY COURSE
FOR AIRFRAME AND POWER PLANT
ENGINEERS
AVIONICS
SYSTEMS
DIODES
Semi-conductor diodes embrace a very wide field of devices using varied modes
of operation. Before discussing these, it is necessary to briefly describe semiconductors themselves.
1.1 SEMI-CONDUCTORS
Germanium and silicon are the most common semi-conductor elements. Figure 1
shows an element in pure crystalline form. The circles represent atoms and the
dots valence electrons, electrons able to combine with those of another atom.
ELECTRON
HOLE
Silicon Structure
Figure 1
Note that one of the atoms has lost an electron, leaving a 'hole' but the free
electron is still present inside the crystal lattice, so the crystal as a whole remains.
A crystal of pure semi-conductor material with no other atoms, such as in Figure
1, is called an intrinsic semi-conductor.
ELECTRONIC FUNDAMENTALS
DIODES
PAGE 1 of 22
HOLES
SEMICONDUCTOR
MATERIAL
Intrinsic Semiconductor
Figure 2
1.1.2 EXTRINSIC SEMI-CONDUCTOR
ELECTRONIC FUNDAMENTALS
DIODES
PAGE 2 of 22
DONOR
IMPURITY
ATOM
4
(a)
EXTRA
ELECTRON
ACCEPTOR
IMPURITY
ATOM
HOLE
4
(b)
Extrinsic Semiconductor
Figure 3
ELECTRONIC FUNDAMENTALS
DIODES
PAGE 3 of 22
20V
+10V
+2 0V
0V
0V
P.D.
SEMICONDUCTOR
MAT ERIAL
CURRENT
FLOW
+10V
20V
+11V
+9V
+11V
+9V
+9V
+11V
ELECTRONIC FUNDAMENTALS
DIODES
PAGE 4 of 22
ENGINEERS
ELECTRONIC FUNDAMENTALS
DIODES
PAGE 5 of 22
HALL EFFECT
SENSOR
GENERATOR
CONTROL UNIT
STARTER
GENERATOR
HALL EFFECT
SENSOR
CURRENT
MEASURING
TO
DISTRIBUTION
ELECTRONIC FUNDAMENTALS
DIODES
PAGE 6 of 22
DEPLETION
LAYER
POSITIVE IONS
NEGATIVE IONS
N-TYPE
P-TYPE
ELECTRONS
HOLES
Junction Diode
Figure 6
ELECTRONIC FUNDAMENTALS
DIODES
PAGE 7 of 22
ENGINEERS
DIODES
PAGE 8 of 22
+
ANODE
CATHODE
FORWARD
BIASED
REVERSED
BIASED
NO CURRENT
CURRENT FLOW
Diode Symbol
Figure 8
2.
3.
4.
ELECTRONIC FUNDAMENTALS
DIODES
PAGE 9 of 22
Figure 9 shows the static characteristics of a silicon diode and figure 10 show s
the characteristics for a germanium diode.
Note: That the reverse current axes on both graphs are different.
mA
200
FORWARD
BIAS
150
100
50
VOLTS
-200V
-150
-100
-50V
0.25V
0.5V
0.75V
1V
-0.02
-0.04
REVERSED
BIAS
-0.06
-0.08
A
ELECTRONIC FUNDAMENTALS
DIODES
PAGE 10 of 22
mA
200
FORWARD
BIAS
150
100
50
VOLTS
-200V
-150
-100
-50V
0.25V
0.5V
0.75V
1V
50
100
REVERSED
BIAS
150
200
A
ELECTRONIC FUNDAMENTALS
DIODES
PAGE 11 of 22
ENGINEERS
Rectifier diodes are designed to convert A.C. to D.C. and to be able to achieve
this effectively and efficiently, they must have:
1.
2.
ELECTRONIC FUNDAMENTALS
DIODES
PAGE 12 of 22
Because of the need for a very low reverse current and a high breakdown
voltage, almost all semiconductors rectifier diodes are silicon junction types; they
usually have a junction area that is large relative to their size to assist in the
dissipation of heat. An elementary rectifier circuit is where the diode is inserted in
series between the input and output, this is shown in figure 11.
A.C. INPUT
D.C. OUTPUT
+
0
-
+
INPUT
OUTPUT
ELECTRONIC FUNDAMENTALS
DIODES
PAGE 13 of 22
250mA @ 200V
1A @ 1000V
1000A @ 2500V
10A @ 400V
1A @ 1500V
ELECTRONIC FUNDAMENTALS
DIODES
PAGE 14 of 22
The aluminium base serves as a surface for the dissipation of heat. The
rectifying junction covers one side of the base apart from a narrow strip at the
edges and an area around the fixing hole, which is sprayed with insulating
varnish. Figure 13 shows the construction of a selenium rectifier element.
Selenium Rectifier
Figure 13
The counter electrode is a thin layer of a low melting point alloy, sprayed over the
selenium coating and insulating varnish. The counter electrode is the cathode,
while the base is the anode.
These rectifiers may be stacked in series, suitable for high voltages, or in parallel,
suitable for high current. When stacking, pressure applied during assembly tends
to reduce the reverse resistance. This is overcome by application of varnish at
the mounting studs.
Reverse resistance is a limiting factor in rectifiers, as is temperature. The
maximum operating temperature of these rectifiers is in the order of 70C.
ELECTRONIC FUNDAMENTALS
DIODES
PAGE 15 of 22
The silicon rectifier is a far smaller unit than the selenium rectifier. This type of
rectifier is used in the brushless ac generator. The silicon slice is extremely
small. On one face it has a fused aluminium alloy contact to which the anode and
lead are soldered. The other face is soldered to a base, usually copper. This is
the cathode and acts as a heat sink. The aluminium - silicon junction forms the
barrier layer. The whole is enclosed in a hermetically sealed case to protect it
from environmental conditions. These rectifiers operate at temperatures up to
150C. Figure 14 shows a Silicon Rectifier.
Silicon Rectifier
Figure 14
ELECTRONIC FUNDAMENTALS
DIODES
PAGE 16 of 22
ELECTRONIC FUNDAMENTALS
DIODES
PAGE 17 of 22
CIRCUIT SYMBOL
EMITS LIGHT
EARTH
+5V
ON
EARTH
+5V
OFF
LEDs can be used to replace filament lamps, with the advantage of less current
consumption, less heat and no filament to burn out. They are often found on
aircraft fault panels.
ELECTRONIC FUNDAMENTALS
DIODES
PAGE 18 of 22
DIODES
PAGE 19 of 22
ENGINEERS
1.12 VARISTORS
The varistor is a semi-conductor device used for clipping 'noise spikes' off ac
voltage. Noise spikes are of very short duration and large amplitude. They may
pass through a power supply and appear on a dc regulated output voltage. Low
pass filters are often ineffective against noise spikes so the spikes are attenuated
before rectification of ac to dc.
ELECTRONIC FUNDAMENTALS
DIODES
PAGE 20 of 22
LOW RESISTANCE
FLUKE 23
SERIES
MUL TIMET ER
000.23
0
OFF
10
20
O HM S
30
V
300 m V
P RE S S
RANGE
A UT ORANGE
10A
CATHODE
!
300
mA
10 00V
75 0V
COM
FUSED
SYMBOL
STRUCTURE
Testing Diodes
Figure 27
ELECTRONIC FUNDAMENTALS
DIODES
PAGE 21 of 22
TRANSISTORS
The transistor can be a high or low resistance device, hence the name, which
is derived from TRANSfer resISTOR.
It is used in many switching and amplifier circuits where its resistive properties
are controlled by small currents.
1.1 TRANSISTOR CONSTRUCTION
The properties of semi-conductor materials, P and N type, were discussed in
Module 4.1.1. A transistor is made up of these materials in the configurations
shown in Figure 1. The circuit symbols for these transistors are also shown.
COLLECTOR
N
BASE
P
N
EMITTER
CIRCUIT
SYMBOL
N OT
P OINTING
IN
COLLECTOR
P
BASE
CIRCUIT
SYMBOL
P
E
EMITTER
TRANSISTORS
PAGE 1 of 8
ENGINEERS
As can be seen from figure 1, there are two possible types of physical
arrangement:
1. The N-P-N transistor, which consists of a thin region of P-type material,
sandwiched between two N-type regions.
2. The P-N-P transistor, which consists of a thin region of N-type material,
sandwiched between two P-type regions.
The centre region of the device is called the Base; one outer region is called
the Emitter, and the other the Collector. Although the emitter and collector
regions are the same type of extrinsic semiconductor (N-type in N-P-N and Ptype in P-N-P), they are constructed and doped differently and are not
interchangeable on a practical device.
The circuit symbol for both P-N-P and N-P-N are shows in figure 1. The only
difference between them is the direction of the arrowhead on the emitter lead.
For either type, the arrowhead indicates the direction of Conventional
current flow when the base/emitter junction is forward biased (i.e. base +ve
with respect to emitter for an N-P-N device, and base ve relative to emitter
for a P-N-P device).
ELECTRONIC FUNDAMENTALS
TRANSISTORS
PAGE 2 of 8
N - TYPE
B
P - TYPE
N - TYPE
E
DIODE MODEL
ELECTRONIC FUNDAMENTALS
TRANSISTORS
PAGE 3 of 8
Figure 3 shows a simple transistor circuit using electron flow to explain the
operation.
IC HIGH
(99%)
C
IB LOW
(1%)
E
IE HIGH
(100%)
ELECTRONIC FUNDAMENTALS
TRANSISTORS
PAGE 4 of 8
LAMP
SOLENOID ANALOGY
C
B
ELECTRONIC FUNDAMENTALS
TRANSISTORS
PAGE 5 of 8
ENGINEERS
For a common base circuit, such as in figure 3, the output voltage taken from
the collector is either equal to the supply voltage (saturated region), or zero
volts. (cut-off).
ELECTRONIC FUNDAMENTALS
TRANSISTORS
PAGE 6 of 8
C
E
B
OUTPUT
INPUT
INPUT
COMMON BASE
COMMON EMITTER
E
B
OUTPUT
C
INPUT
COMMON COLLECTOR
Transistor Configurations
Figure 9
Note that the word common refers to the transistor component connected to
both the INPUT and OUTPUT. In the common emitter configuration for
example, the emitter is connected to both the input and output.
ELECTRONIC FUNDAMENTALS
TRANSISTORS
PAGE 7 of 8
OUTPUT
Common Emitter
Common
Base
Common Collector
Current Gain
20 -200
(0.95 0.995)
20 - 200
Voltage Gain
100 600
500 800
<1
Power Gain
Highest
Medium
Lowest
Input Impedance
500 - 2000
50 - 200
20k - 100k
Output Impedance
10 50 K
100 k - 1M
20 500
180
In Phase
In Phase
Typical Use
Normal Amp
Impedance matching
(low to high)
Impedance matching
(high to low)
Table 1
ELECTRONIC FUNDAMENTALS
TRANSISTORS
PAGE 8 of 8
ENGINEERS
INTEGRATED CIRCUITS
1.1 GENERAL
Integrated circuits, or ICs, have changed the entire electronics industry.
Before ICs were developed, all electronic circuits consisted of individual
(discrete), components that were wired together, often requiring a large
amount of physical space. Printed circuit Board (PCB) technology made it
possible to reduce the amount of space required. Electronic circuits can be
quite complex, requiring a large number of components, since discrete
components have a fixed size, there is a practical limitation on the amount of
size reduction that can be achieved.
The development of integrated circuit technology has made it possible to
fabricate large numbers of electronic components onto a single silicon chip.
As a result, the physical size of a circuit can be significantly reduced, making
it possible to design circuits and devices that would otherwise be impractical.
ICs are complete circuits containing many transistors, diodes, resistors and
capacitors as may be necessary for the circuit operation. They are
encapsulated in packages that are often no larger than a single discrete
transistor. The technology and materials used in the manufacture of ICs are
basically the same as those used in the manufacture of transistors and other
solid-state devices. In addition, ICs are manufactured for a wide variety of
applications and, as a result, are used throughout the electronics industry.
1.1.1 ADVANTAGES
The small size of the IC is its most apparent advantage. A typical IC can be
constructed on a piece of semiconductor material that is less than 4mm2.
Even when the IC is suitably packaged, it still occupies only a small amount of
space. The small size of the IC also produces other benefits such as they
consume less power than the equivalent conventional circuit. They generate
less heat and therefore generally do not require elaborate cooling or
ventilation systems.
ICs are also more reliable than conventional circuits. This greater reliability
result because every component within the IC is a solid-state device and is
permanently connected together with a thin layer of metal. They are not
soldered together like the components in a conventional circuit and a circuit
failure due to faulty connections is less likely to occur.
ELECTRONIC FUNDAMENTALS
INTEGRATED CIRCUITS
PAGE 1 of 19
1.1.2 DISADVANTAGES
It might appear that the IC has only advantages to offer and no real
disadvantages. Unfortunately, this is not the case, since ICs are an
extremely small device it cannot handle large currents or voltages. High
currents generate heat within the device and small components can be easily
damaged if the heat becomes excessive.
High voltages can break down the insulation between the components in the
IC because the components are very close together. This can result in shorts
between the adjacent components, which would make the IC completely
useless. Therefore, most ICs are low power devices, which have a low
operating current (milliamps) and low voltages (5 20V). Also, most ICs
have a power dissipation range of less than 1 watt.
At the present only four types of component are commonly constructed within
an IC. This makes only a narrow selection of components available, these
are:
1.
Diode.
2.
Transistor.
3.
Resistor.
4.
Capacitor.
Diodes and transistors are the easiest components to construct and are used
extensively to perform as many functions as possible within each IC.
Resistors and capacitors may also be formed, but it is much more difficult and
expensive to construct these components. The amount of space occupied by
a resistor increases with its value and in order to conserve space, it is
necessary to use resistors with values as low as possible.
Capacitors occupy even more space than resistors and the amount of space
required increases with the value of the capacitor.
Ics cannot be repaired because their internal components cannot be
seperated. When one internal component becomes defective, the whole IC
becomes defective and musty be replaced. This means that good
components are often thrown away with the defective ones. This
disadvantage is not as bad as it sounds, as the task of fault finding is
simplified because it is only necessary to trace the problem to a specific circuit
instead of an individual component. This greatly simplifies the task of
maintaining highly complex systems and reduces the demands on
maintenance personnel.
ELECTRONIC FUNDAMENTALS
INTEGRATED CIRCUITS
PAGE 2 of 19
1.2 IC CONSTRUCTION
There are basically four methods of construction used for ICs. These are:
1.
Monolithic.
2. Thin-Film.
3.
Thick Film.
4. Hybrid.
1.2.1 MONOLITHIC ICS
TER
IAME
CM D
5
2 .5
SILICON WAFER
IC Construction
Figure 1
ELECTRONIC FUNDAMENTALS
INTEGRATED CIRCUITS
PAGE 3 of 19
When all of the ICs have been simultaneously formed, the wafer is sliced into
many sections, which are commonly referred to as Chips or Dice. Each
chip represents one complete integrated circuit and contains all the
components and wiring associated with that circuit. Once the ICs have been
separated into individual chips, each IC must be mounted in a suitable
package and tested.
1.2.2 BIPOLAR IC CONSTRUCTION
As mentioned earlier, the components that are commonly used in ICs are
diodes, Transistors, resistors and capacitors. Diffusing impurities into
selected regions of a semiconductor wafer (substrate) can form these
components. This process produces PN junctions at specific locations and
the basic manner in which these four components are formed and the manner
in which they are interconnected are shown at Figure 2.
ELECTRONIC FUNDAMENTALS
INTEGRATED CIRCUITS
PAGE 4 of 19
Not all ICs are constructed using bipolar components, ICs are often designed
to utilize either bipolar transistors or Field-Effect transistors (FETS). The
Field effect transistor is one in which the emitter-collector current is controlled
by voltage rather than by a current. Figure 3 shows the construction and
operation of a MOSFET.
MOSFET
Figure 3
ELECTRONIC FUNDAMENTALS
INTEGRATED CIRCUITS
PAGE 5 of 19
The source and drain regions are diffused into the substrate. A thin layer of
silicon oxide is formed over the substarte and the appropriate windows are cut
into it so that metal electrodes ) terminals) can be formed at the proper
locations. Note that the gate terminal is separated from the substrate by an
extremely thin oxide layer, which is only 1 X 10-10 metres thick, but it
completely isolates the gate from the substrate.
1.2.4 THIN-FILM IC
Unlike the monolithic ICs, which are formed within a semiconductor material
(substrate), the thin-film circuit is formed on the surface of an insulating
substrate. In the thin-film circuit, components such as resistors and
capacitors are formed from extremely thin layers of metals and oxides, which
are deposited onto a glass or ceramic substrate. Interconnecting wires are
also deposited on the substrate as thin strips of metal. Components such as
diodes and transistors are formed as separate semiconductor devices and
then permanently attached to the substrate at the appropriate locations.
The substrate on which the thin-film circuit is formed is usually less than
2.5cm2. Depositing tantalum or nichrome as thin films or strips on the surface
of the substrate forms the resistors. These films are usually less than
0.00254cm thick. The thickness, length and width of each strip that is formed
on the substrate determine the value of each resistor. The interconnecting
conductors are extremely thin metal strips, which have been deposited on the
substrate. Low resistance metals, such as gold. platinum, or aluminium, are
generally used as conductors. The substrate is made from an insulating
material that will provide a rigid support for the components. Glass or ceramic
materials are often used as substrates. Figure 4 shows a portion of a thin-film
circuit.
THIN-FILM
RESISTORS
THIN-FILM
CONDUCTORS
INSULATING
SUBSTRATE
Thin-Film IC
Figure 4
ELECTRONIC FUNDAMENTALS
INTEGRATED CIRCUITS
PAGE 6 of 19
ENGINEERS
ELECTRONIC FUNDAMENTALS
INTEGRATED CIRCUITS
PAGE 7 of 19
Hybrid IC Construction
Figure 5
1.2.7 IC PACKAGES
Like transistors and other types of solid state components, ICs are mounted
in packages, which protect them from moisture, dust and other types of
contaminations. Many different types of IC packages are available and each
type has its own advantges and disadvantages. The most popular IC
package is the Dual In-Line (DIL) package. The packages also make it
easier to install the ICs in various types of equipment, since each package
contains leads which can be either plugged into matching sockets or plugged
into DIL mounting frames.
ELECTRONIC FUNDAMENTALS
INTEGRATED CIRCUITS
PAGE 8 of 19
MONOLITHIC
ICs
INTERCONNECTING
CONDUCTORS
CONNECTING PINS
DIL Packages
Figure 6
ELECTRONIC FUNDAMENTALS
INTEGRATED CIRCUITS
PAGE 9 of 19
TYPICAL MINIATURE
DUAL IN-LINE (DIL)
PACKAGES
Digital ICs.
2.
Linear ICs.
AND Function.
2.
OR Function.
ELECTRONIC FUNDAMENTALS
INTEGRATED CIRCUITS
PAGE 10 of 19
3.
NOT Function.
Thgese three function are performed by logic circuits that are called the AND,
OR and NOT logic gates. These gates or circuit configurations can be
combined to make decision based on digital input information. In a digital
logic gate it is only possible to have an output of either a 0 or 1.
Figure 8 shows the AND gate truth table and logic circuit and a corresponding
circuit to carry out this function.
A
A.B
B
SYMBOL
A.B
SCHEMATIC DIAGRAM
TRUTH TABLE
AND Gate
Figure 8
The AND gate has an output of 1 only when all of its inputs are equal to 1.
This is similar to a multiplier function since the only possibilities in a digital
circuit are 0 X 1 = 0 and 1 X 1 = 1. The schematic circuit in figure 8 shows
two switches connected in series. Unless both switches are closed, there is
no current flow to the output.
ELECTRONIC FUNDAMENTALS
INTEGRATED CIRCUITS
PAGE 11 of 19
1.4.2 OR GATE
Figure 9 shows the OR gate truth table and logic circuit and a corresponding
circuit to carry out this function.
A
A+B
B
SYMBOL
A+B
SCHEMATIC DIAGRAM
TRUTH TABLE
OR Gate
Figure 9
The NOT gate provides an output that is always the opposite the input. This
is called inversion or 180 phase shift. Thus, the NOT gate is commonly
referred to as an inverter. In the bipolar transistor, the common emitter
amplifier configuration was the only one capable of inverting the input so is
used to carry out the NOT function.
ELECTRONIC FUNDAMENTALS
INTEGRATED CIRCUITS
PAGE 12 of 19
Figure 10 shows the NOT gate truth table and logic circuit and a
corresponding circuit to carry out this function.
A
+VE
TRUTH TABLE
SYMBOL
OUTPUT
INPUT
SCHEMATIC DIAGRAM
NOT Gate
Figure 10
The three basic logic circuits can be combined into a single decision making
circuit with more than 1 distinct outputs. Consider a circuit that compares two
inputs and calculates three outputs as shown below.
Output X1
Output X2
Output X3
Input A = Input B
ELECTRONIC FUNDAMENTALS
INTEGRATED CIRCUITS
PAGE 13 of 19
A combined logic circuit that would carry out the function is shown at Figure
X1
X2
X3
TRUTH TABLE
A
X1 (A<B)
B
X3 (A=B)
X2 (A>B)
11.
Combination Logic Circuit
Figure 11
ELECTRONIC FUNDAMENTALS
INTEGRATED CIRCUITS
PAGE 14 of 19
TIME
Analogue Signal
Figure 1
ELECTRONIC FUNDAMENTALS
INTEGRATED CIRCUITS
PAGE 15 of 19
The Op Amp can consist of many stages of amplification to ensure high gain,
and will be arranged to have two input terminals, two power supply terminals
and an output terminal. In addition it will normally have terminals for setting
the output to zero when the input is zero.
The Op Amp consists of a transistor circuit of considerable complexity, which
has been found so useful that the whole circuit is manufactured on a single
piece of silicon, fitted with input and output leads, and covered in plastic. It is
the first Integrated Circuit, and can be treated just as if it were a new
component. Figure 2 shows a type 741 Op Amp and circuit.
POWER
SUPPLY
(+)
INVERTING
INPUT
7
8
VOLTAGE
OUTPUT
6
NON-INVERTING
INPUT
1
3
5
4
POWER
SUPPLY
()
NON-INVERTING
INPUT
INVERTING
INPUT
VOLTAGE
V+
GROUND
OUTPUT
ELECTRONIC FUNDAMENTALS
INTEGRATED CIRCUITS
PAGE 16 of 19
In the Op Amp, two pins are marked supply + and supply - and are connected
to the amplifiers power supply. The device also has two inputs, the Inverting
input (V) identified by a negative symbol. A Non inverting input (VN)
identified by a positive sign and a single output (VO).
Note: The negative/Positive signs on the inputs does not mean that
negative/positive signals are applied, but identify the inverting and noninverting terminals.
The V, VN and VO are the values of the voltages applied to the inputs and
obtained form the output. These voltages are joined by the equation:
VO = AO (VN V)
Here we have a slight problem. Voltages are measured between one point in
a circuit and another. Usually one point is the negative or zero line. When
calculating VN & V it does not matter were the reference is as long as it is the
same for both voltages. When we obtain the output VO we need to know the
reference point used by the Op Amp. This is not the zero line but a voltage
halfway between the positive supply and the zero line.
The other unknown quantity in the equation is AO, the Open Loop Gain. This
gain is constant for each particular Op Amp and is the ratio between two
voltages. Open Loop gain in Op Amps is normally 105.
ELECTRONIC FUNDAMENTALS
INTEGRATED CIRCUITS
PAGE 17 of 19
The following example will make use of the equation. Figure 3 shows an Op
Amp with an open loop voltage gain of 400, connected between a 12V supply.
+12V
GAIN = 400
VOUT
5.88V
5.87V
ZERO LINE
Op Amp
Figure 3
V = 5.88V
VN = 5.87
AO = 400
VO = AO(VN - V)
VO = 400(5.87 5.88)
= 400(-0.01)
= -4V
The voltage is relative to a point halfway between +12v and zero, that is 6V.
The output voltage is therefore 4V below 6V, i.e. 2V. What would the output
be if the input values were reversed?
Ans:.
ELECTRONIC FUNDAMENTALS
INTEGRATED CIRCUITS
PAGE 18 of 19
ENGINEERS
Output voltage is zero for zero input voltage (offset zero applied).
ELECTRONIC FUNDAMENTALS
INTEGRATED CIRCUITS
PAGE 19 of 19
BASE
BOARD
FRONT
ELECTRONIC FUNDAMENTALS
CIRCUIT MODULE
DESIGNATION
(E.G. SIGNAL
SELECTOR)
IC1
IC2
IC3
IC4
IC5
CIRCUIT
REFERENCE
C2
INTEGRATED
CIRCUIT CHIPS
IC6
REAR
FINGER OR
EDGE CONNECTOR
ELECTRONIC FUNDAMENTALS
ENGINEERS
b)
c)
d)
ELECTRONIC FUNDAMENTALS
SERVOMECHANISMS
DEMAND
INPUT
TRANSDUCER
DEMAND
SIGNAL
AMP
RESPONSE
LOAD
MOTOR
ELECTRONIC FUNDAMENTALS
SERVOMECHANISM
PAGE 1 of 23
ERROR
DETECTOR
INPUT
TRANSDUCER
AMP
SERVO
MOTOR
LOAD
ERROR
SIGNAL
POSITION
FEEDBACK
OUTPUT
POSITION
TRANSDUCER
ELECTRONIC FUNDAMENTALS
SERVOMECHANISM
PAGE 2 of 23
ENGINEERS
1.3 FOLLOW UP
If in our example the rudder were to be displaced from its demanded position,
or from the optimum speed at which the demanded position may be achieved,
an error signal occurs. In the way described, there is a feedback signal and
the system returns to its demanded position or speed. This process is called
'follow up'.
ELECTRONIC FUNDAMENTALS
SERVOMECHANISM
PAGE 3 of 23
1.4 FEEDBACK
1.4.1 POSITIONAL FEEDBACK
CONTROL
ELEMENT
ERROR
DETECTOR
SERVO
MOTOR
LOAD
VELOCITY
FEEDBACK
POSITIONAL
FEEDBACK
TACHO
GEN
FEEDBACK
ELEMENT
Positional Feedback
Figure 3
ELECTRONIC FUNDAMENTALS
SERVOMECHANISM
PAGE 4 of 23
Ei
PROPORTIONAL
TO
R-POT
Ei
PROPORTIONAL
TO
HELICAL POTENTIOMETER
ELECTRONIC FUNDAMENTALS
SERVOMECHANISM
PAGE 5 of 23
PRIMARY
COIL
L3
IRON CORE
CONNECTED TO
MECHANICAL
INPUT
L1
L2
2. ROTATED CLOCKWISE
1. ZERO POSITION
RVDT Operation
Figure 5
The mechanical input changes the position of the iron core. The position of
the core changes the magnetic coupling between the primary and the
secondary stator coils. When the input rotates, one of the secondary coils
receives more magnetic flux and this induces a higher voltage in that coil.
ELECTRONIC FUNDAMENTALS
SERVOMECHANISM
PAGE 6 of 23
ENGINEERS
The other secondary coil receives less magnetic flux, so a lower voltage is
induced. The difference between voltages induced in the secondary stator
coils is proportional to the rotated angle. This is an AC Ratio Signal.
Figure 5.1:
The position of the iron core is zero. The magnetic field induced
by primary coil L3 is equally divided between L1 and L2.
Therefore the voltage R-T is zero.
Figure 5.2:
Figure 5.3:
The difference between figure 5.2 and 5.3 is that the output-voltage between
R and T is of opposite phase. The output measured between R and T is an
AC RATIO signal.
The Linear Variable Differential Transducer (LVDT) is also an inductance
transmitter with similar components and similar in operation but of course, the
movement detected is linear and not rotary.
ELECTRONIC FUNDAMENTALS
SERVOMECHANISM
PAGE 7 of 23
EMPTY
IS
LOOP
A
IB
LOOP
B
REF C
FULL
2 - PHASE
MOTOR
DISCRIMINATION
STAGE
AMPLIFIER
STAGE
INDICATOR
REF
PHASE
AMPLIFIER UNIT
Capacitance Transmitter
Figure 6
This system depends upon the comparison of two capacitance values. One in
Loop A, which is the variable capacitance of a tank unit and the other in Loop
B, which is fixed. A current is developed in each loop; IS in loop A; IB in loop
B. The two loops form a bridge with resistor R across it. If the tank is full,
then current IS is the greater. With the tank empty, IS falls so that IB is the
greater.
Note: The currents act in opposite directions so that a potential is developed
across resistor R of a polarity dependent on the direction of current flow and
of a magnitude dependent on the size of the current. This signal is
transmitted to an amplifier, which powers a 2-phase motor to drive an
indicator and a balance potentiometer.
ELECTRONIC FUNDAMENTALS
SERVOMECHANISM
PAGE 8 of 23
ENGINEERS
ELECTRONIC FUNDAMENTALS
SERVOMECHANISM
PAGE 9 of 23
Torque synchros are used for the transmission of angular position information
and flight instrument systems is a typical application. Figure 9 shows a
Torque Synchro and circuit symbol.
S1
S3
INPUT
SHAFT
S1
S2
S3
OUTPUT
SHAFT
S2
CIRCUIT SYMBOL
STATOR
FIELD
S1
ROTOR
FIELD
R1
S2
R2
S3
CURRENT
FLOW
Torque Synchro
Figure 9
ELECTRONIC FUNDAMENTALS
SERVOMECHANISM
PAGE 10 of 23
SHAFT
BEARING
STATOR
WINDINGS
COILS
SHELL
CORE
SLIP
RINGS
LEADS TO
SLIP RINGS
STATOR
LEADS
LOWER END
CAP
ROTOR
STATOR
COMPLETE
ASEMBLY
ELECTRONIC FUNDAMENTALS
SERVOMECHANISM
PAGE 11 of 23
ROTOR
LEADS
S1
S1
CT
CX
A.C.
SUPPLY
S2
S3
S2
S3
A.C.
SUPPLY
INPUT
SHAFT
SERVO
MOTOR
11.
Control Synchro
Figure 11
1.9.1 PRINCIPLE OF OPERATION
The CX synchro is similar to that used in the torque synchro system. The
control transformer has a stator, which in design and appearance resemble
the synchro units already discussed but with high impedance coils to limit the
alternating currents through the coils. Further differences in the CT are that
the rotor winding has its coils wound so that no torque is produced between it
and the stator magnetic fields and the rotor is not energized by the supply
voltage applied to the rotor of the control synchro.
The CT rotor acts as an inductive winding for determining the phase and
magnitude of error signal voltages. The signals, after amplification, are fed to
a two-phase motor, which is mechanically coupled to the CT rotor. A control
synchro system is at electrical zero when the rotor of the CT is at 90 with
respect to the CX rotor. This is the situation as shown in Figure 10 above.
ELECTRONIC FUNDAMENTALS
SERVOMECHANISM
PAGE 12 of 23
If the input shaft is rotated and the CX rotor is disturbed, voltages are induced
in the CX stator and currents flow down the transmission lines to the stator
windings S1, S2 and S3 of the CT. A magnetic flux is produced, depending on
the amount of displacement of the CX rotor and the orientation of its
displacement. This flux links with the rotor of CT, inducing a voltage into it,
again depending on the amount, or rate of displacement, and its orientation.
The voltage, or error voltage, representing the electrical difference between
the rotors of CX and CT, is then amplified and passed to the control phase of
a two-phase motor. The ac reference phase supply is fixed. The motor now
rotates.
Its direction depends on the phase of the error signal, as can be seen from
Figure 12.
APPLIED VOLTAGE
ANTI-CLOCKWISE ROTATION
VOLTAGE OUT-OF-PHASE
CLOCKWISE ROTATION
VOLTAGE IN-PHASE
ELECTRONIC FUNDAMENTALS
SERVOMECHANISM
PAGE 13 of 23
STATOR
S1
S3
R1
R3
R2
ROTOR
CIRCUIT SYMBOL
R1
S2
R2
R3
S1
S2
S3
Differential Synchro
Figure 13
ELECTRONIC FUNDAMENTALS
SERVOMECHANISM
PAGE 14 of 23
STATOR
CONNECTIONS
STATOR
WINDINGS
ROTOR
ASSEMBLY
STATOR
ASSEMBLY
ROTOR
COILS
SKEW CUT TO
ENABLE SMOOTHER
RUNNING
ELECTRONIC FUNDAMENTALS
SERVOMECHANISM
PAGE 15 of 23
60
15
60
45
TX
45
TR
TDX
INPUT
SHAFT 60
INPUT
SHAFT 15
OUTPUT
SHAFT
1 2
ELECTRONIC FUNDAMENTALS
SERVOMECHANISM
PAGE 16 of 23
CX
CDX
CT
ERROR
SIGNAL
INPUT
SHAFT1
INPUT
SHAFT2
OUTPUT
SHAFT
1 2
ELECTRONIC FUNDAMENTALS
SERVOMECHANISM
PAGE 17 of 23
POLAR CO-ORDINATES = r/
CARTESIAN CO-ORDINATES X = r COS
CARTESIAN CO-ORDINATES Y = r SIN
ELECTRONIC FUNDAMENTALS
SERVOMECHANISM
PAGE 18 of 23
The resolver synchro consists of a stator and rotor, each having two windings
arranged in phase quadrature as shown in Figure 18.
S1
R1
R3
S3
S4
R4
R2
ROTOR
INPUT SHAFT
S2
STATOR
R1
S1
R2
S2
a
R3
R4
S3
S4
b
Resolver Synchro
Figure 18
Figure 16b represents the resolver differently for ease of explanation. The
resolver has two coils, R1 R2 and R3 R4 at right angles to each other and
attached to an input shaft. The stator consists of two coils S1 S2 and S3 S4,
also placed at right angles to each other.
ELECTRONIC FUNDAMENTALS
SERVOMECHANISM
PAGE 19 of 23
For this purpose, one of the resolver coils is short-circuited, say R3 R4, and
the other, R1 R2, has an alternating voltage applied to it. The magnitude of
this voltage (r) and the angle () through which both rotor coils are turned,
represent the polar co-ordinates r/. Figure 19 shows a resolver synchro to
carry out this function.
MAX
VOLTS
R
ROTOR
FLUX
STATOR
R1
S1
R2
S2
R COS
R3
R4
S3
S4
90
NO
VOLTS
180
270
360
R SIN
SERVOMECHANISM
PAGE 20 of 23
In this arrangement, there are two voltage inputs and these represent the
cartesian co-ordinates. They are VX = r cos and VY = r sin (Refer Figure
15). VX is input to S1 S2; VY is input to S3 S4. The two together develop an
alternating magnetic flux representing the cartesian co-ordinates in the stator.
R1 R2 is connected to an amplifier, which drives the output load and the rotor
in such a direction as to null the rotor and stop the motor. R3 R4 has a voltage
induced in it dependent on the value of the alternating flux. Its value may be
calculated using Pythagoras' Theorum VY + VX . Figure 20 shows the
layout for performing the above.
R1
S1
S2
R2
SM
VX = r COS
S3
S4
VY = r SIN
R3
R4
TO LOAD
VY 2 + VX2
S4
S2
S3
R3
S1
R1
CIRCUIT SYMBOL
R4
R2
ELECTRONIC FUNDAMENTALS
SERVOMECHANISM
PAGE 21 of 23
A.C.
EXCITATION
SUPPLY
RESULTANT
WAVEFORM
The E-bar has a coil wound round the centre limb. This coil is supplied by an
ac excitation supply. A magnetic flux is set up within the E-bar and when the
I-bar is equidistant from the outer limbs of the E-bar, the waveforms
transmitted are equal and opposite (Figure 21b). No output results. If the IELECTRONIC FUNDAMENTALS
SERVOMECHANISM
PAGE 22 of 23
ENGINEERS
bar is moved (in this case by capsules) one end of the I-bar is brought in
closer proximity to the opposite limb of the E-bar. The air gap here is
reduced, the magnetic field strengthens and the signal from the upper limb
coil is increased. (Figure 21b).
The opposite end of the I-Bar moves further away from its associated E-bar
limb, and the resultant signal is weaker. In the case of the servo-altimeter,
moving the E -bar back to the position nulls the signal so that no signal is
produced.
ELECTRONIC FUNDAMENTALS
SERVOMECHANISM
PAGE 23 of 23
EIS
PAGE 1 of 6
EIS
PAGE 2 of 6
AIRSPEED
INDICATOR
GYRO
HORIZON
ALTIMETER
DIRECTION
INDICATOR
VERTICAL
SPEED
INDICATOR
BASIC 6 GROUPING
COMBINED
AIRSPEED
INDICATOR
RADIO
MAGNETIC
INDICATOR
ATTITUDE
DIRECTOR
INDICATOR
ALTIMETER
VERTICAL
SPEED
INDICATOR
HORIZONTAL
SITUATION
INDICATOR
BASIC T GROUPING
EIS
PAGE 3 of 6
2.
3.
EFIS
PFD
EFIS
ND
ECAM
ENGINE
WARNINGS
EFIS
ND
EFIS
PFD
ECAM
SYSTEMS
EIS
PAGE 4 of 6
The Electronic Instrument System (EIS) also allows the flight crew to
configure the instrument layout by allowing manual transfer of the Primary
Flight Display (PFD) with the Navigation Display (ND) and the secondary
Electronic Centralised Aircraft Monitoring (ECAM) display with the ND. Figure
4 shows the switching panel from Airbus A320.
AIR DATA
ATT HDG
NORM
CAPT
3
E/S DMC
NORM
F/O
3
CAPT
3
ECAM / ND XFR
NORM
NORM
F/O
3
CAPT
3
F/O
3
CAPT
F/O
EIS
PAGE 5 of 6
DISPLAY
MANAGEMENT
SYSTEM
DMS No 1
DISPLAY
MANAGEMENT
SYSTEM
DMS No 3
DISPLAY
MANAGEMENT
SYSTEM
DMS No 2
EIS
PAGE 6 of 6
NUMBERING SYSTEMS
The majority of digital computers are wired to understand one particular code.
This code usually is not the English language or the decimal numbering system
but is instead the binary numbering system. A binary code capable of
representing letters of the alphabet, decimal numbers, punctuation marks and
special control symbols is used by most digital computers on the market today.
Before discussing the binary numbering system and its use in computers, a few
rules concerning all numbering systems will be presented.
There are three basic characteristics of any number system;
BASE (OR RADIX).
POSITION VALUE.
DIGIT VALUE.
The base of a numbering system is the total number of unique characters or
marks within that system. In the decimal system the base is 10 since there are
10 digits (or characters) which make up the system -0, 1, 2, 3, 4, 5, 6, 7, 8, 9.
Each position in a number has a value of BX where B is the base and X is some
exponent. For example, the decimal numbers 365 and 653 have two different
values even though they are composed of the same digits. The reason that the
numbers have different values is that digits of different values occupy positions of
different weights:
102 101 100
3 6 5
The first position 100 carries a weight of one. (Any number, except zero, when
raised to the zero power is equal to one).
The second position 101 carries a weight of 10 and the third position 102 carries a
weight of 100 etc. Note that each position is ten times greater than the preceding
position.
Each digit in a number has a value which exists between zero and the value of
the base minus one. For example in the decimal system, the digits range in value
from zero to nine. Nine is one less that the base of the system which is ten.
DIGITAL TECHNIQUES
NUMBERING SYSTEM
PAGE 1 of 21
1.1 GENERAL
In describing numbers, one takes into account the value of the various digits and
the weight of their respective positions.
102 101 100
3 6 5
is equivalent to:
3 x 102 + 6 x 101 + 5 x 100 =
3 x 100 + 6 x 10 + 5 x 1
300 +
60 +
=
= 365
Thus the decimal number 365 is read as three hundred sixty five.
Fractional numbers follow the same rules. For example take the decimal number
1402.35
103 102 101 100 10-1 10-2
1 4
0 2 3 5
1 x 103 + 4 x 102 + 0 x 101 + 2 x 100 + 3 x 10-1 + 5 x 10-2 =
1 x 1000 + 4 x 100 + 0 x 10 + 2 x 1 + 3 x 1/10 + 5 x 1/100 =
1000 + 400 + 2 + 3/10 + 5/100 or 1000 + 400 + 2 + 35/100
Note: There is an algebraic rule which states that a number raised to a negative
exponent is equivalent to one over that number raised to a positive
exponent.
10-2 = 1/102 or 1/100
DIGITAL TECHNIQUES
NUMBERING SYSTEM
PAGE 2 of 21
26 25 24 23 22 21 20
64 32 16 8 4 2 1
1 1 0 1 0 0 1
64 + 32 + 8 + 1 = 105(10)
Therefore:
DIGITAL TECHNIQUES
1101001(2) = 105(10)
NUMBERING SYSTEM
PAGE 3 of 21
When one desires to convert from decimal to binary there are several methods
that may be employed. One method is to use a table. (See table 1).
1024
210
512 256
29
28
128
27
64
26
32
25
16
24
8
23
4
22
2
21
1
20
WEIGHT
BIT POS
212(10) = 1 1 0 1 0 1 0 0(2)
NUMBERING SYSTEM
PAGE 4 of 21
0
2 1
2 3
2 7
2 14
2 28
R = 1 (MSD)
R=1
R=1
R=0
R = 0 (RIGHT MOST DIGIT OR LSD)
Division must continue until a zero quotient is obtained. The first remainder is the
rightmost digit or least significant digit (LSD) of the new number.
Therefore:
28(10) = 1 1 1 0 0(2)
DIGITAL TECHNIQUES
NUMBERING SYSTEM
PAGE 5 of 21
Although many digital computers do not make use of binary fractions, conversion
techniques involving them are relatively simple. Some of these techniques will be
presented in order to complete the picture of conversion between the binary and
decimal systems.
The position notation method of converting from binary to decimal can include
fractions.
Example:
1001.101(2) = ?(10)
23 22 21 20 2-1 2-2 2-3
1 0 0 1. 1 0 1
DIGITAL TECHNIQUES
NUMBERING SYSTEM
PAGE 6 of 21
Just as positions to the left of the binary point were two times greater than that of
the preceding position, so the positions to the right of the binary point are two
times smaller.
Conversion from a decimal fraction to a binary fraction may be done in several
ways. One method is to use table 5.2.2.
Example:
.375(10) = ?(2)
Since .5 is greater than .375 a zero bit should be placed in the 2-1 position. A one
bit should exist in the 2-2 position, however, since .25 is less than .375.
Subtracting .25 from .375 leaves a remainder of .125, which can be fully
represented by a one bit in the 2-3 position. Final result is:
2-1 2-2 2-3
0 1 1
THUS: .375(10) = .011(2)
A second technique of converting decimal fractions to binary is to multiply the
decimal fraction by 2 and look for a carry beyond the decimal point. A carry will
indicate a one bit for the 2-1 position; no carry a zero bit. The next step is to
again multiply only the fraction portion by 2 and look for a carry. A carry means a
one bit for the 2-2 position and no carry indicates a zero bit. The process is
continued for as many positions as desired.
Example:
.375(10) = ?(2)
.375
x2
0.750
.750
x2
1.500
.500
x2
1.000
THUS:
DIGITAL TECHNIQUES
NUMBERING SYSTEM
PAGE 7 of 21
Example:
18.205(10) = ?(2)
0
2 1
2 2
2 4
2 9
2 18
R=1
R=0
R=0
R=1
R=0
(2 )
(23)
(22)
(21)
(20)
.205
x2
.410
x2
820
x2
1.640
x2
1.280
2-1 is 0
2-2 is 0
2-3 is 1
2-4 is 1
DIGITAL TECHNIQUES
NUMBERING SYSTEM
PAGE 8 of 21
215(10)
One should note that there are no 8's or 9's in the octal system and that each
position of an octal number is 8 times greater in weight than the weight of the
preceding position.
In converting from decimal to octal one may use a table, such as Table 3, or one
may use the 'division by new base' technique.
32768
85
4096
84
512
83
64
82
8
81
1
80
WEIGHT
POS
DIGITAL TECHNIQUES
NUMBERING SYSTEM
PAGE 9 of 21
169(10) = ?(8)
0
8 2
8 21
8 169
R = 2
R = 5
R = 1
Therefore:
169(10) = 251(8)
169(10)
Just as in binary fractions many digital computers do not use octal fractions but
the rules of conversion will be presented.
The following abbreviated table of decimal equivalents for octal positions
simplifies conversion.
Example:
8-1 = 1/81
= 1/8
= .125
8-2 = 1/82
= 1/64
= .015625
8-3 = 1/83
= 1/152
= .001953125
8-4 = 1/84
= 1/4096
= .000244140625
37.25(8) = ?(10)
81 80 8-1 8-2
3 7.2 5
3 x 81 + 7 x 80 + 2 x 8-1 + 5 x 8-2 =
24 + 7 + .250 + .078125
NUMBERING SYSTEM
PAGE 10 of 21
Example:
88.49(10) = ?(8)
R = 1 (82)
R = 3 (81)
R = 0 (80)
0
8 1
8 11
8 88
.49
x8
3.92 8-1 is a 3
x8
7.36 8-2 is a 7
Thus:
88.49(10)
130.37(8)
Note that only the decimal fraction is multiplied by 8 each time. Also note that
rounding off was done.
1.5 OCTAL - BINARY CONVERSIONS
Since there are only 8 digits in the octal system, each octal digit can be
represented by some combination of three binary digits. In fact there are only 8
possible combinations for three binary digits.
Octal
0
1
2
3
4
5
6
7
Binary
000
001
010
011
100
101
110
111
Conversion between the octal and binary systems then is quite simple since a
direct substitution of 3 binary digits for each octal digit is all that is required.
Example:
Therefore:
DIGITAL TECHNIQUES
715(8) = ?(2)
7
1
5
111 001 101
715(8) = 111001101(2)
NUMBERING SYSTEM
PAGE 11 of 21
When converting from binary to octal one marks off groups of three bits from right
to left.
Example:
11011100(2) = ?(8)
011
3
Therefore:
011
3
100
4
11011100(2) = 334(8)
Note that leading zeros are supplied to fill out 3 digits if necessary.
When dealing with fractions the only rule other than direct substitution is that
groups of three binary digits are marked off from left to right in the binary fraction.
Example:
1000111.0101101(2) = ?(8)
001 000
1
0
Therefore:
100
4
1000111.0101101(2) = 107.264(8)
Note that zeroes are added to the rightmost end of a fraction to fill out the number
to three digits.
Example:
137.05(8) = ?(2)
1
001
or
3
011
7
111
.
.
0
000
5
101
137.05(8) = 1011111.000101(2)
DIGITAL TECHNIQUES
NUMBERING SYSTEM
PAGE 12 of 21
DIGITAL TECHNIQUES
NUMBERING SYSTEM
PAGE 13 of 21
1.7 HEXADECIMAL
Just as octal is a shorthand for binary because three binary digits can be directly
substituted by one octal digit, another numbering system known as hexadecimal,
is also a shorthand for binary because of its base. The prefix hexa implies 6 of
something and since decimal represents 10, the word hexadecimal means 6 + 10
or 16. Thus the base of the hexadecimal system is 16. By definition of the word
'base' the total number of characters in the system must also be 16. These
characters include the ten decimal digits 0-9 and six letters of the alphabet A-F.
Table 4 shows decimal-hexadecimal conversions.
HEX
0
0
DECIMAL
1
1
2
2
3
3
4
4
5
5
6
6
7
7
8
8
9
9
A B C D E F
10 11 12 13 14 15
Hexadecimal-Decimal
Table 4
A hexadecimal number therefore is one whose position values are 16X. The
methods of conversion discussed previously still apply.
6AF(16) = ?(10)
=
=
= 1711(10)
Decimal-Hexadecimal Example 1:
108(10) = ?(16)
0
16 13
16 208
R = 13
R = 0
(equivalent to D)
DIGITAL TECHNIQUES
208(10) = D0(16)
NUMBERING SYSTEM
PAGE 14 of 21
Decimal-Hexadecimal Example 2:
1834(10) = ?(16)
0
16 7
16 114
16 1834
16
23
16
74
64
R = 7
R = 2
R = 10
1834(10) = 72A(16)
DIGITAL TECHNIQUES
NUMBERING SYSTEM
PAGE 15 of 21
1.8 BINARY-HEXADECIMAL
Four binary digits can form sixteen combinations thereby providing an exact
equivalent to the hexadecimal system. This is shown in Table 5
BINARY
0000
0001
0010
0011
0100
0101
0110
0111
1000
1001
1010
1011
1100
1101
1110
1111
HEXADECIMAL
0
1
2
3
4
5
6
7
8
9
A
B
C
D
E
F
Binary Hexadecimal
Table 5
Therefore, direct substitution can take place between hexadecimal and binary.
For every 4 binary digits, one hexadecimal digit can be substituted or vice versa.
1001101(2) = ?(16)
0100
4
1101
D
1001101(2) = 4D(16)
CBF(16 = ?(2)
C
1100
B
1011
F
1111
CBF(16) = 110010111111(2)
DIGITAL TECHNIQUES
NUMBERING SYSTEM
PAGE 16 of 21
Therefore:
Note that zeros are added to fill out to multiples of 4 binary digits.
The ease with which a binary number can be expressed as a hexadecimal,
enables some computer systems to conveniently identify the contents of registers
or words in memory. Also it is desirable in business data processing operations
to work with decimal numbers. To do this requires a code known as BCD (Binary
Coded Decimal). The BCD code is encompassed by the hexadecimal numbering
system and thus one may use decimal notation if one desires to do so or
hexadecimal and assume that four binary digits represent one decimal or
hexadecimal digit.
1.9
If the binary code is to be used in a computer that can handle commercial data
processing as well as communications or scientific processing, there has to be a
means of representing decimal numbers, letters of the alphabet, punctuation
marks and special symbols.
It is desirable that this special binary code is also easy to handle in terms of
decimal arithmetic. The BCD or binary coded decimal notation solves part of this
problem. Below is a chart of the BCD code as applied to decimal numbers.
Decimal
BCD
0
1
2
3
4
5
6
7
8
9
0000
0001
0010
0011
0100
0101
0110
0111
1000
1001
Direct conversion of any BCD configuration gives the decimal equivalent. BCD
notation however does not make use of all 16 possible combinations for four
DIGITAL TECHNIQUES
NUMBERING SYSTEM
PAGE 17 of 21
binary digits and is therefore susceptible to wasting storage space. The decimal
number 15 for example in BCD code would be 0001 0101 while the pure binary
equivalent for 15 would be 1111. However, as was stated earlier, letters of the
alphabet as well as punctuation marks and special symbols are needed in some
form of a binary code. Therefore, a number of computer manufacturers use a
modified BCD code.
1.10 BINARY ARITHMETIC
One of the tasks a digital computer must be able to perform is to solve complex
problems. Some problems require more complex operations than the
fundamental operation of addition, subtraction, divide and multiplication.
Complex problem solving is achieved by writing it into the computers program
(software), however digital circuits (hardware) achieve the fundamental function.
1.11 BINARY ADDITION
In the decimal system, the sum of 11 + 3 is 14 and it is not until the sum of the
column is greater than 9 that there is a carry from one column of the addition to
the next.. Arithmetic operation are very simple in the binary system because as
the base of the system is 2, the carry occurs much earlier, so that a sum of two
digits resulting in 2 will involve a carry function. As a result there are only four
rules to consider when adding binary numbers, which are:
1. 0 + 0 = 0.
2. 0 + 1 = 1.
3. 1 + 1 = 0 carry 1.
4. 1 + 1 + carry 1 = 1 and carry 1.
Example 1
Addition of 10112 (decimal 11) and 00112 (decimal 3).
1011
0011
1110
When adding three or more rows of binary numbers, the addition of all the binary numbers in one column
could be carried out as in decimal addition, however, this becomes difficult in remembering how many
carries have been made. An easier way is to add two rows at a time, adding the result to the next row and
so on.
Example 2
DIGITAL TECHNIQUES
NUMBERING SYSTEM
PAGE 18 of 21
ENGINEERS
1101
0111
10100
b.
10100
01001
11101
DIGITAL TECHNIQUES
NUMBERING SYSTEM
PAGE 19 of 21
PAGE
INTENTIONALLY
BLANK
DIGITAL TECHNIQUES
NUMBERING SYSTEM
PAGE 20 of 21
PAGE
INTENTIONALLY
BLANK
DIGITAL TECHNIQUES
NUMBERING SYSTEM
PAGE 21 of 21
ENGINEERS
DATA CONVERSION
2.
3.
The voltage solution exists at a specific point within the system and is
made available to the operator in some form.
Generally, there are two types of analogue circuit arrangements in use. The
first is a 'general purpose' computing arrangement consisting of a large
number of networks, which are capable of providing solutions to a range of
problems. The second type is a 'special purpose' arrangement, which is
capable of serving as a model for, or simulating, a specific condition.
Since the analogue computer operates by a process of measurement, it is
best suited to applications where continually varying quantities are to be dealt
with. Although computation involving measurement usually introduces errors,
it is possible to attain accuracy of better than 0.1%. This is adequate for
many applications and, since small analogue computers can deal with
relatively simple problems, this type of computer will be met in some
equipment carried in aircraft.
1.2 DIGITAL COMPUTERS
Digital computers are arithmetic machines: that is, they operate by a process
of counting numbers or digits (hence their name). The basic operation that a
digital computer can perform is addition.
DIGITAL TECHNIQUES
DATA CONVERSION
PAGE 1 of 10
The digital computer is, therefore, used when the problem to be solved is of
an arithmetical nature and where an exact answer is required. Digital
processing errors are very low, with accuracy in the order of 0.001% being
possible, although a digital computer operating in a controlling role will have
inputs derived from some form of measurement with consequent errors. For
specific tasks, the programme of instructions, which supplies the computer
with the information on which it operates, can be built in to the machine; digital
computers of this type have many aircraft applications.
1.3 ANALOGUE AND DIGITAL SIGNALS
Analogue (continuous) information is made available in virtually all aircraft
equipment. Figure 1 shows the analogue signal created by a variable
resistor. In the circuit +0V is present at the output A when the potentiometer
is at position 1 and +5V when at position 2. These values would represent
either a 1 (+5V) or a 0 (+0V). However, it can be seen from the graph of the
analogue signal that it does produce distinct values of +5V and +0V as the
potentiometer moves from one end to the other.
+5V
POSITION
2
POSITION
1
+5V
O/P A
+0V
TIME
DATA CONVERSION
PAGE 2 of 10
+5V
O/P A
+5V
+0V
TIME
DIGITAL TECHNIQUES
DATA CONVERSION
PAGE 3 of 10
ANALOGUE SIGNAL
8
7
6
5
4
3
2
1
0
0
0
0
0
1
0
1
0
0
1
1
1
0
0
1
0
1
1
1
0
1
1
1
3 BIT
WORD
DIGITAL SIGNAL
DIGITAL TECHNIQUES
DATA CONVERSION
PAGE 4 of 10
The levels at which the code changes are known as quantisation levels, and
the intervals between them as quantisation intervals. In the example given in
Figure 5.3.3, the quantisation levels are 0, 1, 2, 3, 4, 5, 6 and 7 volts, and the
quantisation interval is 1 volt.
Using a 3-bit word gives 23 = 8 different quantisation levels. With a 4-bit word
we would have 24 = 16 quantisation levels with 0.5 volt quantisation intervals
giving improved resolution over the same range of input voltage.
Thus the more bits available the greater the resolution for a given range of
analogue signal input. It can be seen from the above that an ADC using an nbit word would have a resolution of one part in 2n.
1.5 ANALOGUE TO DIGITAL CONVERSION
In order to convert the analogue signal into a digital signal, an Operational
Amplifier is used as a comparator. Figure 4 shows an Op amp comparator.
+VE
VREF
VOUT
VIN
Comparator Circuit
Figure 4
The output of the comparator will be logic 0 when the reference voltage is
greater than the analogue input, changing to logic 1 when the analogue
voltage is greater than the reference voltage.
DIGITAL TECHNIQUES
DATA CONVERSION
PAGE 5 of 10
Figure 5 shows the resultant digital waveforms from an analogue input signal
using an Op Amp comparator.
VREF
VIN
+VMAX
VOUT 0
-VMAX
WHEN VIN < VREF THEN VOUT = -V MAX
WHEN VIN > VREF THEN VOUT = +V MAX
Analogue/Digital waveforms
Figure 5
In the example in figure 3, the quantisation level was 0 7 with a quantisation
interval of 1 volt. To convert this range to digital a total of 7 comparator Op
Amps would be required. This however would give a word length of 7 bits.
We know to represent the range 0 7 with an interval of 1 volt will only
require a 3-bit word.
DIGITAL TECHNIQUES
DATA CONVERSION
PAGE 6 of 10
To convert the seven bit word to a 3-bit word an encoder circuit is used. The
circuit contains a number of logic gates that will convert the 7-bit word down to
the required 3-bit notation. Figure 6 shows the layout of an encoder circuit.
A
B
LSB
E
F
Z
MSB
Encoder Circuit
Figure 6
DIGITAL TECHNIQUES
DATA CONVERSION
PAGE 7 of 10
16
14
12
10
8
6
4
2
0
0
0
0
0
0
0
1
0
0
1
0
0
0
1
1
0
1
0
0
0
1
0
1
0
1
1
0
0
1
1
1
1
0
0
0
1
0
0
1
1
0
1
0
1
0
1
1
1
1
0
0
1
1
0
1
1
1
1
0
1
1
1
1
DAC Output
Figure 8
DIGITAL TECHNIQUES
DATA CONVERSION
PAGE 8 of 10
Similarly, an output voltage range of 0 to 10 volts with 10-bit word input will
give spacing between quantisation levels of approximately 0.01 volts. The
stepped nature of the output can of course be smoothed.
To change a digital word into an analogue signal we require a circuit capable
of carrying out this function. One method would be to apply the digital word to
a corresponding number of resistors (4-bit word 4 resistors), connected as a
potential divider. Figure 9 shows a circuit that would carry out the function of
Digital to Analogue conversion.
MSB
4
B
I
T
2R
V OUT
W
O
R
D
4R
LSB
8R
DIGITAL TECHNIQUES
DATA CONVERSION
PAGE 9 of 10
V REF
S1
MSB
S2
2R
-
4 BIT
DIGITAL
INPUT
S3
S4
4R
ANALOGUE
OUTPUT
VOLTAGE
8R
LSB
0V
DIGITAL TECHNIQUES
DATA CONVERSION
PAGE 10 of 10
ENGINEERS
DATA BUSES
DATA BUSES
PAGE 1 of 21
DATA
INPUT
TX
ARINC 429
TRANSMITTER
RX
INFORMATION FLOW
ARINC 429
RECEIVER
RX
DATA BUSES
PAGE 2 of 21
TINNED COPPER
CONDUCTORS
DATA BUS
CABLE B
DATA BUS
CABLE A
ETFE TEFZEL
INSULATION
ETFE TEFZEL
JACKET
TINNED COPPER
BRAID SHIELD
DATA BUSES
PAGE 3 of 21
PAUSE BETWEEN
DIFFERENT TYPES
OF DATA BEING
TRANSMITTED
DATA BUSES
PAGE 4 of 21
ENGINEERS
ARINC 429 sets specifications for the transfer of digital data between aircraft
electronic system components and is a One-way communication link
between a single transmitter and multiple receivers. ARINC 429 system
provides for the transmission of up to 32 bits of data. One of three languages
must be used to conform to the ARINC 429 standards:
1.
Binary.
2.
3.
Discrete.
ARINC 429 assigns the first 8 bits as the word label; bits 9 and 10 are the
Source-Destination Indicator (SDI), bits 11 through to 28 provide data
information; bits 29 through to 31 are the Sign-Status Matrix (SSM), and bit
32 is a Parity Bit.
There are 256 combinations of word label in the ARINC 429 code. Each word
is coded in an octal notation language and is written in reverse order. The
source-destination indicator serves as the address of the 32-bit word. That is,
the SDI identifies the source or destination of the word. All information sent to
a common serial bus is received by any receiver connected to that bus. Each
receiver accepts only that information labelled with its particular address; the
receiver ignores all other information.
The information data of an ARINC 429 coded transmission must be contained
within the bus numbered 11 through to 28. This data is the actual message
that is to be transmitted. For example, a Digital Air Data Computer (DADC)
may transmit the binary message 0110101001 for Indicated Airspeed.
Translated into decimal form, this means 425, or an airspeed of 425 knots.
The sign-status matrix provides information that might be common to several
peripherals (plus or minus, north or south, right or left etc). The parity bit of
ARINC 429 code is included to permit error checking by the ARINC receiver.
The receiver also performs a Reasonableness Check, which deletes any
unreasonable information. This ensures that if a momentary defect occurs in
the transmission system resulting in unreasonable data, the receiver will
ignore that signal and wait for the next transmission.
The parity bit will either be set to 1 or 0 depending on the parity used. The
parity used in ARINC 429 is Odd Parity. If there is an even number of 1 bits
in a transmitted word (bits 1 through 31), the parity bit must be 1 to ensure the
whole word contains an odd number of 1 bits in the word.
Figure 4 shows the layout of a 32-bit word.
DATA BUSES
PAGE 5 of 21
32 31 - 29
28 - - - - - - - - - - - - - - - 11
10 / 9
8 ------ 1
DATAWORD LABEL
8 BITS - OCTAL 000 - 377
PARITY BIT
EITHER
ODD/EVEN
SOURCE DESTINATION
IDENTIFIER (SDI
0 0 - ALL SYSTEMS
0 1 - SYSTEM 1
1 0 - SYSTEM 2
1 1 - SYSTEM 3
32 Dataword Format
Figure 4
DATA BUSES
PAGE 6 of 21
32 31 30 29 28 27 26 25 24 23 22 21 20 19 18 17 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1
0 0 01100001
1 1 0 0 1 1 0 1 0 1 0 0 1
DATA FIELD
PARITY
WORD LABEL
SIGN STATUS
MATRIX
SOURCE DESTINATION
IDENTIFIER
DATA BUSES
PAGE 7 of 21
HIGH +10v
LINE
A TO B
NULL
1
0
27
28
29
1
0
LOW -10v
LINE A
TO
GROUND
LINE B
TO
GROUND
+5v
0
-5v
+5v
0
-5v
30
31
DATA BUSES
PAGE 8 of 21
32
ENGINEERS
DATA BUSES
PAGE 9 of 21
PARALLEL
DATA
SERIAL DATA
TRANSMISSION
DATA TRANSFER 00110
DEMULTIPLEXER
1
2
3
4
5
6
7
8
9
10
11
12
MULTIPLEXER
0
1
1
0
0
PARALLEL
DATA
BIT NUMBER
1
2
3
4
5
6
7
8
9
10
11
12
TO CENTRAL
CONTROL UNIT
DATA BUSES
PAGE 10 of 21
0
1
1
0
0
A
B
OUTPUT
C
D
CONTROL
SIGNALS
Y
Multiplexer Circuit Operation
Figure 8
The X and Y inputs are the control inputs selecting the data to be multiplexed.
Table 1 shows the logic table for X and Y.
X
0
1
0
1
Y
0
0
1
1
DATA BUSES
PAGE 11 of 21
BIT 1
S2
BIT 2
S1
BIT 3
BIT 4
BIT 5
BIT 6
BIT 7
BIT 8
S0
DATA
INPUT
DATA BUSES
PAGE 12 of 21
4 SEC
4 SEC
FRAMES
4 SUBFRAMES
ONE
FRAME
SUBFRAME 1
SUBFRAME 2
SUBFRAME 3
SUBFRAME 4
64 WORDS
ONE
SUBFRAME
61
62
63
64
SYNC
WORD
12 BITS
ONE
WORD
10
11
12
+5v
ARINC 573
HARVARD
BI-PHASE CODE
DATA
0v
-5v
DATA BUSES
PAGE 13 of 21
1.7 CONVERTERS
In analogue circuits we cannot use digital signals and in digital circuits we
cannot use analogue signals. For that reason there are analogue to digital
converters and digital to analogue converters. Also there are converters that
change analogue signals into other analogue signals, e.g. a pressure to
frequency converter, which is used in the air data computer.
1.7.1 EXAMPLES OF CONVERTERS
A
ANALOGUE TO DIGITAL CONVERTER
A
DIGITAL TO ANALOGUE CONVERTER
P
F
Converters
Figure 11
DATA BUSES
PAGE 14 of 21
DATA BUSES
PAGE 15 of 21
The ARINC 629 system can be thought of as a party line for the various
electronic systems on the aircraft. Any particular unit can transmit on the bus
or listen for information. At any given time, only one user can transmit, and
one or more units can receive data. This Open Bus scenario poses some
interesting problems for the ARINC 629 system:
1.
2.
3.
TERMINAL
GAPS
SYNCHRONIZATION
GAP
TERMINAL
INTERVAL
PERIODIC INTERVAL
TERMINAL
GAPS
SYNCHRONIZATION
GAP
TERMINAL
INTERVAL
APERIODIC INTERVAL
DATA BUSES
PAGE 16 of 21
Each transmitter can use the bus, provided it meets a certain set of
conditions.
1.
2.
3.
The Terminal Interval (TI) is a time period common to all transmitters. The TI
begins immediately after any user starts a transmission. The TI inhibits
another transmission from the same user until after the TI time period.
1.8.2 PERIODIC & APERIODIC INTERVAL
A Periodic Interval occurs when all users complete their desired transmission
prior to the completion of the TI. If the TI is exceeded, an Aperiodic Interval
occurs when one or more users have transmitted a longer than average
message.
1.8.3 TERMINAL GAP
The Terminal Gap (TG) is a unique time period for each user. The TG time
determines the priority for user transmissions. Users with a high priority have a short
TG. Users with a lesser need to communicate (lower priority) have a longer TG. No
two terminals can ever have the same terminal gap. The TG priority is flexible and
can be determined through software changes in the receivers/transmitters.
1.8.4 SYNCHRONIZATION GAP
The Synchronization Gap (SG) is a time period common to all users. This gap is a reset signal for the
transmitters. Since the Synchronization gap is longer than the terminal gap, the SG will occur on the
bus only after each user has had a chance to transmit. If a user chooses not to transmit for a time equal
to, or longer than, the SG, the bus is open to all transmitters once again.
DATA BUSES
PAGE 17 of 21
START
NEXT
NEXT
NEXT
TERMINAL INTERVAL
WORD STRINGS
HI - LO
SYNCH
20 BITS
20 BITS
LABEL
DATA
UPTO
256 DATA
WORDS
HI - LO
SYNCH
DATA BUSES
PAGE 18 of 21
INDUCTIVE
PICK-UP
ARINC 629
DATA BUS
COUPLING
OUTPUT
DATA
DATA BUSES
PAGE 19 of 21
ARINC 600
CONNECTOR
STANCHION
DISCONNECT
STUB CABLES
(TWO SHIELDED
TWISTED PAIRS)
1 PAIR RECEIVE
1 PAIR TRANSMIT
LRU TRAY
STUB CABLE
(FOUR CONDUCTORS
WITH OVERALL SHIELD)
DATA BUSES
PAGE 20 of 21
OVERHEAD
PANEL
LRU NO 5
LRU NO 3
LRU NO 1
OPAS
LRU NO 2
LRU NO 4
LRU NO 6
DATA BUSES
PAGE 21 of 21
LOGIC CIRCUITS
POSITIVE LOGIC
: 0 - LOW VOLTAGE
: 1 - HIGH VOLTAGE
NEGATIVE LOGIC
: 0 - HIGH VOLTAGE
: 1 - LOW VOLTAGE
5V
0V
POSITIVE LOGIC
NEGATIVE LOGIC
Logic Conventions
Figure 1
DIGITAL TECHNIQUES
LOGIC CIRCUITS
PAGE 1 of 20
ENGINEERS
DIGITAL TECHNIQUES
LOGIC CIRCUITS
PAGE 2 of 20
A
A.B
B
SYMBOL
A.B
DIGITAL TECHNIQUES
LOGIC CIRCUITS
PAGE 3 of 20
A+B
A+B
B
SYMBOL
DIGITAL TECHNIQUES
LOGIC CIRCUITS
PAGE 4 of 20
+5V
A
A.B
B
A.B
A
SYMBOL
TR1
TR2
A.B
DIGITAL TECHNIQUES
LOGIC CIRCUITS
PAGE 5 of 20
+5V
A+B
B
SYMBOL
A+B
TR1
TR2
A+B
DIGITAL TECHNIQUES
LOGIC CIRCUITS
PAGE 6 of 20
ENGINEERS
DIGITAL TECHNIQUES
LOGIC CIRCUITS
PAGE 7 of 20
A
L
B
SYMBOL
UP
DOWN
UP
B
DOWN
XOR Circuit
Figure 7
DIGITAL TECHNIQUES
LOGIC CIRCUITS
PAGE 8 of 20
A
1
0
A
0
1
The Inverter
Figure 8
DIGITAL TECHNIQUES
LOGIC CIRCUITS
PAGE 9 of 20
+5V
OV
(a)
NAND INVERTER
(b)
NOR INVERTER
DIGITAL TECHNIQUES
LOGIC CIRCUITS
PAGE 10 of 20
A
A
B
C
(a)
NAND SYMBOL
(b)
NOR SYMBOL
DIGITAL TECHNIQUES
LOGIC CIRCUITS
PAGE 11 of 20
5mS
(a) - SINGLE OUTPUT
2mS
5mS
5mS
3mS
(b) - MULTIPLE OUTPUT
DIGITAL TECHNIQUES
LOGIC CIRCUITS
PAGE 12 of 20
A small circle at the input to any element indicates that a 0 state will
now activate the element at that particular input only.
(2)
A small circle at the output of any element indicates that the output
terminal of that element will adopt the 0 state when activated.
A
A+B
AB
B
AB
A+B
DIGITAL TECHNIQUES
LOGIC CIRCUITS
PAGE 13 of 20
A
B
ABC
ABC
1 state.
DIGITAL TECHNIQUES
LOGIC CIRCUITS
PAGE 14 of 20
+v
DOWN
+v
NOSE GEAR
DOWN SWITCH
+v
LEFT MAIN GEAR
DOWN SWITCH
WARNING
HORN
+v
THROTTLE
SWITCH
DIGITAL TECHNIQUES
LOGIC CIRCUITS
PAGE 15 of 20
In order for the DOWN light to illuminate, all three landing gear legs must be
down and locked, for this function an AND gate is used. If all three gears
are not down and locked and the throttle is moved back to approach, then the
NOR gate will activate the horn to warn the crew that they have not selected
the gear DOWN, with the throttle at approach.
1.13.2 ENGINE STARTING LOGIC CIRCUIT OPERATION
The logic circuit at Figure 25 details the various means of starting an engine.
AND
GROUND PNEUMATIC
CONNECTION 2
1-2 VALVE
ENG 1 AIR
PNEUMATIC OVERPRESSURE (ENG 1)
AND
AND
OR
OR
No 2 ENGINE
GROUND PNEUMATIC
CONNECTION 1
ENG 3 AIR
PNEUMATIC OVERPRESSURE (ENG 3)
AND
2-3 VALVE
DIGITAL TECHNIQUES
LOGIC CIRCUITS
PAGE 16 of 20
TAKE-OFF
REPORT
NON
VOLATILE
VOLITILE
MEMORY
5 SECS
DIGITAL TECHNIQUES
LOGIC CIRCUITS
PAGE 17 of 20
ENGINEERS
There are two stable cruise reports, Stable Cruise 1 and Stable Cruise 2.
The mini AIDS makes these reports under different conditions. The
conditions of stable cruise 2 are more critical than the conditions of stable
cruise 1. Both cruise reports require the need for the following conditions:
Altitude of at least 8,000 ft
IAS of at least 145 kts.
No change in the Air Conditioning system.
Both pressure regulating shut-off valves are open (or
bleed air valves closed).
In addition Stable cruise 1 requires the following conditions for automatic
report generation.
Air temperature may only vary within 2C.
Altitude may only vary within 300 ft.
IAS may only vary within 3 kts.
These variations may not exceed these limits for a time period of 64 seconds.
The more critical conditions for an automatic stable cruise 2 report generation
are:
Altitude may only vary within 100 ft.
IAS may only vary within 2 kts.
Both high and low-pressure turbines may not exceed a
variation in RPM of more than 0.5%.
Both torque forces of the engines may not exceed a variation
of 1%.
The mini AIDS also monitors the stable cruise 2 variation for a time period of
64 seconds.
DIGITAL TECHNIQUES
LOGIC CIRCUITS
PAGE 18 of 20
DIGITAL TECHNIQUES
< 2 kts
AIRSPEED
< 100 ft
TIME
DELAY
3 SEC
LANDING
MODE
> 8 000 ft
TIME
DELAY
2X32SEC
PRESSURE REGULATION
SHUT OFF VALVES OPEN
ALTITUDE
TIME
DELAY
2X32SEC
TIME
DELAY
30 SEC
COLLECTED
INFORMATION
PWR
INTERRUPT
15 MIN
COUNTER
DELAY
COLLECTED
INFORMATION
ENABLE
STABLE
CRUISE
2
STABLE
CRUISE
1
ON GROUND MODE
STABLE
CRUISE
1
NON
VOLATILE
MEMORY
WRITE
INHIBIT
AFTER
REPORT
STOREAGE
STABLE
CRUISE
2
TIME
DELAY
X SEC
RESET
AFTER
LANDING
TIME
DELAY
X 1 SEC
ALTITUDE
FLIGHT/GROUND
GROUND = 1
Figure 27 shows a block schematic diagram of the mini AIDS cruise reporting.
LOGIC CIRCUITS
PAGE 19 of 20
ENGINEERS
1.14.3 OPERATION
So that the aircraft first meets the conditions for stable cruise 1, the mini AIDS
collects the stable cruise1 report information but does not store it in the nonvolatile memory. A 15-minute counter starts to count at the moment the
aircraft meets the stable cruise 1 conditions.
When the aircraft meets the more critical condition of the stable cruise 2 within
the 15 minutes stable cruise 1 is counting, the mini AIDS stores the stable
cruise 2 information in the non-volatile memory. When the aircraft does not
meet the stable cruise 2 conditions within the 15 minutes, the mini AIDS finally
stores stable cruise 1 into the non-volatile memory.
If the aircraft does not fly for a total of 15 minutes in a stable cruise 1 condition
the mini AIDS stores the stable cruise 1 report in the landing phase 33
seconds after touchdown.
After storage of a report 1 or 2, further stable cruise reports are inhibited for
that flight. There is however an exception;
After a power interrupt, the mini AIDS stores the collected stable
cruise 1 report in the non volatile memory but does not inhibit a new
storage of a stable cruise 1 or 2.
To retrieve the data within the non-volatile memory, a data collector unit, or
Laptop computer downloads the data.
DIGITAL TECHNIQUES
LOGIC CIRCUITS
PAGE 20 of 20
ENGINEERS
ANALOGUE
COMPUTING
ELEMENTS
INPUT
DEVICES
OUTPUT
DEVICES
This lack of flexibility, together with limited accuracy and susceptibility to noise
and drift, has led to the introduction of digital computers, made possible by
integrated circuits. Even so, the analogue computer, or rather analogue
computing circuits, are still extensively used because as stated above, the
sensors produce analogue signals.
1.2 ANALOGUE COMPUTER EXAMPLE
Consider an aircraft approaching a DME beacon. The distance to go is given
as an electrical analogue signal at the output of the aircraft's DME equipment.
By using an analogue computer, this signal can be used to provide an
indication to the pilot of his ground speed.
As the input signal represents distance, a sample of change in distance
divided by the lapsed time will provide ground speed. A suitable block
diagram to carry out this calculation is shown in Figure 2.
ANALOGUE
COMPUTING
DME O/P
DISTANCE
TO GO
DISTANCE
GROUND
SPEED
INDICATOR
TIME
TIMING
CONTROL
ARITHMETIC
INPUT
OUTPUT
MEMORY
ENGINEERS
ENGINEERS
1.4 BUSES
It can be seen from Figure 4 that there are three buses - the data bus, the
address bus, and the control bus. Each bus consists of a group of parallel
wires.
The data bus transfers data between memory, CPU and I/O units, under the
control of signals sent through the control bus. For example, if data is to be
transferred (sent) from the CPU to a memory location, the control unit within
the CPU places an output instruction on the CPU, and write instruction on the
memory unit. When the data arrives at the memory, it must be written into the
memory at a given address. The address is already present, having been
sent by the CPU along the address bus. Hence, data is stored at the memory
address given. Note that if the transfer had been from the CPU to an I/O
device, the address of the I/O device would have been given.
The address bus is one-way only. The control bus usually has one set of
wires for input sensing lines, and one set for output controls.
Data buses are usually bi-directional; that is, data is either transferred, or
fetched along the same set of wires. The control unit usually decides in which
direction data will travel. If there are several peripherals, and these all wish to
use the CPU at the same time, some method of priority must be established.
There are various ways of achieving this. One method uses the control unit to
select the lucky peripheral, whilst another method lets the peripherals
themselves automatically decide which peripheral takes control.
ADDRESS
I/P
INPUT/OUTPUT
INPUT/OUTPUT
UNIT
UNIT
CLOCK
CLOCK
MEMORY
O/P
CONTROL
CONTROL &
&
ARITHMETIC
ARITHMETIC
UNIT
UNIT
CPU
CONTROL BUS
DATA BUS
Computer Buses
Figure 4
PERIPHERAL 2
PERIPHERAL 3
PORT 1
PORT 2
PORT 3
CONTROL BUS
INPUT/OUTPUT
UNIT
ADDRESS BUS
simultaneously.
Input/Output Unit
Figure 5
ENGINEERS
DATA BUS
TO
INPUT/OUTPUT
DEVICE
TO
CPU
ROM
RAM
TO
INPUT/OUTPUT
DEVICE
FROM
CPU
ADDRESS BUS
Static RAM.
Dynamic RAM.
The essential difference between them is the way in which bits are stored in
the RAM chips. In a static RAM, the bits of data are written in the RAM just
once and then left until the data is either read or changed. In a dynamic RAM,
the bits of data are repeatedly rewritten in the RAM to ensure that the data is
not forgotten.
1.7.1 STATIC RAM
Flip-Flops are the basic memory cells in a static RAM. Each flip-flop is based
on either two bipolar transistors or two Metal Oxide Semiconductors FieldEffect Transistors (MOSFETS). As many of these memory cells are needed
as there are bits to be stored. Thus, in a 16K-bit static memory there are
16384 flip-flops, i.e. 32768 transistors. All these transistors are
accommodated on a single silicon chip approximately 4mm2. Figure 7 shows
a basic memory cell in a static RAM
+5V
TR1
TR2
LOGIC 1
OUTPUT/INPUT
16K MEMORY
= 16,384 FLIP-FLOPS
= 32,768 TRANSISTORS
LOGIC 0
OUTPUT/INPUT
16
15
14
13
12
D4
11
10
S4
S3
S2
7
SENSE
OUTPUT 2
D2
DATA
INPUT 2
S1
SENSE
OUTPUT 1
D1
DATA
INPUT 1
WE
WRITE
ME
MEM
ADDRESS
A
D3
SENSE
OUTPUT 3
DATA
INPUT 3
Vcc
SENSE
OUTPUT 4
DATA
ADDRESS
B,C & D
INPUT 4
The 7489 TTL Ram package has 64 memory cells, each cell is capable of
holding a single bit of data. The cells are organised into locations, and each
location is capable of holding a 4-bit word. Thus the 7489 is capable of
storing 4-sixteen 4-bit words, i.e. four memory cells are used at each location.
Figure 8 shows the memory organisation of the 7489 static RAM.
Vee
1
0
0
0
ENABLES
0
1
0
1
1
1
1
0
1
0
1
0
0
1
2
3
4
4 BIT
ADDRESS
5
6
1101
16 LOCATIONS
EACH HOLDING
FOUR BITS
7
8
9
10
11
READ/WRITE
SIGNALS
12
13
14
15
4 BIT
DATA IN
4 BIT
DATA OUT
Although the wire carrying the current is wound round the ring, the same
effect is obtained if the wire passes through the ring. This is a more
convenient way to set the magnetic state of each ring when a plane of cores
is built. The advantage of this type of memory is that when the power is
removed it holds its state, i.e. it is a non-volatile memory. A matrix of cores
containing 16 bits of information is shown in Figure 10.
Y1
Y2
Y3
Y4
CURRENT IS
INSUFFICIENT
TO MAGNETIZE
CORE WITH ONLY
ONE CURRENT
X1
X2
X3
X4
X1 & Y1 CURRENT
MAGNETIZES THE
CORE
+5V
+5V
SENSE
(HIGH)
0
TR1
SENSE
(LOW)
FUSE
LINK
NO FUSE
LINK
ADDRESS
LINE
LOGIC
0
LOGIC
1
TR2
0V
PROM Circuit
Figure 11
PROMs are capable of high operating speeds, but consume a relatively large
amount of power. However, since they are non-volatile, they can be switched
off when not being accessed.
2.
Registers.
3.
Control Unit.
CPU
ARITHMETIC
UNIT
C
O
M
P
U
T
E
R
CONTROL
INPUT
OUTPUT
UNIT
CLOCK
H
I
G
H
W
A
Y
MEMORY
(REGISTERS)
MEMORY
ALU. This is where the mathematics and logic functions are implemented.
It is not essential for the ALU to subtract, divide, or multiply, as these
functions are easily achieved by using addition in conjunction with 2's
complement arithmetic.
However, more powerful processors include sophisticated arithmetic
hardware capable of division, multiplication, fixed and floating point arithmetic
etc. Large processors also employ parallel operation for high speed.
Registers. These are temporary storage units within the CPU. Some
registers have dedicated uses, such as the program counter register and the
instruction register. Other registers may be used for storing either data or
program information. Figure 14 illustrates the principal registers within the
CPU.
PROGRAM
COUNTER
REGISTER
PORT 1
INPUT
OUTPUT
ADDRESS
DECODE
INSTRUCTION
DECODE
REGISTER
CONTROL
UNIT
ACCUMULATOR
REGISTER
PORT 3
I
N
T
E
R
N
A
L
H
I
G
H
W
A
Y
TIMING
PORT 2
MEMORY
ADDRESS
REGISTER
TEMPORARY REGISTER
MEMORY
STATUS FLAG
REGISTER
ENGINEERS
INPUT/
OUTPUT
PORTS
OUTPUT
INPUT
ROM
MICROPROCESSOR
(CPU)
COMPUTER HIGHWAY
RAM
Elementary Microcomputer
Figure 15
2.
Performance Management.
3.
4.
The FMS utilizes two Flight Management Computers (FMC) for redundancy
purposes. During normal operation both computers crosstalk; that is, they
share and compare information through the data bus. Each computer is
capable of operating completely independently in the event of one failed unit.
The FMC receives input data from four sub-system computers:
1.
2.
3.
4.
FMS
CDU 1
FMS
CDU 2
AFCAS
EICAS
FMC 1
FMC 2
TMS
EFIS
NAVIGATIONAL SYSTEMS
EFIS
Airports.
c.
b.
Since this information changes, the FMS incorporates a Data Loader. The
data loader is either a tape or disk drive that can be plugged into the FMC.
This data is updated every 28 days.
INITIAL AIRLINE
BASE & 28 DAY
UPDATES
REQUESTED
ROUTE
LATERAL
VERTICAL
NAV DATA
BASE
BUFFER
F
PER
MEMORY STORAGE
16 BIT WORDS
ROLL
CHANNEL
AILERON
CONTROL
PITCH
CHANNEL
ELEVATOR
CONTROL
MODE
TARGET
REQUESTS
THRUST
LEVER
CONTROL
A
DAT
OPERATION
PROGRAM
DISPLAYS
STORAGE
FMC
Variable parameters for a specific flight are entered into the FMS by either
data loader, or Control Display Unit (CDU). This data will set the required
performance for least-cost or least-time en-route configuration.
ENGINEERS
The CDU provides a means for the crew to communicate with the FMC. It
contains pushbutton key controllers and a display screen. The keys are of
two types: 1.
2.
When, for example, a departure point is entered using alphanumeric keys, the
information is often held in a temporary register and displayed to the pilot; this
is known as a scratchpad display. Once the pilot has checked the information
is correct, he can enter the data into the computer store by pressing the
appropriate dedicated key typically labelled "Load" or "Enter".
LINE
SELECT
KEYS
DISPLAY
SCREEN
ALPHANUMERIC
KEYPAD
FUNCTION
SELECT
KEYS
PPOS
NEXT
PHASE
DIR
FUEL
AIR
PORTS
HDG
SEL
DATA
FIX
PERF
START
ENG
OUT
SPEC
F-PLN
EXEC
MSG
CLEAR
DISPLAY
BRIGHTNESS
CONTROL
FMS CDU.
Figure 18
During a normal flight, the FMS sends navigation data to the EFIS, which can
then display a route map on the EHSI. If the flight plan is altered by the flight
crew en-route, then the EHSI map will change automatically.
SENSORS:
VOR/DME - OMEGA
DOPPLER - COMPASS
ETC
FROM CONTROL
MAGNETIC TAPE
CASSETTE/CARTRIDGE
PUSH BUTTON
CONTROLLER
ALPHANUMERIC
DEDICATED
REGISTERS
SEQUENCING
&
ADDRESSING
TO
STORE
TO CONTROL
Computer Inputs
Figure 19
The sensors in Figure 19 develop analogue electrical signals representing: Bearing and distance to fixed point (VOR/DME).
Hyperbolic co-ordinates (Omega).
Ground speed and drift angle (Doppler).
Aircraft heading (Compass), etc.
These analogue signals must be converted into digital signals before being
fed to the computer memory. ADCs, which may be an integral part of the
ENGINEERS
Many different kinds of output device are used, including traditional devices
such as relative bearing indicators and steering indicators. With these,
suitably designed digital to analogue converters must be used. Similar
outputs could be fed to an autopilot.
Digital read out can be obtained by use of hybrid (digital and analogue) servo
systems, which position an output counter drum or alternatively by use of 7
segment indicators. A ROM, which has the wired in program to convert from
binary code to the appropriate drive, drives the segments, which may be light
emitting diodes (LED) or liquid crystals (LCD).
Cathode ray tubes (CRT) are being increasingly used as output devices both
for display of alphanumeric information and, less commonly, electronic maps.
CRTs are essentially analogue devices and as such require DACs, which will
provide the necessary fairly, complicated drives.
Moving map displays may also be used as a means of presenting navigation
information to the pilot. The map itself may be an actual chart fitted on rollers,
or alternatively projected film. Closed loop servos, which drive the map, are
fed from the computer via DACs.
1.17 COMPUTER TERMS
1.17.1 ACCESS TIME
The time interval required to communicate with the memory, or storage unit of
a digital computer, or the time interval between the instant at which the
arithmetic unit calls for information from the memory and the instant at which
this information is delivered.
1.17.2 ADDRESS
MACHINE CODE
1.17.11
ENGINEERS
MAGNETIC CORE
PROGRAMME
REAL TIME
The actual time during which a physical process takes place and a
computation related to it, resulting in its guidance: or, As it happens.
1.17.14
ROUTINE
TIME SHARING
An ordered set of characters which has at least one meaning and is stored,
transferred, or operated upon by the computer circuits as a unit.
ENGINEERS
FIBRE OPTICS
Light travels in straight lines, even though lenses and mirrors can deflect it,
light still travels in a straight line between optical devices. This is fine for most
purposes; cameras, binoculars, etc. wouldnt form images correctly if light
didnt travel in a straight line. However, there are times when we need to look
round corners, or probe inside places that are not in a straight line from our
eyes. That is why FIBRE OPTICS have been developed.
The working of optical fibres depend on the basic principle of optics and the
interaction of light with matter. From a physical standpoint, light can be seen
either as Electromagnetic Waves or as Photons. For optics, light should
be considered as rays travelling in straight lines between optical elements,
which can reflect or refract (bend) them.
Light is only a small part of the entire spectrum of electromagnetic radiation.
The fundamental nature of all electromagnetic radiation is the same: it can be
viewed as photons or waves travelling at the speed of light (300,000 km/s) or
180,000 miles/sec).
1.1 REFRACTIVE INDEX (N)
The most important optical measurement for any transparent material is its
refractive index (n). The refractive index is the ratio of the speed of light (c) in
a vacuum to the speed of light in the medium:
The speed of light in a material is always slower than in a vacuum, so the
refractive index is always greater than one in the optical part of the spectrum.
Although light travels in straight lines through optical materials, something
different happens at the surface. Light is bent as it passes through a surface
where the refractive index changes. The amount of bending depends on the
refractive indexes of the two materials and the angle at which the light strikes
the surface between them.
The angle of incidence and refraction are measured not from the plane of the
surfaces but from a line perpendicular to the surfaces. The relationship is
known as Snells Law, which is written; ni sin I = nr sin R, where ni and nr are
the refractive indexes of the initial medium and the medium into which the
light is refracted. I and R are the angles of incidence and refraction.
FIBER OPTICS
PAGE 1 of 18
ANGLE OF
INCIDENCE
LIGHT
AIR
NORMAL LINE
PERPENDICULAR
TO GLASS SURFACE
GLASS
R
ANGLE OF
REFRACTION
FIBER OPTICS
PAGE 2 of 18
Snells law indicates that refraction cant take place when the angle of
incidence is too large. If the angle of incidence exceeds a critical angle,
where the sine of the angle of refraction would equal one, light cannot get out
of the medium. Instead the light undergoes total internal reflection and
bounces back into the medium.
Figure 2 illustrates the law that the angle of incidence equals the angle of
reflection. It is this phenomenon of total internal reflection that keeps light
confined within a fibre optic.
TOTAL
INTERNAL
REFLECTION
41.9
1
1 = 2
Critical Angle
Figure 2
FIBER OPTICS
PAGE 3 of 18
CORE
LIGHT RAY
CLADDING
LIGHT RAY STRIKES THE CLADDING
AT AN ANGLE GREATER THAN THE
CRITICAL ANGLE, THEREFORE THE
LIGHT RAY IS REFLECTED RATHER
THAN BEING REFRACTED.
FIBER OPTICS
PAGE 4 of 18
FILLER
LIGHT MUST FALL
INSIDE THIS ANGLE
STRANDS
ARAMID YARN
TO BE GUIDED THROUGH
THE CORE
OPTICAL
FIBRES
OPTICAL
SEPARATOR
FIBRES
TAPE
ARAMID
YARN
OUTER
JACKET
SEPARATOR
FILLER
STRANDS
END
TAPE
VIEW
FIBER OPTICS
PAGE 5 of 18
1.4 ALIGNMENT
Coupling light between fibres requires careful alignment and tight tolerances.
The highest efficiency comes when the ends of the two fibres are permanently
joined. Temporary junctions between two fibre ends, made by connectors,
have a slightly higher loss but allow much greater flexibility in reconfiguring a
fibre optic network.
Figure 5 shows the problems associated with incorrect alignment.
LATERAL MISALIGNMENT
ANGULAR MISALIGNMENT
AXIAL MISALIGNMENT
FIBER OPTICS
PAGE 6 of 18
FIBRE OPTIC
CABLE
STRAIN RELIEF
BOOT
BACKSHELL
THREADED
COUPLING
JACK
SCREW
COUPLING
RING
CERAMIC
TERMINUS
FIBRE
OPTIC
ALIGNMENT
SLEEVES
PINS
ALIGNMENT
HOLE
RECEPTACLE
PLUG
Type A Connector
Figure 6
FIBER OPTICS
PAGE 7 of 18
FIBRE OPTIC
CABLE
STRAIN RELIEF
BOOT
BACKSHELL
THREADED
COUPLING
COUPLING
RING
ALIGNMENT
PINS
ALIGNMENT
HOLE
PROTECTIVE
WINDOW
RECEPTACLE
PLUG
Type B Connector
Figure 7
FIBER OPTICS
PAGE 8 of 18
STRAIN RELIEF
BOOT
MOUNTING
FLANGE
FIBRE OPTIC
CABLE
BACKSHELL
PROTECTIVE
WINDOW
RECEPTACLE
CONNECTOR
Type C Connector
Figure 8
FIBER OPTICS
PAGE 9 of 18
Figure 9 shows how the light is transferred in the type B and C connectors
using miniature lenses and protective window.
FIBER OPTICS
PAGE 10 of 18
TYPE A PLUG
CONNECTOR
STRAIN
RELIEF
BACKSHELL
ASSEMBLY
IDENTIFICATION
SLEEVE
MATE WITH
IDENTIFICATION
SLEEVE
TYPE B PLUG
CONNECTOR
STRAIN
RELIEF
BACKSHELL
ASSEMBLY
IDENTIFICATION
SLEEVE
MATE WITH
IDENTIFICATION
SLEEVE
TYPE C PLUG
CONNECTOR
BACKSHELL
MOUNTING
FLANGE
STRAIN
RELIEF
ASSEMBLY
IDENTIFICATION
SLEEVE
MATE WITH
IDENTIFICATION
SLEEVE
FIBER OPTICS
PAGE 11 of 18
ENGINEERS
Difficult to join.
FIBER OPTICS
PAGE 12 of 18
ENGINEERS
1.8 SAFETY
When working on Fibre Optic connected equipment, care is required when
handling cables. If the equipment is energised, invisible light form the fibre
optic cable can be sufficient to cause damage to the eyes.
Before the face of the connector is examined either one of these conditions
must be satisfied:
FIBER OPTICS
PAGE 13 of 18
BEND
RADIUS
>1.5"
FIBRE
OPTIC
CABLE
STRAIN
RELIEF
1" MIN
EQUIPMENT
TYPE B
PLUG
FIBER OPTICS
PAGE 14 of 18
This is the European standard data bus with a 20 Mbit/sec data rate and will
enter service with the new Eurofighter 2000. This advanced data bus system
provides an evolutionary increase in capability by using MIL STD 1553B as
the controlling protocol for high speed (20Mbit/sec), message transfer over a
fibre optic network. Figure 17 shows the architecture of the STANAG 3910
data bus system.
UPTO 31
SUB-SYSTEMS
BUS
CONTROLLER
SUB
SYSTEM
1
SUB
SYSTEM
2
SUB
SYSTEM
N
CONTROL &
LOW SPEED
DATA BUS
HIGH SPEED
DATA BUS
FIBRE OPTIC
STAR
COUPLER
FIBER OPTICS
PAGE 15 of 18
The optical star coupler allows light signals from each fibre stub to be coupled
into the other fibre stubs and then to the other sub-systems. The data bus
also has the normal operation of the MIL STD 1553B data bus.
The USA is developing its own version of a fibre optic data bus system. This
is a High Speed Data Bus (HSDB), and uses Linear Token Passing as its
controlling protocol. It operates at 50 Mbits/sec and operates to connect up to
128 sub-systems. Figure 18 shows the architecture of the Linear Token
Passing High Speed Data Bus (LTPHSDB).
UPTO 128
SUB-SYSTEMS
SUB
SYSTEM
1
SUB
SYSTEM
2
SUB
SYSTEM
3
SUB
SYSTEM
N
FIBRE OPTIC
STAR
COUPLER
FIBER OPTICS
PAGE 16 of 18
Extensive tests have been carried out using the Fly-by-Light technology. It
has huge advantages over the current Fly-by-Wire systems. Fibre optic
cabling is unaffected by EMI and has a considerably faster data transfer rate
(20 Mbit/sec to 100 Mbit/sec). The systems are also lighter than conventional
screened cabled systems, since fibre optic cable is lighter than conventional
cable and offers great weight saving. Figure 19 shows the configuration of a
fly-by-light system
LRG
MOTION
SENSORS
ELECTRICAL CABLE
FLIGHT
CONTROL
COMPUTER
ACTUATOR
CONTROL
ELECTRONICS
ACTUATOR
AIR
DATA
COMPUTER
CONTROL
SURFACE
Fly-By-Light System
Figure 19
FIBER OPTICS
PAGE 17 of 18
ENGINEERS
1.10.4 OPERATION
Fibre optic cable interconnects the units of the flight control system and
eliminates the possibility of propagating electrical faults between units. They
are bi-directional and can be used to convey the system status to the flight
crews control and display panel.
A further advantage of fibre optic data transmission is the ability to use
Wavelength Division Multiplexing (WDM) whereby a single fibre can be used
to transmit several channels of information as coded light pulses of different
wavelengths (or colours) simultaneously. The individual data channels are
then recovered from the optically mixed data by passing the light signal
through wavelength selective optical filters, which are tuned to the respective
wavelengths. The WDM has a very high integrity, as the multiplexed
channels are effectively optically isolated.
FIBER OPTICS
PAGE 18 of 18
ELECTRONIC DISPLAYS
1.1 GENERAL
With the introduction of digital signal-processing technology, it has become
possible for drastic changes to both quantitative and qualitative data display
methods. This technology has enabled the simplification of many flight deckinstrument layouts, allowing the replacement of complex analogue
instruments with state of the art digital instrumentation. This "Glass Cockpit"
concept has allowed many instruments to be replaced by one TV type display
that can display a large and varied range of information as required.
There are three different methods for displaying digital data, these are:
1.
2.
3.
Display Type
Light-Emitting Diode
Liquid Crystal Display
Application
Digital counter displays of engine performance.
Monitoring indicators; Radio frequency selector
indicators; Distance Measuring indicators; Control
display units of Inertial Navigation Systems, etc.
Weather radar indicators; display of navigational
data; engine performance data; system status;
ELECTRONIC DISPLAYS
PAGE 1 of 21
Figure 1 shows a typical flight-deck instrument panel and the different types of
display used.
LED
DISPLAYS
CRT
DISPLAYS
LCD
DISPLAYS
ELECTRONIC DISPLAYS
PAGE 2 of 21
SEVEN-SEGMENT CONFIGURATION
THIRTEEN-SEGMENT CONFIGURATION
ELECTRONIC DISPLAYS
PAGE 3 of 21
In the dot matrix display the patterns generated for each individual character
is made up of a specific number of illuminated dots arranged in columns and
rows. Figure 3 shows the arrangement for a 4 X 7 configuration (4 columns
and 7 rows).
7
ROWS
4 COLUMNS
ELECTRONIC DISPLAYS
PAGE 4 of 21
ENGINEERS
The phenomenon which results in the emission of light from a LED is called
Electroluminescence, or Injection Luminescence, and is due to the
hole/electron recombinations that take place near a forward biased p-n
junction.
When electrons are injected into the n region of a p-n diode and are swept
through the region near the junction, they recombine with holes in the region.
This generates electromagnetic waves of a frequency determined by the
difference in the energy levels of the electron and the hole. In order for this
recombination to result in luminescence, there must be a net change in the
energy levels, and the proton generated must not be recaptured in the
material. Figure 4 shows the operation of a LED.
ELECTRONIC DISPLAYS
PAGE 5 of 21
BIAS
RECOMBINATIONS
p
JUNCTION
n
INJECTED
ELECTRONS
CONTACT
LED Operation
Figure 4
ELECTRONIC DISPLAYS
PAGE 6 of 21
ELECTRONIC DISPLAYS
PAGE 7 of 21
ELECTRONIC DISPLAYS
PAGE 8 of 21
LEDs can also be used in a dot-matrix configuration. Each dot making up the
decimal numbers is an individual LED and can be arranged either in a 4 X 7
or 5 X 9 configuration. Figure 7 shows an Engine Speed Indicator, the dial
portion of the indicator is an analogue type, however it uses an LED dotmatrix configuration for the digital readout of engine speed.
DOT MATRIX
LED DISPLAY
ENGINE SPEED
20
0
40
ANALOGUE
ENGINE
SPEED
INDICATOR
60
N1
% RPM 80
100
Smith's
ELECTRONIC DISPLAYS
PAGE 9 of 21
MAN SET
% RPM
12
72 65
8
12
2
10
10
4 X 7 MATRIX
DISPLAY
0
2
72 65 4
6
8
7
84
84 87
EGT
% RPM
LED
DISPLAY
100 4
100 4
N
2
X1000
6
5
27 1
PULL
TO
SET
N1
6
1
FF/FU
27 21
3
KGPH/KG
PUSH
FUEL
USED
RESET
FUEL
USED
PULL
TO
SET
N1
ELECTRONIC DISPLAYS
PAGE 10 of 21
ENGINEERS
ELECTRONIC DISPLAYS
PAGE 11 of 21
INCIDENT LIGHT
REFLECTED LIGHT
TRANSPARENT
CONDUCTIVE
PLATES
INCIDENT LIGHT
REFLECTED LIGHT
TRANSPARENT
OPAQUE
LED Operation
Figure 9
ELECTRONIC DISPLAYS
PAGE 12 of 21
LIQUID CRYSTAL
LAYER
(TYPICAL SPACING = 10 MICRONS)
SEVEN SEGMENT
ELECTRODE
MIRROR IMAGE
(NOT SEGMENTED)
FRONT PLATE
BACK PLATE
SEGMENT
CONTACTS
COMMON
RETURN
CONTACT
Seven-Segment LCD
Figure 10
The space between the plates is filled with a liquid crystal compound, and the
complete assembly is hermetically sealed with a special thermoplastic
material to prevent contamination.
When a low-voltage, low-current signal is applied to the segments, the
polarisation of the compound is changed together with a change in its optical
appearance from transparent to reflective. The magnitude of the optical
change is basically a measure of the light reflected from, or transmitted
through, the segment area to the light reflected from the background area.
Thus, unlike a LED, it does not emit light, but merely acts on light passing
through it. Depending on the polarisation film orientation, and whether the
display is reflective or transmissive, the segment may appear dark on a light
background (such as in digital watches and pocket calculators) or light on a
dark background.
ELECTRONIC INSTRUMENT SYSTEM
ELECTRONIC DISPLAYS
PAGE 13 of 21
2
4
8
0 BCD TO 7 0
SEGMENT 0
1 DECODER
1
0
0
ELECTRONIC DISPLAYS
PAGE 14 of 21
GRAPHITE COATING
(COLLECTS SECONDARY ELECTRONS
TO PREVENT SCREEN BECOMING
NEGATIVELY CHARGED)
DEFLECTING
COILS
CATHODE
ANODE
HEATER
GRID
GLASS
ENVELOPE
PERMANENT
MAGNETS
(BEAM FOCUSING)
ELECTRON
BEAM
SCREEN
ELECTRONIC DISPLAYS
PAGE 15 of 21
3. Anode:
The cathode is a tube of metal closed at one end, with a coating of material
that will emit electrons when heated, covering the closed end. To operate the
cathode needs to be heated; this is achieved using a coil of insulated wire
connected to the cathode.
Because the screen of the CRT contains conducting material at a high voltage
(5 - 15kV), electrons will be attracted away from the cathode.
The free electrons have to pass through a pinhole in a metal plate (Control
Grid). Altering the voltage of the grid can control the movement of the
electrons through this hole. The voltage of the grid is always negative w.r.t.
Cathode.
The free electrons are then formed into a beam by the action of the first
anode. The anode is of a cylindrical shape and by adjusting the voltage on
the anode, the beam can be made to come to a small point at the screen end
of the CRT. The screen end of the CRT is coated with a material called a
Phosphor, which will glow when struck by electrons. The phosphor is usually
coated with a thin film of aluminum so that it can be connected to the final
accelerating (anode) voltage. The whole tube is formed as a vacuum.
ELECTRONIC DISPLAYS
PAGE 16 of 21
CONNECTED TO
CONDUCTIVE COATING
ON GLASS
CATHODE
GRID
FIRST ANODE
SECOND ANODE
HEATER
0V
-50V
+300V
+5 kV
CRT Voltages
Figure 13
ELECTRONIC DISPLAYS
PAGE 17 of 21
This arrangement will produce a point of light at the centre of the screen, but
to make the CRT useful for displaying data, this beam of electrons must be
able to be moved around the screen. For this, two sets of metal plates are
used and if a voltage is passed through them, then the beam will deflect on
the screen. These plates are called Deflection Plates. These plates are
arranged at right angles to each other. The beam can be deflected if a
voltage is applied to these plates; this is called Electrostatic deflection.
Movement of the beam left/right is controlled by the X Plates, with the Y
Plates controlling movement up/down.
Figure 14 shows the arrangement for the deflection plates.
Y DEFLECTION
PLATES
ANODE
X DEFLECTION
PLATES
ELECTRONIC DISPLAYS
PAGE 18 of 21
The other method used for deflection is Electromagnetic. This method is used
for TV, computer monitors and most aircraft CRT displays. As an electron
moves, it constitutes an electric current, and so a magnetic field will exist
around it in the same way as a field around a current-carrying conductor.
In the same way that a conductor will experience a deflecting force when
placed in a permanent magnetic field, so an electron beam can be forced to
move when subjected to electromagnetic fields acting across the space within
the tube. Coils are therefore provided around the neck of the tube, and are
configured so that fields are produced horizontally (Y-axis field) and vertically
(X-axis field). The coils are connected to the signal sources whose variables
are to be displayed. The electron beam can be deflected to the left or right,
up or down or along a resultant direction depending on the polarities produced
by the coils, and on whether one alone is energised, or both are energised
simultaneously.
Figure 15 shows electromagnetic coil configuration and resultant deflections.
MAGNETIC FIELD
N
NECK OF
THE TUBE
ELECTRON BEAM
COMING OUT OF
THE PAPER
RESULTANT DEFLECTION
OF THE BEAM
Electromagnetic Deflection
Figure 15
ELECTRONIC INSTRUMENT SYSTEM
ELECTRONIC DISPLAYS
PAGE 19 of 21
The most common form of deflection for CRT is a Linear Sweep. This means that the beam is taken
across the screen at a steady rate from one edge to the other, and is then returned very rapidly (an
action called Fly Back). To generate such a linear sweep in electrostatic deflection, a Saw-tooth
Waveform is used. . Figure 16 shows a Saw-tooth Waveform.
RAMP OR
SWEEP
CURRENT
FLYBACK
TIME
Saw-tooth Waveform
Figure 16
The sawtooth voltage waveform derived for the electrostatic time base is no
use for electromagnetic coil deflection because a voltage sawtooth will not
produce a linear rise of current through the deflection coils.
A practical deflection, or scan coil, will have resistance as well as inductance.
The voltage across the resistance of a coil R is proportional to the current
through it. A linear current ramp in a resistance can only be produced by a
steadily rising voltage.
Inductor voltage is proportional to the rate of change of current and since the
rate of change of current is constant, then the voltage across the inductor
must also be constant. A constant applied voltage, therefore, will produce a
linear current ramp in an inductor.
To provide for both resistance and inductance, the voltage applied to the scan
coils to produce a linear current ramp must be a constant value for the
inductance and a voltage ramp for the resistance, giving the distinctive
ELECTRONIC INSTRUMENT SYSTEM
ELECTRONIC DISPLAYS
PAGE 20 of 21
MAX
IDEAL
CURRENT
0
MAX
VOLTAGE
ACROSS R
0
MAX
VOLTAGE
ACROSS L
MAX
RESULTANT
TRAPEZOIDAL
VOLTAGE
ELECTRONIC DISPLAYS
PAGE 21 of 21
No significant
and occupants of
failure conditions
JAR 25.1309
degradation of
continued safe
definitions
aircraft capability
or design error
or crew ability
Prevention of
of the aircraft
Large reduction
Slight reduction
in safety margins
Significant
of safety
reduction in
Physical distress
margins,
safety margins
or workload such
Slight increase in
Reduction in the
ACJ No 1
workload, e.g.
crew cannot be
Jar 25.1309
routine changes
relied upon to
Loss of aircraft
definitions
in flight or plan or
they cannot be
perform their
and/or fatalities
Physical effects
relied upon to
tasks accurately
but no injury to
perform their
or completely, or
occupants
tasks accurately,
serious injury to
or injury to
or death of a
relatively small
occupants
proportion of the
occupants
ACJ No 1 to JAR 25.1309
Minor Effect
Major Effect
Hazardous Effect
Catastrophic
Effect
Non-essential
Essential
Critical
Level 3
Level 2
Level 1
Table 1
*
ENGINEERS
i)
ii)
The size of the final software design should be stated, e.g. in terms of
memory bytes, number of modules. The language(s) used should also
be stated.
(b)
(c)
ENGINEERS
(d)
(e)
(f)
(g)
(h)
(j)
(k)
ENGINEERS
ELECTROMAGNETIC ENVIRONMENT
ELECTROMAGNETIC ENVIRONMENT
PAGE 1 of 7
CABLE
SHIELDING
Description
Raceway,
conduits
RF gaskets
Raceway,
conduits
Removable
panels
Corrosion,
damage
Corrosion,
damage
Corrosion,
damage,
deformation
Damage,
erosion
Visual
inspection,
bonding
measurement
Visual
inspection of
gaskets,
bonding leads
and straps
Visual
inspection,
measurement
of shielding
effectiveness
Examples
Degradation or
Failure Mode
Maintenance
Operations
Visual inspection,
measurement of
cable shielding
bonding
CIRCUIT
PROTECTION
DEVICES
Structural bonding
Contact
bonds, rivet
joints
Corrosion,
damage
Visual
inspection,
bonding
measurement
Bonding lead
and straps,
pigtails
Corrosion,
damage,
security of
attachment
Visual
inspection for
corrosion
attachment
and condition,
bonding
measurement
HIRF protection
devices
Resistors, Zener
diodes, EMI filters,
filter pins.
Short circuit, open
circuit
Check at test/repair
facility in
accordance with
maintenance or
surveillance plan.
ELECTROMAGNETIC ENVIRONMENT
PAGE 2 of 7
ELECTROMAGNETIC ENVIRONMENT
PAGE 3 of 7
CURRENT
MONITOR
(AC MILLI-VIOLTS)
VOLTAGE
GENERATOR
CLAMP-ON CURRENT
TRANSFORMER
V1
II
CLAMP-ON CURRENT
TRANSFORMER
FIXING HARDWARE
PROVIDING ELECTRICAL
BONDING
CONDUIT
LOOP UNDER TEST
STRUCTURE
ELECTROMAGNETIC ENVIRONMENT
PAGE 4 of 7
If, in practice, the current is set to 1A, the voltage figure, when expressed in
millivolts, gives the loop impedance in milliohms directly. The loop impedance
is normally in the range 1-100 milliohms. In this range, accurate results can
easily be achieved.
If too high loop impedance is found, the joint determining the problem has to
be identified. This can be performed by measuring the voltage drop across
each joint. The joint with the high voltage drop across it is the defective one,
refer to Figure 2.
VOLTAGE
GENERATOR
VOLTAGE
MONITOR
CLAMP-ON CURRENT
TRANSFORMER
V1
V2
FIXING NUT
BAD JOINT
FERRULE
BRACKET
CONDUIT
STRUCTURE
ELECTROMAGNETIC ENVIRONMENT
PAGE 5 of 7
As there is no need for a wide band swept RF generator, the test equipment
can be quite simple and easy to handle. Hand held battery powered test
equipment, especially designed for production monitoring and routine
maintenance, is available on the market.
1.6 ELECTRO MAGNETIC INTERFERENCE (EMI)
EMI is a subject closely allied to HIRF. Interference can occur in systems
from internal sources and external sources.
Its prevention and maintenance of measures taken is described under High
Intensity Radio Frequencies.
1.7 ELECTRO MAGNETIC COMPATIBILITY (EMC)
A further allied subject is EMC. If a new avionics system is introduced into an
aircraft, it must be operated at its full range of operating frequencies to ensure
no interference to other systems is caused. Similarly, other systems must be
operated across their full range to ensure no interference occurs to that
system introduced.
Full tests to be carried out are normally stipulated by the manufacturer or
design organisation.
1.8 LIGHTNING/LIGHTNING PROTECTION
Lightning protection is given by the primary and secondary conductors of an
aircraft's bonding system. The system is enhanced by the methods discussed
under HIRF.
ELECTROMAGNETIC ENVIRONMENT
PAGE 6 of 7
ENGINEERS
1.9 DEGAUSSING
If an aircraft is struck by lightning, structural damage can occur and parts of
the aircraft may remain magnetised. This magnetic force remaining is called
'Residual Magnetism', and since it could adversely effect some aircraft
systems, areas affected must be de-magnetised.
The process of de-magnetising is called 'degaussing'. Effected areas are
detected using a hand held compass, then an ac electromagnet is passed
over these areas to disperse the residual magnetism. A discrepancy between
an
Aircrafts main compass and standby compass of (typically) 8 indicates that
degaussing is necessary.
ELECTROMAGNETIC ENVIRONMENT
PAGE 7 of 7
Electronic and digital processes are used in many of today's aircraft for a variety of purposes:
navigation, dissemination of information, flying and controlling the aircraft. It should be borne in mind
that as each manufacturer introduces such a system to the market the chances are that new names for it
are added to the dictionary of terms. For instance, an Engine Indication and Crew Alerting System
(EICAS) is much the same as a Multi-Function Display System (MFDS), the main difference being the
manufacturer.
1.
2.
3.
4.
EIS
In the ECAM system (originally developed for Airbus aircraft), data relating to
the primary system is displayed in checklist, pictorial or abbreviated form on
two Cathode Ray Tube (CRT) units.
Figure 5 shows the ECAM system functional diagram.
WARN
WARN
CAUT
CAUT
ECAM
CONTROL PANEL
DMC 1
FWC 1
DMC 3
SDAC 1
DMC 2
SDAC 1
FWC 2
EIS
The two FWCs acquire all data necessary for the generation of alert
messages associated with the relevant system failures:
Directly form the aircraft sensors or systems for warnings (mainly identified
by red colour).
Through the SDACs for cautions from the aircraft systems (mainly
identified by amber colour).
The FWCs generate alphanumeric codes corresponding to all texts/messages
to be displayed on the ECAM display units. These can be either be:
Procedures associated to failures.
Status functions (giving the operational status of the aircraft and
postponable procedures).
Memo function (giving a reminder of functions/systems, which are
temporarily used or items of normal checklist).
1.2.2 SYSTEM DATA ACQUISITION CONCENTRATORS (SDAC)
The two SDACs acquire from the aircraft systems malfunctions/failure data
corresponding to caution situations and send them to the FWCs for
generation of the corresponding alert and procedure messages. The two
SDACs acquire then send to the 3 DMCs all aircraft system signals necessary
for display of the system information and engine monitoring secondary
parameters through animated synoptic diagrams.
All signals (discrete, analog, digital) entering the SDACs are concentrated and
converted into digital format.
1.2.3 DISPLAY MANAGEMENT COMPUTERS (DMC)
The 3 DMCs are identical. Each integrates the EFIS/ECAM functions and is
able to drive either ECAM display units (engine/warning or system/status).
The DMCs acquire and process all the signals received from various aircraft
sensors and computers in order to generate proper codes of graphic
instructions corresponding to the images to be displayed.
EIS
350
300
400
8 4
MACH
60
1
0
9
80
250
120
IAS
KNOTS
240
220
200
140
180
LDG GEAR
GRVTY EXTN
RESET
OFF
DOWN
EIS
There are four display modes, three of which are automatically selected and
referred to as phase-related, advisory (mode and status), and failure-related
modes. The fourth mode is manual and permits the selection of diagrams
related to any one of 12 of the aircrafts systems for routine checking, and the
selection of status messages, provided no warnings have been triggered for
display.
Selection of displays is by means of a system control panel. See Figure 14.
1.2.6 FLIGHT PHASE RELATED MODE
In normal operation the automatic flight phase-related mode is used, and the
displays will be appropriate to the current phase of aircraft operation, i.e. Preflight, Take-off, Climb, Cruise, Descent, Approach, and post landing. Figure 7
shows display modes. The upper display shows the display for pre-take off,
the lower is that displayed for the cruise.
ENGINE
10
8 7. 0
10
F.USED
6 5. 0
N1
%
1530
FOB : 14000KG
KG
1530
OIL
10
6 50
80
1500
EG T
C
10
4 80
FLAP
11.5
(N1)
0.9
VIB
1.2
(N2)
1.3
11.5
AIR
LDG ELEV AUTO
N2
%
80.2
FF
KG/H
1500
NO SMOKING:
SE AT BE LTS:
SP LRS:
FLAPS :
QTY
VIB
0.8
ON
ON
FULL
FULL
FULL
500FT
FWD 22
AFT 23
24
22
24
250
CAB ALT FT
4150
LDG INHIBIT
APU BLEED
TAT +19 C
SAT +17 C
23 H 56
G.W. 60300 KG
C.G. 28.1 %
EIS
This mode provides the flight crew with a summary of the aircrafts condition
following a failure and the possible downgrading of systems. Figure 8 shows
an advisory message following a Blue Hydraulic failure.
10
87.0
650
ADVISORY
MESSAGES
80
1500
65.0
N1
%
10
10
FOB : 14000KG
10
EGT
C
480
N2
%
80.2
FF
KG/H
1500
FAILURE
MESSAGES
FLAP
FULL
FLT CTL
SPOILERS SLOW
EIS
ENGINEERS
The failure-related mode takes precedence over the other modes. Failures
are classified in 3 levels
Level 3: Warning
This corresponds to an emergency configuration. This requires the flight crew
to carry out corrective action immediately. This warning has an associated
aural warning (fire bell type) and a visual warning (Master Warning), on the
glare shield panel.
Level 2: Caution
This corresponds to an abnormal configuration of the aircraft, where the flight
crew must be made aware of the caution immediately but does not require
immediate corrective action. This gives the flight crew the decision on
whether action should be carried out. These cautions are associated to an
aural caution (single chime) and a steady (Master Caution), on the glare
shield panel.
Level 1: Advisory
This gives the flight crew information on aircraft configuration that requires the
monitoring, mainly failures leading to a loss of redundancy or degradation of a
system, e.g. Loss of 1 FUEL TANK PUMP LH or RH but not both.
The advisory mode will not trigger any aural warning or attention getters but
a message appears on the primary ECAM display.
EIS
COND
TEMP C
CAB PRESS
AP
PSI
ALTN MODE
FAN
FAN
CKPT 20
FWD 22
24
22
AFT 23
0 4.1
24
H
INLET
SAFETY
EXTRACT
PACK 1
23 H 56
SYST 2
VENT
HOT
AIR
TAT +19 C
SAT +17 C
10
0 4150
DN
MAN
SYST 1
1150
2
CAB ALT
FT
UP
G.W. 60300 KG
C.G. 28.1 %
TAT +19 C
SAT +17 C
PACK 2
23 H 56
G.W. 60300 KG
C.G. 28.1 %
EIS
ELEC
BAT 1
28V
150A
F/CTR
BAT 2
28V
150A
DC BAT
DC 1
GBY
DC 2
DC ESS
TR 1
28V
150A
AC 1
GEN 1
26%
116V
400HZ
TAT +19 C
SAT +17 C
ESS TR
28V
130A
EMERG GEN
116V
400HZ
23 H 56
SPD BRK
L
AIL
BG
R
AIL
GB
PITCH TRIM G Y
3.2 UP
AC 2
AC ESS
APU
26%
116V
400HZ
TR 2
28V
150A
EXT PWR
116V
400HZ
L
ELEV
BG
GEN 2
26%
116V
400HZ
G.W. 60300 KG
C.G. 28.1 %
TAT +19 C
SAT +17 C
RUD
GBY
23 H 56
R
ELEV
YB
G.W. 60300 KG
C.G. 28.1 %
EIS
FUEL KG
F.USED 1
1550
F.USED 2
APU
HYD
1550
FOB
3000
LEFT
10750
TAT +19 C
SAT +17 C
YE LLOW
5600
23 H 56
PSI
3000
PSI
3000
RIGHT
CTR
550
BLUE
GREE N
28750
10750
550
TAT +19 C
SAT +17 C
G.W. 60300 KG
C.G. 28.1 %
23 H 56
G.W. 60300 KG
C.G. 28.1 %
EIS
BLEED
WHEEL
20 C
24 C
C
H
RAM AIR
50 C
170
1
C
REL
140
140
C
REL
LO
HI
AUTO BRK
23 H 56
LO
HI
140
1
TAT +19 C
SAT +17 C
H
230 C
LP
TAT +19 C
SAT +17 C
G.W. 60300 KG
C.G. 28.1 %
GND
APU
HP
HP
23 H 56
LP
G.W. 60300 KG
C.G. 28.1 %
EIS
APU
DOOR
ARM
ARM
APU
26%
116 V
400 HZ
AVIONIC
CABIN
FWD COMPT
BLE ED
35 PSI
CARG O
ARM
EMER
EX IT
10
ARM
80
FLAP OPEN
CARG O
BULK
CABIN
TAT +19 C
SAT +17 C
ARM
ARM
23 H 56
N
%
580
TAT +19 C
SAT +17 C
C.G. 28.1 %
EG T
C
23 H 56
C.G. 28.1 %
EIS
DISPLAY ON &
BRIGHTNESS
CONTROL
DISPLAY ON &
BRIGHTNESS
CONTROL
SGU SELECT
SWITCHES
LEFT DISPLAY
OFF
ECAM
SGU
FAULT
FAULT
OFF
OFF
RIGHT DISPLAY
BRT
OFF
BRT
MESSAGE
CLEARANCE
SWITCH
CLR
STS
RCL
STATUS
MESSAGE
SWITCH
RECALL
SWITCH
ENG
HYD
AC
DC
BLEED
COND
PRESS
FUEL
APU
F/CTL
DOOR
WHEEL
SYSTEM SYNOPTIC
DISPLAY SWITCHES
EIS
ENGINEERS
EIS
PAGE
INTENTIONALLY
BLANK
EIS
2.
The EADI is often referred to as the Primary Flight Display (PFD) and the
EHSI as the Navigation Display (ND). The EADI and EHSI are arranged
either side by side, with the EADI positioned on the left, or vertically, with the
EADI on the top.
1.3.1 SYSTEM LAYOUT
2.
3.
Control Panel.
4.
These provide the analog, discrete and digital signal interfaces between the
aircrafts systems, the display units and the control panel. They provide
symbol generation, system monitoring, power control and the main control
functions of the EFIS overall.
EIS
Figure 15 shows the interface between the modules within the SG.
MAIN
PROM
WX
INPUT
MAIN
RAM
INPUT
1
INPUT
2
DISPLAY
DRIVER
DISPLAY
UNIT
DEFLECTION
SIGNALS
STROKE
POSITION
DATA
STROKE
GENERATOR
DISPLAY
SEQUENCER
IRS
ILS
DME
VOR
DISPLAY
CONTROL
RASTER
GENERATOR
WX MEMORY
2 X 16K RAMS
DISPLAY SEQUENCER DATA BUS
FMC
RAD ALT
VOR
EFIS
CONTROL
TRANSFER BUS
MAIN
PROCESSOR
DISPLAY
UNIT
VIDEO
WX
RASTER
CHARACTER
DATA
DISPLAY
UNIT
RASTER/STROKE
SELECT
EIS
EIS
115V 4OOHz
LOW VOLTAGE
POWER SUPPLY
HIGH VOLTAGE
POWER SUPPLY
LIGHT SENSOR
DISPLAY UNIT BRIGHTNESS
RASTER BRIGHTNESS
RED
GREEN
BLUE
BEAM TEST
SYNCHRONIZING
DIGITAL LINE
RECEIVERS
VIDEO MONITOR
CARD
CRT
INTENSITY
RASTER/STROKE
DAY/NIGHT
X DEFLECTION
Y DEFLECTION
ANALOG LINE
RECEIVERS
DEFLECTION
CARD
CONVERGENCE
CARD
EIS
ENGINEERS
All a.c. and d.c. power requirements for the overall operation of the DU is
provided by a low power supply and a high power supply. They are supplied
by 115V 400Hz from the aircraft power supplies. Supplies are automatically
regulated and monitored for under/over voltage conditions.
1.3.5 DIGITAL LINE RECEIVERS
Receives digital signals from the SG (R,G,B control, test signal, raster and
stroke signals and beam intensity). It contains a Digital/Analog converter so
that it can provide analog signals to the Video Monitor card.
1.3.6 ANALOG LINE RECEIVERS
Provides X and Y beam deflection signals for stroke and raster scanning.
1.3.9 CONVERGENCE CARD
Takes X and Y deflection signals and develops drive signals for the three
radial convergence coils (R, G and B) of the CRT. Voltage compensators
monitor the deflection signals in order to establish on which part of the CRT
screen the beams are located. Right or left for the X comparator: top or
bottom for the Y comparator.
EIS
Figure 17 shows the EFIS units and signal interface in block schematic form.
Honeywell
GS
ATT 2
AOA
F
20
20
10
10
10
10
G
GS
TTG
WX
DIM
CRS
ET
DH
SC
CP
MAP
BOT
REV
TOP
S
CMD
M .99
200DH
HDG
TEST
RASTER DIM
AIR
DATA
COMP
NAV
FMS
INS 1
INS 2
ATT
HDG
140RA
Honeywell
VOR 2
CRS
+0
OFF
N
33
H 2.1 NM
3
30
BRG
BRG
NAV 1
345
ADF 1
OFF
DH
EFIS SG No 1
VOR 1
ADF 2
AUTO
20
VOR 1
ADF 1
E 1
2
INERTIAL
REF
SYSTEM
VLF
ADF 2
ADF 1
20
W
24
ARC
21
HDG
NAV AID
ILS/VOR
15
FULL
GSPD
013
130 KTS
EFIS SG No 3
RAD ALT
Honeywell
GS
ATT 2
WEATHER
RADAR
AOA
F
20
20
10
10
10
10
G
S
CMD
M .99
200DH
DME
FULL
ARC
DIM
CRS
FMS
GS
TTG
WX
ET
DH
MAP
BOT
SC
CP
REV
TOP
20
20
DH
140RA
HDG
TEST
RASTER DIM
EFIS SG No 2
AFCS
Honeywell
VLF
FMS
INS 1
INS 2
CRS
ATT
HDG
NAV 1
345
+0
AUTO
BRG
30
VOR 1
BRG
ADF 1
HDG
013
EIS
H 2.1 NM
3
E 1
2
ADF 1
OFF
OFF
N
33
VOR 2
W
24
VOR 1
ADF 2
ADF 2
ADF 1
21
NAV
15
GPWS
GSPD
130 KTS
Allows the crew to select the required display configuration and what
information is to be displayed. Both Captain and Co-Pilot have their own
display controllers. The controllers have two main functions:
Display Controller: Selects the display format for EHSI as FULL, ARC, WX
or MAP.
Source Select: Selects the system that will provide information required for
display. The source information will be VOR, ADF, INS, FMS, VHF and NAV.
EFIS Display Controller is shown at Figure 18, and the Source Controller is at
19.
FULL
ARC
GS
TTG
WX
DIM
MAP
ET
DH
BOT
SC
CP
REV
TOP
HDG
CRS
TEST
EIS
NAV
VHF
FMS
INS 1
INS 2
HDG
ADF 2
VOR 1
ADF 1
ATT
VOR 2
ADF 2
ADF 1
AUTO
OFF
OFF
BRG
BRG
EIS
The EADI displays traditional attitude information (Pitch & Roll) against a twocolour sphere representing the horizon (Ground/Sky) with an aircraft symbol
as a reference. Attitude information is normally supplied from an Attitude
Reference System (ARS).
The EADI will also display further flight information. Flight Director commands
right/left to capture the flight path to Waypoints: airports and NAVAIDS and
up/down to fly to set altitudes: information related to the aircrafts position
w.r.t. Localizer (LOC) and Glideslope (GS) beams transmitted by an ILS.
Auto Flight Control System (AFCS) deviations and Autothrottle mode,
selected airspeed (Indicated or Mach No) Groundspeed, Radio Altitude and
Decision Height information are also shown.
Figure 20 shows a typical EADI display
Honeywell
LOC
HDG
GS
ATT 2
20
20
S
M .99
200 DH
20
10
10
10
10
20
M
AP ENG
140 RA
EIS
The EHSI presents a selectable, dynamic colour display of flight progress with
plan view orientation. The EHSI has a number of different modes of
operation, these are selectable by the flight crew and the number will be
dependent on the system fitted.
Honeywell
NAV 1
CRS
315
+0
33
24
WPT
30
2.1 NM
21
VOR 1
ADF 1
12
15
S
HDG
350
GSPD
130 KTS
EIS
Honeywell
DTRK
317
FMS1
30 NM
320
30
33
N
V
VOR 1
50
ADF 1
HDG
350
25
15
GSPD
130 KTS
EIS
Honeywell
DTRK
317
FMS1
30 NM
320
30
33
N
V
VOR 1
50
ADF 1
HDG
350
GSPD
25
130 KTS
The MAP mode will allow the display of more navigational information in the
partial compass mode. Information on the location of Waypoints, airports,
NAVAIDs and the planned route can be overlaid.
Weather information can also be displayed in the MAP mode to give a very
comprehensive display.
EIS
Honeywell
DTRK
317
FMS1
30 NM
320
33
30
05
04
05
V
VOR 1
50
03
ADF 1
HDG
350
GSPD
25
130 KTS
EIS
In the event of a display unit failure, the remaining unit can display a
Composite Display. This display is selected via the Display Controller and it
consists of elements from an EADI and EHSI display.
Figure 25 shows a typical composite display.
Honeywell
120 NM
HDG
ILS
CRS FR
ATT 2
20
20
010
10
10
10
000
S
M .99
200 DH
10
M
33
00
03
DH
140 RA
EIS
1.3.16 TESTING
Test is controlled from the DH/TEST knob located on the EFIS control panel.
The test, if carried out using the First Officers control panel, will have the
following effect on the Captains EADI:
When the TEST button is pressed on the Captains EFIS control panel the
same test sequence takes place. The test altitude value remains displayed as
long as the TEST button is pressed. Releasing the knob causes actual
altitude to be displayed and digits of the DH display to show the selected
value at the end of the test.
The test sequence can be initiated during flight except during APP
(Approach).
EIS
RANGE
WPT
PLAN
OFF
ADF
10
320
BRG
FORMAT
160
80
20
ROSE
MAP
ARC
OFF
LNAV
VOR
N-AID
BACKSPACE
ARPT
GRP
CRS
V/L
DATA
FORWARD SPACE
VERIFY
BRT
EFIS
SELF-TEST
BUTTON
ND
WX
PFD
DH
TEST
COMPACT
WX OFF
DIMMING PANEL
EIS
The Display unit will now display the Maintenance Master Menu format as
shown in Figure 27. Using the backspace forward space controls on the
EFIS control panel, select SG SELF TEST.
FAULT REVIEW
FAULT ERASE
TEST PATTERN
SG SELF TEST
OPTIONS/CONFIG
EIS
FAULT REVIEW
FAULT ERASE
TEST PATTERN
SG SELF TEST
OPTIONS/CONFIG
SELF TEST
IN PROGRESS
PASS
FAIL
INTERFACE STATUS
FAILURE 1
FAILURE 2
FAILURE 3
FAILURE 4
FAILURE 5
FAILURE 6
STATUS 1
STATUS 2
STATUS 3
STATUS 4
STATUS 5
STATUS 6
SG Self-Test Process
Figure 28
EIS
ENGINEERS
The test fail message will appear if any failures internal to EFIS are detected.
Depressing the Forward Space key after FAIL, on completion of the selftest, brings up a self-test failure page that lists the first test that failed.
Depressing the Forward Space key again brings up the Interface Status
page.
Depressing the Forward Space after PASS, on completion of the self-test,
brings up the Interface Status page. This page lists any interfaces that are
not valid.
After confirming the status of the Self-test Failures and Interface Status,
then the operator can reselect the Maintenance Format page to carry out
further testing.
EIS
PAGE
INTENTIONALLY
BLANK
EIS
EICAS comprises two display units, a control panel and two computers, which
receive analogue and digital signals from engine and system sensors. Only
one computer is in control, the other being on standby in the event of failure
occurring. It may be selected automatically or manually. A functional diagram
of an EICAS layout is shown at Figure 29.
ENGINE
PRIMARY
DISPLAY
&
WARNINGS
CAUTIONS
ADVISORIES
EICAS COMPUTER No 2
ENGINE
&
AIRCRAFT
SYSTEM
INPUTS
CAUTION
COMPUTER
DISPLAY
ENGINE STATUS
CANCEL
ENGINE SECONDARY
DISPLAY
OR
STATUS DISPLAY
OR
MAINTENANCE DISPLAY
EICAS COMPUTER No 1
EVENT
RECORD
L AUTO R
BRT
EICAS MAINT
BRT
BAL
BOTH
L
MAX IND
RESET
RESET
ELEC
PERF
MSG
HYD
APU
CONF
ENG
EXCD
EPCS
ECS
MCDP
EVENT
READ
AUTO
MAN
REC
ERASE
TEST
MAINTENANCE PANEL
EIS
1.4.3 DESCRIPTION
Referring to Figure 29, the upper DU displays warnings and cautions and the
engine primary parameters:
N1 Speed.
EGT.
N2 Speed.
Fuel Flow.
Engine Temperature
Engine Vibration.
Other system status messages can also be presented on the lower DU for
example:
EIS
1.4.4 DISPLAYS
CAUTION
TAT 15c
0.0
0.0
10
10
CANCEL RECALL
N1
0
EGT
V VV VV V V
50
50
OIL
PRESS
120
120
OIL
88.00
N2
86
TEMP
18
18
OIL
88
86
N3
4.4
4.4
QTY
N1
FAN
3.1
1.9
FF
VIB
EIS
Operation Mode.
Status Mode.
Maintenance Mode.
The Operational Mode is selected by the crew and displays engine operating
information and any alerts requiring action by the crew in flight. Normally only
the upper unit displays information. The lower unit remains blank and can be
selected to display secondary information as required.
1.4.7 STATUS MODE
When selected this mode displays data to determine the dispatch readiness of
an aircraft, and is closely associated with details contained in an aircrafts
Minimum Equipment List. Shown on the lower display unit is the position of
the flight control surfaces (Elevator, Ailerons and Rudder), in the form of
pointers registered against vertical and horizontal scales. Also displayed are
selected sub-system parameters, and equipment status messages.
Selection is normally done on the ground, either as part of the Pre-flight
checks of dispatch items, or prior to shut-down of electrical power to aid the
flight crew in making entries in the aircrafts technical log.
EIS
HYD QTY
L
0.99
C
R
1.00 0.98
HYD PRESS
2975
3010 3000
APU
EGT 440
OXY PRESS
RPM 103
OIL 0.75
0.0
FF
0.0
1750
RUD
EIS
ENGINEERS
Control of EICAS functions and displays is via the EICAS Control Panel. This
can be used both in flight and on the ground. It is normally located on the
centre pedestal of an aircraft's flight deck, and its controls are as follows:
Status Display Switch: Also of the momentary-push type, this is used for
displaying the status mode information, referred to earlier, on the lower
display unit.
Display Brightness Control: The inner knob controls the intensity of the
displays, and the outer knob controls brightness balance between
displays.
Thrust Reference Set Switch: Pulling and rotating the inner knob
positions the reference cursor on the thrust indicator display (either EPR or
NI) for the engine(s) selected by the outer knob.
EIS
COMPUTER
DISPLAY
BRT
BRT
ENGINE
STATUS
EVENT
RECORD
BAL
L AUTO R
L BOTH R
MAX IND
RESET
EIS
Red
Warnings.
Level B
Amber
Cautions.
Level C
Amber
Advisory.
Level A
These warnings require immediate action by the crew to correct the failure.
Master warning lights are also illuminated along with corresponding aural
alerts from the central warning system.
Level B
These cautions require immediate awareness of the crew and also may
require possible corrective action. Caution lights and aural tones, were
applicable, may accompany the caution.
Level C
These advisories require awareness of the crew. No other
warnings/cautions are given and no aural tones are associated with this level.
The messages appear on the top line at the left of the display screen. In
order to differentiate between a caution and an advisory, the advisory is
always indented one space to the right.
EIS
RED
WARNING
LEVEL A
WARNING
CAUTION
AMBER
CANCEL
RECALL
LEVEL B
CAUTION
LEVEL C
ADVISORY
TAT 15c
APU FIRE
R ENGINE FIRE
CABIN ALTITUDE
C SYS HYD PRESS
R ENG OVHT
AUTOPILOT
C HYD QTY
R YAW DAMPER
L UTIL BUS OFF
MASTER WARNING
& CAUTION LIGHTS
110.0
70.0
10
10
6
N1
999
775
EGT
VVVVVVV
A - WARNING (RED)
B - CAUTION (AMBER)
C - ADVISORY (AMBER)
EIS
Messages are automatically removed from the display when the associated
condition no longer exists. If more than one message is being displayed, then
as a message is automatically removed, all messages below it will move up
one line. If a new fault appears, its associated message is inserted on the
appropriate line of the display. This will cause old messages to move down
one line.
If there are more messages than can be displayed at one time, the whole list
forms what is termed a Page, and the lower messages are removed and a
page number appears on the lower right-hand side of the list. Additional
pages are selected by pressing the Cancel switch on the Master
Warning/Caution panel.
EIS
PERFORMANCE AND
AUXILLIARY POWER
UNIT FORMATS
ENVIRONMENTAL CONTROL
SYSTEM AND MAINTENANCE
MESSAGE FORMATS
EICAS MAINT
DISPLAY SELECT
ECS
ELEC
PERF
MSG
HYD
APU
CONF
MCDP
CONFIGURATION AND
MAINTENANCE
CONTROL/DISPLAY
PANEL
EVENT
READ
AUTO
MAN
REC
ERASE
ENG
EXCD
ENGINE
EXCEEDANCES
TEST
EIS
ENGINEERS
EIS
Figure 35 shows the display formats seen during the Maintenance format.
96.1
96.1
PARKING BRAKE
85.0
85.0
10
10
2
N1
450
450
INDICATED WHEN
EICAS IN
MAINTENANCE FORMAT
EGT
50 OIL PRESS
105
OIL TEMP
20
OIL QTY
1.9 N2 VIB
97.0
8.4
50
100
20
1.9
N2
97.0
8.4
FF
ELEC/HYD
LOAD
AC-V
FREQ
DC-A
DC-V
HYD QTY
HYD PRESS
HYD TEMP
STBY
BAT
APU
BAT
GND
PWR
0
0
10
28
0.78
120
402
140
28
0.85
125
398
150
27
0.00
0
0
0
28
0.00
0
0
0.82
3230
50
O/FULL
3210
47
0.72
2140
115
AUTO EVENT
AUTO EVENT
SYSTEM FAILURES
AUTOMATICALLY
RECORDED DURING
FLIGHT
R HYD QTY
EIS
PAGE
INTENTIONALLY
BLANK
EIS
The AIMS receives power control data from several aircraft systems, power
goes to the FDR when the logic is valid. Power control data includes:
Engine Start.
Engine Running.
Air/Ground Logic.
Test.
The DFDAU receives status and maintenance flag data from the FDR. The
DFDAUs receive key events from the VHF and HF LRUs and variable
analogue data from the TAT, AOA and engine RPM sensors.
EIS
The ARINC 429/629 buses provide engine, airframe data and air/ground logic.
Engine data includes:
Engine parameters, normal and exceedances.
Commands.
Actual Thrust.
Airframe data includes:
Flight deck switch position
Flight control positions
Mode selections on control panels in the flight deck.
The DFDAU receives status from the engine and airframe sensors. The
DFDAU also receives data and status from the electrical power system.
The flight controls ARINC629 buses provide flight data and navigational data.
Flight data includes:
Flight control position.
Commands
Status.
Navigation data includes:
Pitch, Roll and Yaw attitude.
Acceleration data.
Status.
EIS
UNDERWATER
LOCATING
DEVICE
EIS
FDR
ARINC 429
ANALOGUE
AIRCRAFT
SYSTEMS
ANALOGUE
DISCRETES
ARINC 573
ARINC 629
FAULT
MONITORING
DFDAU
AIMS
EIS
EIS
ENGINEERS
PRESSURE INSTRUMENTS
1.1.1
An Air Data system of an aircraft is one which the total pressure created by the
forward motion of an aircraft, and the static pressure of the atmosphere
surrounding it, are sensed and measured in terms of speed, altitude and rate of
change of altitude. The measurement and indication of these three parameters
may be achieved by connecting the appropriate sensors, either directly to
mechanical-type instruments, or to a remotely-located Air Data Computer (ADC),
which then transmits the data in electrical signal format to electro-mechanical or
servo-type instruments.
The basic Air Data Instruments display airspeed, altitude, Mach number and
vertical speed. All are calculated from air pressure received from a Pitot/Static
source.
1. Static air pressure, which is simply the outside air pressure at the instant of
measuring.
2. Pitot pressure is the dynamic pressure of the air due to the forward motion of
the aircraft and is measured using a tube, which faces the direction of travel.
SYSTEMS
INSTRUMENTS
PAGE 1 of 59
Figure 1 shows a Pressure head as fitted to aircraft to allow Pitot and Static
pressures to the relevant indicators.
PITOT LINE
STATIC LINE
HEATER
CONNECTION
FORWARD
PITOT PROBE
STATIC VENTS
SYSTEMS
INSTRUMENTS
PAGE 2 of 59
FUSELAGE
STATIC
VENT
STATIC
PIPE
SYSTEMS
INSTRUMENTS
PAGE 3 of 59
ENGINEERS
SYSTEMS
INSTRUMENTS
PAGE 4 of 59
Methods of draining the pipelines varies between aircraft types and are designed
to have a capacity sufficient to allow for the accumulation of the maximum
amount of water that could enter the system between maintenance periods.
Figure 4 shows a typical water drain valve.
ORANGE
FLOAT
INDICATOR
TRANSPARENT
PLASTIC PIPE
DRAIN
VALVE
BAYONET
FITTING
CAP
(SELF SEALING)
SYSTEMS
INSTRUMENTS
PAGE 5 of 59
SYSTEMS
INSTRUMENTS
PAGE 6 of 59
1.2
ALTIMETER
0
9
8
SBY
1013
X 100 ft
7
3 5 0 00
MB
Altimeter
Figure 6
The pressure sensing element consists of an aneroid capsule, which transmits
deflections in response to pressure changes. The capsule is contained within a
sealed container that is evacuated to the static pressure. A mechanical linkage
connects the capsule to a pointer, which indicates the aircrafts height above sea
level. There is a facility to set the correct pressure of the day in millibars so that
the instrument displays the correct height.
SYSTEMS
INSTRUMENTS
PAGE 7 of 59
INSTRUMENTS
PAGE 8 of 59
Since an altimeter with a QNH setting reads altitude above sea level, the setting
is also useful in determining terrain clearance when an aircraft is en-route. Fir
this purpose, the UK and surrounding seas are divided into fourteen Altimeter
Setting Regions, each transmitting an hourly Regional QNH forecast.
QFE: Setting the barometric pressure prevailing at an airport to make the
altimeter read zero on landing at, or taking off from, that airport. The zero reading
is regardless of the airports elevation above sea level.
QNE: Also known as the Standard Altimeter Setting (SAS). The barometric
pressure is set to 1013.25 mb and is used for flights above a prescribed
Transmission Height and has the advantage that with all aircraft using the same
airspace and flying on the same altimeter setting, the requisite separation
between aircraft can more readily be maintained. The transition altitude within
the UK airspace is usually 3000 - 6000'. Figure 8 shows QNH, QFE and QNE
definitions.
QNE
FLIGHT LEVEL
QNH
HEIGHT ABOVE
SEA LEVEL
QFE
HEIGHT ABOVE
AIRFIELD
STANDARD SETTING
1013.25 MILLIBARS
SEA LEVEL
INSTRUMENTS
PAGE 9 of 59
1.4
SYSTEMS
INSTRUMENTS
PAGE 10 of 59
PITOT
STATIC
IAS Operation
Figure 10
SYSTEMS
INSTRUMENTS
PAGE 11 of 59
1.5
These indicators (also known as Rate-of Speed indicators) are very sensitive
differential pressure gauges, designed to indicate the rate of altitude change from
variations in static pressure alone. Figure 11 shows a VSI.
RATE OF
CLIMB SCALE
1,000 ft per sec
RATE OF
CLIMB/DIVE
POINTER
VSI
.5
UP
0DOWN
MAX INDICATED
6,000 ft per sec
VERTICAL
SPEED
.5
RATE OF
DIVE SCALE
1,000 ft per sec
SYSTEMS
INSTRUMENTS
PAGE 12 of 59
METERING
UNIT
STATIC
VENT
CLIMB
POINTER
AND
SCALE
DIVE
CAPSULE
MECHANICAL
LINKAGE
VSI Operation
Figure 12
1.6
The complexity of an Air Data System depends primarily upon the type and size
of the aircraft, the number of locations at which primary air data is to be
displayed, the type of instruments installed, and the number of other systems
requiring air data inputs.
SYSTEMS
INSTRUMENTS
PAGE 13 of 59
PRESSURE HEADS
UPPER
LOWER
VS
PC
MS 1
A/S 1
ADC 1
PITOT
IAS
STATIC
F/O
FLT
REC
DIFF
PRESS
ALT
PITOT
VS
STATIC
MS 2
ALT
IAS
A/S 2
ADC 2
CAPT
UPPER
LOWER
PRESSURE HEADS
SYSTEMS
INSTRUMENTS
PAGE 14 of 59
1.7
GYROSCOPIC INSTRUMENTS
Gyroscopic Properties
Tilting Freedom:
Veering Freedom:
The three degrees of freedom are obtained by mounting the rotor in two
concentrically pivoted rings, called inner and outer rings. The whole assembly is
known as the gimbal system of a free or space gyroscope. The gimbal system is
mounted in a frame so that in its normal operating position, all the axes are
mutually at right angles to one another and intersect at the center of gravity of the
rotor.
The system will not exhibit gyroscopic properties unless the rotor is spinning.
When the rotor is spinning at high speed the device becomes a true gyroscope
possessing two important fundamental properties:
1.7.2
Precession.
Rigitity
The property, which resists any, force tending to change the plane of rotor
rotation. It is dependent on:
SYSTEMS
1.
2.
INSTRUMENTS
PAGE 15 of 59
1.7.3
Precession
The angular change in direction of the plane of rotation under the influence of an
applied force. The change in direction takes place, not in line with the force, but
always at a point 90 away in the direction of rotation. The rate of precession
also depends on:
1. The strength and direction of the applied force.
2. The angular velocity of the rotor.
Figure 14 shows a gyroscope.
Z
FRAME
ROTOR
OUTER
RING
X
Y
INNER
RING
Gyroscope.
Figure 14
SYSTEMS
INSTRUMENTS
PAGE 16 of 59
B
C
Gyro Rigidity
Figure 15
Gyro A has its spin axes parallel with the Earth's spin axes, located at the North
Pole. It could hold this position indefinitely.
Gyro B has its spin axes parallel to the Earth's spin axes, but located at the
Equator. As the Earth rotates, it would appear to continually point North.
Gyro C is also situated at the Equator. As the Earth rotates, it appears to rotate
about its axes, however it is the Earth that is rotating and not the gyro.
SYSTEMS
INSTRUMENTS
PAGE 17 of 59
This rigidity can be used in a number of gyro instruments including the directional
gyro.
If an external force is applied to a spinning gyro, its effect will be felt at 900 from
the point of application, in the direction of gyro rotation. This is known as
precession. It can be seen in Figure 16, that if a force is applied to the bottom of
the rotating wheel, it will rotate about its horizontal axis.
This property is not wanted in some instruments, such as directional gyros. The
use of precession is used in turn indicators, which will be covered later.
DIRECTION
OF
ROTATION
PRECESSION RATE
= APPLIED FORCE
90 IN THE
DIRECTION OF SPIN
SPIN AXIS
90
APPLIED
FORCE
DIRECTION
OF
PRECESSION
Gyro Precession
Figure 16
SYSTEMS
INSTRUMENTS
PAGE 18 of 59
1.7.4
Vertical Gyro
Figure 17 shows the effects on a free gyro in an aircraft circling the earth. As can
be seen, it would only be perpendicular to the earth's surface at two points.
SYSTEMS
INSTRUMENTS
PAGE 19 of 59
In order for the gyro to be used to indicate the aircraft's attitude, it has to be
corrected to continually be aligned to the vertical. These corrections are very
slow and gentle, since the amount of correction needed, for example, in a tenminute period is small. Figure 18 shows a vertical gyro corrected to the local
vertical.
SYSTEMS
INSTRUMENTS
PAGE 20 of 59
Instruments that use either the rigidity or the precession of gyros are:
Gyro Horizon Unit.
Attitude Director Indicator.
Standby Horizon Unit.
Direction Indicator.
Turn and Slip Indicator.
Turn Co-ordinator.
1.8
The Gyro Horizon Unit gives a representation of the aircrafts pitch and roll
attitudes relative to its vertical axis. For this it uses a displacement gyroscope
whose spin axis is vertical. Figure 19 shows a displacement gyro and the two
axis of displacement.
ROLL
PITCH
Displacement Gyro
Figure 19
SYSTEMS
INSTRUMENTS
PAGE 21 of 59
Indications of attitude are presented by the relative positions of two elements, one
symbolizing the aircraft itself, the other in the form of a bar stabilized by the
gyroscope and symbolizing the natural horizon. Figure 20 shows a typical Gyro
Horizon Unit.
AIRCRAFT
SYMBOL
3
ROLL
SCALE
SPERRY
HORIZON
BAR
ROLL
POINTER\
SYSTEMS
INSTRUMENTS
PAGE 22 of 59
X
OUTER
RING
ROTOR
Z1
SYMBOLIC
AIRCRAFT
BALANCE
WEIGHT
PIVOT
POINT
Z
Y1
ROLL
POINTER
& SCALE
X1
HORIZON
BAR
SYSTEMS
INSTRUMENTS
PAGE 23 of 59
The horizon bar is pivoted at the side and to the rear of the outer ring and
engages an actuating pin fixed to the inner ring, thus forming a magnifying lever
system. The pin passes through a curved slit in the outer ring. In a climb attitude
the pivot carries the rear end of the bar upwards so that it pivots about the
stabilized actuating pin. The front end of the bar is therefore moved downwards
through a greater angle than that of the outer ring, and since the movement is
relative to the symbolic aircraft element, the bar will indicate a climb attitude.
Figure 22 shows climb attitude operation.
HORIZON BAR
SYSTEMS
INSTRUMENTS
PAGE 24 of 59
Changes in the lateral attitude of an aircraft, i.e. rolling, displaces the instrument
case about the axis (ZZ1), and the whole stabilized gimbal system. Hence, lateral
attitude changes are indicated by movement of the symbolic aircraft element
relative to the horizon bar, and also by relative movement between the roll angle
scale and pointer. Figure 23 shows roll attitude operation.
BANK TO
PORT
DATUM
X
SYSTEMS
INSTRUMENTS
PAGE 25 of 59
1.9
This unit performs the same functions as a Gyro Horizon unit; i.e. it establishes a
stabilized reference about the pitch and roll axes of an aircraft. Instead, however,
of providing attitude displays by direct means, it is designed to be operated via a
synchro system, which produces and transmits attitude-related signals to the
indicator. The synchro system includes a attitude reference source and a
computer linked into the aircrafts navigational system to produce flight director
signals for the flight crew to follow to ensure the aircraft follows the required
course. Figure 24 shows a typical Attitude Director Indicator (ADI)
FD
2
GSL
TT
RW
TEST
SYSTEMS
INSTRUMENTS
PAGE 26 of 59
1.10
ROLL
SCALE
AIRCRAFT
SYMBOL
20
20
20
20
POWER
OFF
FLAG
PITCH
SCALE
C
PITCH ERECTION/
TRIM KNOB
SYSTEMS
INSTRUMENTS
PAGE 27 of 59
A pitch trim adjustment and fast erection facility is provided, both being controlled
by a knob on the lower right-hand corner of the indictor. When the knob is
rotated the aircraft symbol can be positioned through !5, thereby establishing a
variable pitch trim reference. Pulling the knob out and holding it actuates the fasterection circuit.
1.11
DIRECTION INDICATORS
HEADING
SCALE
LUBBER
LINE
180
170
CAGING/SETTING
KNOB
Directional Indicator
Figure 26
SYSTEMS
INSTRUMENTS
PAGE 28 of 59
In the directional gyro, the rotor is enclosed in a case, or shroud, and supported
in an inner gimbal which is mounted in an outer gimbal, the bearings of which are
located top and bottom on the indicator case. The front of the case contains a
cut-out through which the card is visible, and also a lubber line reference.
The caging/setting knob is provided at the front of the case to set the indicator
onto the correct heading (magnetic). When the setting the heading, the inner
gimbal has to be caged to prevent it from precessing as the outer gimbal is
rotated. Figure 27 shows the construction of a directional gyro.
VERTICAL GIMBAL
RING
ROTOR
ASSEMBLY
INNER
GIMBAL
RING
COMPASS
CARD
SYNCHRONISER
RING
CAGING/
SETTING
KNOB
Directional Gyro
Figure 27
SYSTEMS
INSTRUMENTS
PAGE 29 of 59
1.12
RATE OF TURN
INDICATOR
2 MIN
SLIP/SLIDE
INDICATOR
RATE OF
TURN
2 MIN - 360
SYSTEMS
INSTRUMENTS
PAGE 30 of 59
For the detection of rates of turn, a rate gyroscope is used and is arranged in the
manner shown in figure 29.
INPUT
AXIS
FWD
Y1
F
Y
X1
SYSTEMS
INSTRUMENTS
PAGE 31 of 59
ENGINEERS
When the aircraft turns to the left about the vertical input axis the rigidity of the
rotor will resist the turning movement, which it detects as an equivalent force
being applied to its rim at point F. The gimbal ring and rotor will therefore be
tilted about the longitudinal axis as a result of precession at point P.
As the gimbal ring tilts, it stretches the calibrated spring until the force it exerts
prevents further deflection of the gimbal ring. Since precession of a rate gyro is
equal to its angular momentum and the rate of turn, then the spring force is a
measure of the rate of turn.
Actual movement of the gimbal ring from its zero position can, therefore, be taken
as the required measure of turn rate.
1.12.1
Bank Indication
SYSTEMS
INSTRUMENTS
PAGE 32 of 59
Bnk Indications
Figure 30
SYSTEMS
INSTRUMENTS
PAGE 33 of 59
1.13
TURN CO-ORDINATOR
The final instrument in this group is the turn co-ordinator. Basically, its
mechanism is changed slightly from the turn and slip indicator, so that it senses
rotation about the longitudinal axis, (bank) as well as the vertical axis, (turn). This
gives a more accurate indication to the pilot, of the turning of the aircraft.
Figure 31 shows a Turn co-ordinator indicator.
AIRCRAFT
SYMBOL
TURN COORDINATION
RATE OF
TURN
R
2 MIN
NO PITCH
INFORMATION
TURN
COORDINATOR
SYSTEMS
INSTRUMENTS
PAGE 34 of 59
1.14
This indicator derives its name from the fact that its display presents a pictorial
plan of the aircrafts situation in the horizontal plane in the form of its heading,
VOR/LOC deviation and other data relating to navigation.
Figure 32 shows a typical HSI.
SYSTEMS
INSTRUMENTS
PAGE 35 of 59
ENGINEERS
The aircraft symbol is fixed at the center of the instrument and displays the
heading of the aircraft in relation to a rotating compass card and the VOR/LOC
deviation bar (lateral bar). The selector knobs at the bottom corners of the
instrument permit the setting of desired magnetic heading and VOR course.
SYSTEMS
INSTRUMENTS
PAGE 36 of 59
1.14.1
Compass Systems
The compass has, since the earliest times, given information to travellers with
regards to the direction to go. Mounting a compass on a moving object, whether it
was a vehicle, a ship or an aircraft poses certain problems. This includes how to
mount the compass without the, motion (maybe violent), upsetting the device.
Another problem that besets compasses is the fact that they usually point to
magnetic north, which slowly moves, and not true north, the difference between
the two is something like 1,300-miles/2,000 km. This is of little concern if we are
moving slowly, on a boat, in the vicinity of the equator, but vital in an aircraft flying
what is known as a 'Trans-polar route' from say, New York to Tokyo. The effect
this has on navigational charts is referred to as 'variation'.
Figure 33 shows the difference between True North and Magnetic North.
GEOGRAPHICAL
NORTH POLE
MAGNETIC
NORTH POLE
11 W
VARIATION
17.5 E
VARIATION
0 E
VARIATION
SYSTEMS
INSTRUMENTS
PAGE 37 of 59
1.15
Standby Compass
Figure 34
SYSTEMS
INSTRUMENTS
PAGE 38 of 59
CO-EFFICIENT B
ADJUSTMENT
CO-EFFICIENT C
ADJUSTMENT
21
15 12
CO-EFFICIENT A
ADJUSTMENT
LUBBER
LINE
ELECTRICAL
CONNECTION
FOR LIGHTING
Standby Compass
Figure 35
SYSTEMS
INSTRUMENTS
PAGE 39 of 59
1.16
The detector unit detects the effect of the earths magnetic field as an
electromagnetically induced voltage and controls the heading indicator by means
of a variable secondary output voltage signal. The construction of the element
takes the form of a three-spoked wheel, slit through the rim between the spokes
so that they, and their section of rim, act as three individual flux collectors. Figure
36 shows the construction of a flux valve.
LAMINATED
COLLECTOR
HORNS
AC POWER
EXCITER
COIL
B
C
SECONDARY
PICK-OFF
COILS
SYSTEMS
INSTRUMENTS
PAGE 40 of 59
The paths taken by the earths magnetic field through the spokes for different
headings is shown at Figure 37.
PATH OF
EARTHS
FIELD
C
A
B
A
SYSTEMS
INSTRUMENTS
PAGE 41 of 59
115v 400 Hz
E
12
21
VOR
S
15
A
D
F
_+
W 3
0
24
N
33
A
D
F
VOR
SLAVED
DG
VOR/ADF
SYNC
SYSTEMS
INSTRUMENTS
PAGE 42 of 59
CT
N
26V AC
400 Hz
TG
CX
CT
M
GYRO
DETECTOR
UNIT
SYSTEMS
INSTRUMENTS
PAGE 43 of 59
1.17
Apart from the main flight instruments, one item of information that the pilot needs
to know at various stages of flight is the angle of attack. Earlier aircraft had a
range of devices that gave the pilot indication of an approaching stall, which was
an essential indicator but knowing the angle of attack has become an essential
part of flying modern, larger aircraft.
The simplest forms of angle of attack indicators are the AOA probe and the stall
vane. The probe contains slots on the leading edge of the probe itself and,
depending on the angle of attack; the air flowing through the different slots move
a 'paddle' which indicates the AOA electrically in the cockpit.
The stall vane is rather like a small weather vane mounted on the side of the
aircraft. The vane follows the airflow, much like the weather vane, but indicating,
not pitch angle, but the angle of the airflow relative to the aircraft centerline. i.e.
the angle of attack. Figure 40 shows a vane type Angle of Attack transducer.
ANGLE
OF
ATTACK
AIRCRAFT
LONGITUDINAL
AXIS
VANE ARM
ANGLE OF ATTACK
TRANSDUCER
FLIGHT PATH
AIRFLOW
SYSTEMS
INSTRUMENTS
PAGE 44 of 59
1.18
To maintain lift at low airspeed, the angle of attack is increased. When this angle
is above a critical angle, the aircraft wings will not produce enough lift to support
the aircraft, which will begin to stall. Before this situation occurs, the aircraft will
shake heavily, this being a natural alert to the pilot.
If, however, the aircraft is configured for an approach (Wheels & Flaps down), the
airspeed difference between the natural warning and the actual stall is very small,
so an alert must be generated before the stall occurs.
Modern performance aircraft use the output from an Angle of Attack probe,
connected to a Stall Warning system. The stall warning system also has other
sensor inputs (Flap, Slat positions). Once the critical angle prior to actual stall is
reached, the stall warning system initiates a "Audio warning" and operates a
"Stick Shaker", which actually shakes the control column. Figure 41 shows
simple stall warning system.
28V DC
SUPPLY
ANGLE
OF
ATTACK
>17.5
M
STICK
SHAKER
SYSTEMS
INSTRUMENTS
PAGE 45 of 59
1.19
There are endless different instrument displays, which show the pilot's or flight
engineer, the condition of the aircraft's many systems, the range of instruments
depending on the size of the aircraft. On earlier airliners there could have been
dozens of instruments on the panels to pass on information regarding, for
example, oil temperature & pressure, cabin altitude, hydraulic oil quantity,
electrical power being used, etc.
1.20
POWERPLANT INSTRUMENTATION
Information required by the flight crew to enable them to monitor the engines
include:
1. Fuel Contents.
2. Fuel Flow.
3. Engine RPM.
4. Engine Temperature.
5. Engine pressure.
1.21
Most modern aircraft have a number of fuel tanks within the wing structure and
each individual tank's contents must be known. There are two main methods of
indicating fuel contents:
Resistance Gauges.
Capacitance Quantity Indicators.
1.21.1
Resistance Gauges
This type of gauge tends to found on smaller aircraft. It has a float in the fuel tank
that is connected to a variable resistor. As the fuel level changes, the float will
move, thus changing the resistance, which in turn will alter the current flow
through a DC circuit, which in turn will operate a meter indicating fuel contents.
SYSTEMS
INSTRUMENTS
PAGE 46 of 59
INDICATOR
N
S
TANK
RESISTOR
+ DC
POWER
FUEL TANK
Resistance Gauge
Figure 53
1.21.2
This has the advantage over other quantity systems in that it can give accurate
readings in very large or unusually shaped tanks. The probes within the fuel tank
are actually capacitors. The two plates of the capacitor will be separated by fuel
on the lower end and air on the upper end. Since fuel and air have different
dielectric constant values, the amount of capacitance will change as the fuel level
rises and falls. The probes will then send signals to the flight deck gauges to
indicate fuel contents. This system usually includes a totalizer, which will give a
reading of the total fuel on board. Some fuel systems will also include indications
of fuel used since take-off.
SYSTEMS
INSTRUMENTS
PAGE 47 of 59
TANK UNIT
EMPTY
IS
LOOP
A
IB
LOOP
B
REF C
FULL
2 - PHASE
MOTOR
DISCRIMINATION
STAGE
AMPLIFIER
STAGE
INDICATOR
REF
PHASE
AMPLIFIER UNIT
SYSTEMS
INSTRUMENTS
PAGE 48 of 59
1.22
As the name suggests, these indicators show the amount of fuel flowing into the
engines. Fuel flow information can be represented as either LBS/HR, Gallons/HR
or PSI. Some indicators will show both PSI and either LBS/HR or Gallons/HR.
Figure 55 shows a fuel flow indicator.
PSI SCALE
2.5 PSI
LBS/HR
SCALE
FUEL
FLOW
LBS/HR
50
45
55
65
75
100
80
95
LEFT ENGINE
FUEL FLOW
150
RIGHT ENGINE
FUEL FLOW
SYSTEMS
INSTRUMENTS
PAGE 49 of 59
1.23
Some engines have a fuel pressure gauge that displays the pressure of the fuel
supplied to the fuel control unit. Most display the pressure in pounds per square
inch (psi) and provide indications to the pilot that the engine is receiving the fuel
required for a given power setting. Figure 56 shows a fuel pressure gauge.
10 PSI
30
POINTER
FUEL
PRESS
50
125 PSI
100
80
PSI
SCALE
SYSTEMS
INSTRUMENTS
PAGE 50 of 59
1.23.1
Is made with a metal tube that is formed in a circular shape with a flattened crosssection. One end is open while the other is sealed. The open end of the bourbon
tube is connected to a capillary tube containing pressurized fuel. As the
pressurized fuel enters the bourbon tube, the tube tends to straighten. Through a
series of gears, this movement is used to move the indicating pointer on the
instrument face. Figure 57 shows a Bourbon type fuel pressure gauge and its
operation.
POINTER
STAFF
BOURBON
TUBE
ANCHOR
POINT
GEARING
SYSTEMS
INSTRUMENTS
PAGE 51 of 59
1.23.2
DIAPHRAGM
SYSTEMS
INSTRUMENTS
PAGE 52 of 59
1.24
These instruments indicate the rotational speed of the engine. Low Pressure
Compressor (N1), Intermediate Pressure Compressor (N2) and High Pressure
Compressor (N3). Figure 59 a RPM gauge for N1 measurement.
N1 RPM Gauge
Figure 59
SYSTEMS
INSTRUMENTS
PAGE 53 of 59
ENGINEERS
The indicator use electromagnetic sensors (which contains a coil of wire that
generates a magnetic field) to measure the RPM of the respective compressor
blades. The sensor is mounted in the shroud around the fan so, when each fan
blade passes the sensor, the magnetic field is interrupted. The frequency at
which the fan blades cut across the field is measured by an electronic circuit and
then transmitted to a RPM gauge in the cockpit. Figure 60 shows the operation
of a N1 & N2 gauges.
SYSTEMS
INSTRUMENTS
PAGE 54 of 59
1.25
POINTER
TEMERATURE
SCALE
5
3
EGT
C X 100
OVER-TEMP
LIMIT POINTER
1
9
7 6 5
OVER-TEMPERATURE
WARNING LIGHT
DIGITAL
READ-OUT
EGT Indicator
Figure 61
SYSTEMS
INSTRUMENTS
PAGE 55 of 59
SYSTEMS
INSTRUMENTS
PAGE 56 of 59
1.26
SYSTEMS
INSTRUMENTS
PAGE 57 of 59
The EPR is the ratio of turbine discharge pressure to compressor inlet pressure.
Pressure measurements are recorded by total pressure pickups, or EPR probes,
installed in the engine inlet Pt2 section and at the exhaust Pt7 section. Once
collected, the data is sent to a differential pressure transducer, which drives a
cockpit EPR gauge. Figure 64 shows the operation of an EPR indicator.
SYSTEMS
INSTRUMENTS
PAGE 58 of 59
Figure 65 shows the engine instrument grouping for a twin engine aircraft.
0.8
EPR
EPR
1.0
1.2 1.0 0.8
1.0
1.0 1.2
1 5 0 1.4
1.4
1.6
1.6
40 20
60
N1
80 % RPM 0
20 40 60
N1
0 % RPM 80
5
EGT 3
7 C X 100
5
EGT
C X 100 7
7 6 5
FF
FF
X 1000
6 5 8
EGT
7 6 5
5 4 3
3 4 5
2
%RPM
9 2
9 2
EGT
EPR
100
100
EPR
1 5 0
1 5 0
%RPM
150
FF
X 1000
8 5 6
2
1
SYSTEMS
INSTRUMENTS
PAGE 59 of 59
FF
A319/A320/A321
TECHNICAL TRAINING MANUAL
GENERAL FAMILIARIZATION COURSE
22 AUTO FLIGHT SYSTEM
TABLE OF CONTENTS
Page
UFD0100
EFFECTIVITY
ALL
22 CONTENTS
Page i
Dec 31/00
TABLE OF CONTENTS
Page
UFD0100
EFFECTIVITY
ALL
22 CONTENTS
Page ii
Dec 31/00
TMUFMGS01 LEVEL 1
UFD0100
CONTENTS:
General Concept
Navigation
Flight Plan
Operation
AFS/Fly by Wire
System Design
EFFECTIVITY
EFFECTIVITY
ALL
22-00-00
Page
Page 1
1
Jul 31/00
OPERATION
NAVIGATION
AFS/FLY BY WIRE
A fundamental function of the Auto Flight System is
to calculate the position of the aircraft.
When computing the aircraft position, the system uses
several aircraft sensors giving useful information for
this purpose.
If the pilot moves the side stick when the Auto Flight
System is active, it disengages the autopilot.
Back to manual flight, when the side stick is released,
the Electrical Flight Control System maintains the
actual aircraft attitude.
FLIGHT PLAN
TMUFMGS01-T01 LEVEL 1
UFD0100
SYSTEM DESIGN
The system has several flight plans in its memory.
These are predetermined by the airline.
A flight plan describes a complete flight from
departure to arrival, it includes vertical information
and all intermediate waypoints.
It can be displayed on the instruments (CRTs).
EFFECTIVITY
EFFECTIVITY
ALL
22-00-00
Page
Page 2
2
Jul 31/00
TMUFMGS01-P01 LEVEL 1
UFD0100
22-00-00
Page
Page 3
3
Jul 31/00
TMUFMGS01 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
22-00-00
Page
Page 4
4
Jul 31/00
TMUFGCA01 LEVEL 1
UFD0100
CONTENTS:
General
Controls
FMGCs
FACs
Other Systems
Self Examination
EFFECTIVITY
EFFECTIVITY
ALL
22-00-00
Page
Page 5
1
Dec 31/95
GENERAL
FMGCs
CONTROLS
FACs
The FCU and the MCDUs enable the pilots to control the
functions of the FMGCs.
The FAC engagement pushbuttons and the rudder trim
control panel are connected to the FACs.
The MCDUs are used for long-term control of the
aircraft and provide the interface between the crew
and the FMGC allowing the management of the flight.
The FCU is used for short term control of the aircraft
and provides the interface required for transmission
of engine data from the FMGC to the Full Authority
Digital Engine Control (FADEC).
TMUFGCA01-T01 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
22-00-00
Page
Page 6
2
Dec 31/95
TMUFGCA01-P01 LEVEL 1
UFD0100
22-00-00
Page
Page 7
3
Dec 31/95
SELF EXAMINATION
What are the basic functions of the FACs?
A - Management functions and flight envelope
protection.
B - Rudder control and flight envelope
protection.
C - Guidance functions and rudder control.
the
The
The
The
TMUFGCA01 LEVEL 1
UFD0100
Where are
A B C -
EFFECTIVITY
EFFECTIVITY
ALL
22-00-00
Page
Page 8
4
Dec 31/95
TMUFGCH01 LEVEL 1
UFD0100
CONTENTS:
FCU
MCDUs
NDs
PFDs
Thrust Levers
Side Sticks
Rudder Pedals
Resets
RMPs
EWD/SD
Attention Getters
EFFECTIVITY
EFFECTIVITY
ALL
22-00-00
Page
Page 9
1
Oct 31/99
MCDUs
TMUFGCH01-T01 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
22-00-00
Page
Page10
2
Oct 31/99
TMUFGCH01-P01 LEVEL 1
UFD0100
22-00-00
Page
Page11
3
Oct 31/99
NDs
PFDs
TMUFGCH01-T02 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
22-00-00
Page
Page12
4
Oct 31/99
TMUFGCH01-P02 LEVEL 1
UFD0100
22-00-00
Page
Page13
5
Oct 31/99
TMUFGCH01-T03 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
22-00-00
Page
Page14
6
Oct 31/99
TMUFGCH01-P03 LEVEL 1
UFD0100
AUTO FLIGHT SYSTEM CONTROL AND INDICATING - THRUST LEVERS, SIDE STICKS & RUDDER PEDALS
EFFECTIVITY
EFFECTIVITY
ALL
22-00-00
Page
Page15
7
Oct 31/99
TMUFGCH01-T04 LEVEL 1
UFD0100
The FMGC, FAC, FCU and MCDU resets are possible in the
cockpit.
Depending on the computer (1 or 2), the circuit
breakers are located either on the overhead circuit
breakers panel 49VU or on the rear circuit breakers
panel 121VU.
EFFECTIVITY
EFFECTIVITY
ALL
22-00-00
Page
Page16
8
Oct 31/99
TMUFGCH01-P04 LEVEL 1
UFD0100
22-00-00
Page
Page17
9
Oct 31/99
TMUFGCH01-T05 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
22-00-00
Page
Page 18
10
Oct 31/99
TMUFGCH01-P05 LEVEL 1
UFD0100
22-00-00
Page
Page 19
11
Oct 31/99
TMUFGCH01-T06 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
22-00-00
Page
Page 20
12
Oct 31/99
TMUFGCH01-P06 LEVEL 1
UFD0100
22-00-00
Page
Page 21
13
Oct 31/99
TMUFGCH01 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
22-00-00
Page
Page 22
14
Oct 31/99
TMUFGCQ01 LEVEL 1
UFD0100
CONTENTS:
General
Data Base Loading
Power-up Test FD Engagement
MCDU Initialization
A/THR Engagement
AP Engagement
Self Examination
EFFECTIVITY
EFFECTIVITY
ALL
22-00-00
Page
Page23
1
Jul 31/00
TMUFGCQ01-T01 LEVEL 1
UFD0100
MCDU INITIALIZATION
First, MCDU STATUS page is displayed. Then, the pilot
uses the MCDU for flight preparation, which includes:
- choice of the data base,
- flight plan initialization,
- radio nav entries and checks,
- performance data entry (V1, VR, V2 and FLEX
TEMP).
V2, at least, must be inserted in the MCDU before
take-off.
Entry of the flight plan (lateral and vertical) and
V2 into the MCDU is taken into account by the Flight
Management (FM) part and confirmed by the lighting of
the associated lights on the FCU.
EFFECTIVITY
EFFECTIVITY
ALL
22-00-00
Page
Page24
2
Jul 31/00
TMUFGCQ01-P01 LEVEL 1
UFD0100
22-00-00
Page
Page25
3
Jul 31/00
AP ENGAGEMENT
TMUFGCQ01-T01 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
22-00-00
Page
Page26
4
Jul 31/00
TMUFGCQ01 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
22-00-00
Page
Page27
5
Jul 31/00
SELF EXAMINATION
When is
A
B
C
FD engaged?
- As soon as at least one AP is engaged.
- As soon as A/THR is engaged.
- At the end of a successful power-up test.
TMUFGCQ01 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
22-00-00
Page
Page28
6
Jul 31/00
A319/A320/A321
TECHNICAL TRAINING MANUAL
GENERAL FAMILIARIZATION COURSE
23 COMMUNICATIONS
23 COMMUNICATIONS
23 COMMUNICATIONS
UFD0100
TABLE OF CONTENTS
Page
GENERAL
** General System Presentation (1)............... 1
** System Control and Indicating (1) ............ 5
SPEECH COMMUNICATION
Speech Communication Presentation (1) .......... 13
Radio Management Panel Presentation (1) ........ 17
Audio System Presentation (1) ................... 23
** Audio Control Panel Presentation (1) ........ 27
VHF System Presentation (1) ..................... 33
SELCAL System Presentation (1) .................. 39
** Ground Crew Call SYS Pres./Operation (1) .... 43
Static Discharging (1) .......................... 47
SATCOM
MCS SATCOM Presentation (1) ..................... 55
COCKPIT VOICE RECORDER SYSTEM
** CVR System Presentation (1) .................. 59
CABIN INTERCOMMUNICATION DATA SYSTEM ( CIDS
)
** CIDS Design Philosophy (1) ................... 65
** Forward Attendant Panel Presentation (1) .... 69
** AFT Attendant Panel Presentation (1) ........ 73
** PTP Presentation (1) ......................... 77
UFD0100
EFFECTIVITY
ALL
23 CONTENTS
Page i
Dec 31/00
23 COMMUNICATIONS
23 COMMUNICATIONS
UFD0100
TABLE OF CONTENTS
Page
UFD0100
EFFECTIVITY
ALL
23 CONTENTS
Page ii
Dec 31/00
23 COMMUNICATIONS
23 - COMMUNICATIONS
23-00-00 GENERAL SYSTEM PRESENTATION
TMUCOG101 LEVEL 1
UFD0100
CONTENTS:
VHF
HF (Option)
SELCAL (SELective CALling)
CIDS
Passenger Address
Interphone
Cockpit Voice Recorder
EFFECTIVITY
EFFECTIVITY
ALL
23-00-00
Page
Page 1
1
Jul 31/00
23 COMMUNICATIONS
INTERPHONE
CIDS
HF (Option)
The High Frequency (HF) system serves for all
long-distance voice communications between different
aircraft (in flight or on the ground), or between the
aircraft and one or several ground stations.
TMUCOG101-T01 LEVEL 1
UFD0100
PASSENGER ADDRESS
The Passenger Address (PA) allows voice announcements
to be broadcast to all passengers, from the cockpit
and cabin attendant stations through the CIDS.
EFFECTIVITY
EFFECTIVITY
ALL
23-00-00
Page
Page 2
2
Jul 31/00
TMUCOG101-P01 LEVEL 1
UFD0100
23 COMMUNICATIONS
23-00-00
Page
Page 3
3
Jul 31/00
23 COMMUNICATIONS
TMUCOG101 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
23-00-00
Page
Page 4
4
Jul 31/00
23 COMMUNICATIONS
23 - COMMUNICATIONS
23-00-00 SYSTEM CONTROL AND INDICATING
TMUCOG202 LEVEL 1
UFD0100
CONTENTS:
Cockpit
Cabin
Avionics Bay
Nose Landing Gear
EFFECTIVITY
EFFECTIVITY
ALL
23-00-00
Page
Page 5
1
Jul 31/00
23 COMMUNICATIONS
TMUCOG202-T01 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
23-00-00
Page
Page 6
2
Jul 31/00
TMUCOG202-P01 LEVEL 1
UFD0100
23 COMMUNICATIONS
23-00-00
Page
Page 7
3
Jul 31/00
23 COMMUNICATIONS
TMUCOG202-T02 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
23-00-00
Page
Page 8
4
Jul 31/00
TMUCOG202-P02 LEVEL 1
UFD0100
23 COMMUNICATIONS
23-00-00
Page
Page 9
5
Jul 31/00
23 COMMUNICATIONS
TMUCOG202-T03 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
23-00-00
Page
Page10
6
Jul 31/00
TMUCOG202-P03 LEVEL 1
UFD0100
23 COMMUNICATIONS
SYSTEM CONTROL AND INDICATING - AVIONICS BAY & NOSE LANDING GEAR
EFFECTIVITY
EFFECTIVITY
ALL
23-00-00
Page
Page11
7
Jul 31/00
23 COMMUNICATIONS
TMUCOG202 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
23-00-00
Page
Page12
8
Jul 31/00
23 COMMUNICATIONS
23 - COMMUNICATIONS
23-51-00 SPEECH COMMUNICATION PRESENTATION
TMUCOMA02 LEVEL 1
UFD0100
CONTENTS:
COM/NAV Systems
RMP
ACP
AMU
SELCAL
Static Discharging
Self Examination
EFFECTIVITY
EFFECTIVITY
ALL
23-51-00
Page
Page13
1
May 31/00
23 COMMUNICATIONS
TMUCOMA02-T01 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
SELCAL
The selective calling system provides visual and aural
indication of calls received from ground stations.
STATIC DISCHARGING
The purpose of the static discharges is to discharge
static electricity and to prevent interference of
communication systems.
23-51-00
Page
Page14
2
May 31/00
TMUCOMA02-P01 LEVEL 1
UFD0100
23 COMMUNICATIONS
23-51-00
Page
Page15
3
May 31/00
23 COMMUNICATIONS
SELF EXAMINATION
What is the purpose of the RMPs?
A - To enable the received audio signals to
be selected.
B - To enable the received audio signals and
the frequencies to be selected.
C - To enable the frequencies of all the
radio communication systems to be
selected.
TMUCOMA02 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
23-51-00
Page
Page16
4
May 31/00
23 COMMUNICATIONS
23 - COMMUNICATIONS
23-13-00 RADIO MANAGEMENT PANEL
PRESENTATION
TMUCOMB03 LEVEL 1
UFD0100
CONTENTS:
Radio Management Panel (RMP) Description
Windows
Transfer P/B
Communication Keys
SEL Indicator
Dual Selector Knob
Navigation Keys
ON/OFF Switch
Self Examination
EFFECTIVITY
EFFECTIVITY
ALL
23-13-00
Page
Page17
1
Jun 30/00
23 COMMUNICATIONS
COMMUNICATION KEYS
TRANSFER P/B
TMUCOMB03-T01 LEVEL 1
WINDOWS
UFD0100
SEL INDICATOR
EFFECTIVITY
EFFECTIVITY
ALL
23-13-00
Page
Page18
2
Jun 30/00
TMUCOMB03-P01 LEVEL 1
UFD0100
23 COMMUNICATIONS
23-13-00
Page
Page19
3
Jun 30/00
23 COMMUNICATIONS
TMUCOMB03-T01 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
23-13-00
Page
Page20
4
Jun 30/00
23 COMMUNICATIONS
SELF EXAMINATION
TMUCOMB03 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
23-13-00
Page
Page21
5
Jun 30/00
23 COMMUNICATIONS
TMUCOMB03 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
23-13-00
Page
Page22
6
Jun 30/00
23 COMMUNICATIONS
23 - COMMUNICATIONS
23-51-00 AUDIO SYSTEM PRESENTATION
TMUCOMH02 LEVEL 1
UFD0100
CONTENTS:
General
Transmission
Reception
Flight Interphone
Selective Calling (SELCAL)
Calls
Self Examination
EFFECTIVITY
EFFECTIVITY
ALL
23-51-00
Page
Page23
1
Jul 31/00
23 COMMUNICATIONS
INTERPHONE
CALLS
Cabin attendant and mechanic calls are indicated on
the Audio Control Panels.
TRANSMISSION
TMUCOMH02-T01 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
23-51-00
Page
Page24
2
Jul 31/00
TMUCOMH02-P01 LEVEL 1
UFD0100
23 COMMUNICATIONS
23-51-00
Page
Page25
3
Jul 31/00
23 COMMUNICATIONS
SELF EXAMINATION
TMUCOMH02 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
23-51-00
Page
Page26
4
Jul 31/00
23 COMMUNICATIONS
23 - COMMUNICATIONS
23-51-00 AUDIO CONTROL PANEL PRESENTATION
TMUCOMI01 LEVEL 1
UFD0100
CONTENTS:
General
Transmission Keys
Reception Knob
Interphone/Radio Selector Switch
Voice Filter
Reset
Passenger Address
Self Examination
EFFECTIVITY
EFFECTIVITY
ALL
23-51-00
Page
Page27
1
Mar 31/00
23 COMMUNICATIONS
RECEPTION KNOB
TMUCOMI01-T01 LEVEL 1
UFD0100
TRANSMISSION KEYS
Eight rectangular electronic keys are used for the
selection of the transmission channel and for the
display of various calls received through SELCAL
system, from ground mechanics and from cabin
attendants.
MECH light on the INTerphone key flashes amber to
indicate a ground mechanic call.
ATT light on the CABin key flashes amber to indicate
a cabin attendant call.
NOTE: Only one transmission channel can be selected
at a time.
EFFECTIVITY
EFFECTIVITY
ALL
23-51-00
Page
Page28
2
Mar 31/00
TMUCOMI01-P01 LEVEL 1
UFD0100
23 COMMUNICATIONS
23-51-00
Page
Page29
3
Mar 31/00
23 COMMUNICATIONS
TMUCOMI01-T01 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
23-51-00
Page
Page30
4
Mar 31/00
23 COMMUNICATIONS
SELF EXAMINATION
What happens in case of a SELCAL call on VHF2?
A - CALL light flashes amber on the VHF2 key.
B - The three green bars on the VHF2 key
come on.
C - CALL light comes on white on the VHF2
key.
On the ACP, is it possible to transmit
simultaneously on Passenger Address and VHF
channels?
A - Yes.
B - No.
TMUCOMI01 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
23-51-00
Page
Page31
5
Mar 31/00
23 COMMUNICATIONS
TMUCOMI01 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
23-51-00
Page
Page32
6
Mar 31/00
23 COMMUNICATIONS
23 - COMMUNICATIONS
23-12-00 VHF SYSTEM PRESENTATION
TMUCOMF02 LEVEL 1
UFD0100
CONTENTS:
Purpose
Principle
Components
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EFFECTIVITY
ALL
23-12-00
Page
Page33
1
May 31/00
23 COMMUNICATIONS
TMUCOMF02-T01 LEVEL 1
UFD0100
PRINCIPLE
For voice communications, the crew uses acoustic
equipment.
- side-stick radio selectors,
- loudspeakers,
- oxygen-masks,
- boomsets,
- headsets,
- hand-microphones.
The Audio Management Unit (AMU) acts as an interface
between the crew and the VHF system.
The Audio Control Panels (ACPs) allow selection of the
VHF1,VHF2, or VHF3 transceiver in transmission or
reception mode and for the control of the received
audio signal.
The Radio Management Panels (RMPs) serve to select the
VHF frequencies.
The VHF transceiver, tuned on the frequency selected
by one of the 3 Radio Management Panels (RMPs),
transforms the audio signals into VHF signals (in
transmission mode) or VHF signals into audio signals
(in reception mode).
EFFECTIVITY
EFFECTIVITY
ALL
23-12-00
Page
Page34
2
May 31/00
TMUCOMF02-P01 LEVEL 1
UFD0100
23 COMMUNICATIONS
23-12-00
Page
Page35
3
May 31/00
23 COMMUNICATIONS
TMUCOMF02-T02 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
23-12-00
Page
Page36
4
May 31/00
TMUCOMF02-P02 LEVEL 1
UFD0100
23 COMMUNICATIONS
23-12-00
Page
Page37
5
May 31/00
23 COMMUNICATIONS
TMUCOMF02 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
23-12-00
Page
Page38
6
May 31/00
23 COMMUNICATIONS
23 - COMMUNICATIONS
23-51-00 SELCAL SYSTEM PRESENTATION
TMUCOML01 LEVEL 1
UFD0100
CONTENTS:
SELCAL Philosophy
SELCAL Operation
Self Examination
EFFECTIVITY
EFFECTIVITY
ALL
23-51-00
Page
Page39
1
Apr 30/96
23 COMMUNICATIONS
TMUCOML01-T01 LEVEL 1
UFD0100
SELCAL OPERATION
When a selcal call is received, the CALL light flashes
amber on the corresponding transmission key and a
buzzer sound is heard.
The buzzer signal is generated by the Flight Warning
Computer (FWC).
CALL flashes amber on all the ACPs when a selcal call
is received.
The CALL indication can be manually cleared by pressing
the RESET key on any ACP or it can be automatically
cleared upon transmission on the called channel.
EFFECTIVITY
EFFECTIVITY
ALL
23-51-00
Page
Page40
2
Apr 30/96
TMUCOML01-P01 LEVEL 1
UFD0100
23 COMMUNICATIONS
23-51-00
Page
Page41
3
Apr 30/96
23 COMMUNICATIONS
SELF EXAMINATION
TMUCOML01 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
23-51-00
Page
Page42
4
Apr 30/96
23 COMMUNICATIONS
23 - COMMUNICATIONS
23-42-00 GROUND CREW CALL SYSTEM
PRESENTATION AND OPERATION
TMUCOMO02 LEVEL 1
UFD0100
CONTENTS:
Ground Mechanic to Flight Crew Call
Flight Crew to Ground Mechanic Call
Self Examination
EFFECTIVITY
EFFECTIVITY
ALL
23-42-00
Page
Page43
1
Mar 31/00
23 COMMUNICATIONS
TMUCOMO02-T01 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
23-42-00
Page
Page44
2
Mar 31/00
TMUCOMO02-P01 LEVEL 1
UFD0100
23 COMMUNICATIONS
23-42-00
Page
Page45
3
Mar 31/00
23 COMMUNICATIONS
SELF EXAMINATION
TMUCOMO02 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
23-42-00
Page
Page46
4
Mar 31/00
23 COMMUNICATIONS
23 - COMMUNICATIONS
23-71-00 COCKPIT VOICE RECORDER SYSTEM
PRESENTATION
TMUCOMY01 LEVEL 1
UFD0100
CONTENTS:
General
Components
Recorder Panel
Self Examination
EFFECTIVITY
EFFECTIVITY
ALL
23-71-00
Page
Page59
1
Jul 31/96
23 COMMUNICATIONS
TMUCOMY01-T01 LEVEL 1
UFD0100
COMPONENTS
The components of the Cockpit Voice Recorder system
are:
- The Cockpit Voice Recorder, located in the aft
section of the aircraft.
- The CVR microphone, used for recording the
direct conversations between crew members in
the cockpit and all aural warnings.
It is located at the bottom of the overhead
panel.
- The recorder (RCDR) panel, providing CVR
controls for manual operation, test and erasure
of the recording.
It is located on panel 21VU on the overhead
panel.
- The CVR HEADSET jack mounted on the cockpit
maintenance panel 50VU.
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23-71-00
Page
Page60
2
Jul 31/96
TMUCOMY01-P01 LEVEL 1
UFD0100
23 COMMUNICATIONS
23-71-00
Page
Page61
3
Jul 31/96
23 COMMUNICATIONS
TMUCOMY01-T02 LEVEL 1
UFD0100
CVR ERASE
The CVR ERASE pushbutton is used for manual erasure
of the recording, only on ground with parking brake
applied.
It must be pressed for at least 2 seconds.
For complete manual erasure of the recording, the CVR
has to be energized.
EFFECTIVITY
EFFECTIVITY
ALL
23-71-00
Page
Page62
4
Jul 31/96
TMUCOMY01-P02 LEVEL 1
UFD0100
23 COMMUNICATIONS
23-71-00
Page
Page63
5
Jul 31/96
23 COMMUNICATIONS
SELF EXAMINATION
TMUCOMY01 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
23-71-00
Page
Page64
6
Jul 31/96
23 COMMUNICATIONS
23 - COMMUNICATIONS
23-51-00 FLIGHT INTERPHONE SYSTEM
OPERATION
TMUCOMN01 LEVEL 3
UFD4200
CONTENTS
INT Selection
RAD Selection
INT Key and Knob
Self Examination
EFFECTIVITY
EFFECTIVITY
ALL
23-51-00
Page
Page79
1
Aug 31/94
23 COMMUNICATIONS
TMUCOMN01-T01 LEVEL 3
UFD4200
EFFECTIVITY
EFFECTIVITY
ALL
23-51-00
Page
Page80
2
Aug 31/94
TMUCOMN01-P01 LEVEL 3
UFD4200
23 COMMUNICATIONS
23-51-00
Page
Page81
3
Aug 31/94
23 COMMUNICATIONS
TMUCOMN01 LEVEL 3
UFD4200
EFFECTIVITY
EFFECTIVITY
ALL
23-51-00
Page
Page82
4
Aug 31/94
A319/A320/A321
TECHNICAL TRAINING MANUAL
GENERAL FAMILIARIZATION COURSE
34 NAVIGATION
34 NAVIGATION
34 NAVIGATION
UFD0100
TABLE OF CONTENTS
Page
NAVIGATION GENERAL
System Presentation (1) .......................... 1
** Radio Navigation Control Presentation (1) .... 5
** System Controls Presentation (1) ............. 9
Standby Instrument Presentation (1) ............ 19
Radio Management Panel (RMP) Presentation (1) .. 31
DDRMI Presentation (1) .......................... 35
ADIRS
ADIRS Principle (1) .............................. 41
ADIRS Presentation (1) .......................... 55
** Air Data Probes Presentation (1) ............ 61
MULTI MODE RECEIVER (MMR) SYSTEM
MMR System Description (1) ...................... 65
RADIO ALTIMETER (RA) SYSTEM
Radio Altimeter System Presentation (1) ........ 81
TRAFFIC COLLISION AVOIDANCE SYSTEM (TCAS)
TCAS Presentation (1)............................ 89
ENHANCED GROUND PROXIMITY WARNING SYSTEM
(EGPWS)
** EGPWS Presentation (1) ....................... 97
DISTANCE MEASURING EQUIPMENT (DME) SYSTEM
DME System Presentation (1) .................... 105
AIR TRAFFIC CONTROL (ATC) SYSTEM
ATC System Presentation (1) .................... 113
UFD0100
EFFECTIVITY
ALL
34 CONTENTS
Page i
Dec 31/00
34 NAVIGATION
34 NAVIGATION
UFD0100
TABLE OF CONTENTS
Page
UFD0100
EFFECTIVITY
ALL
34 CONTENTS
Page ii
Dec 31/00
34 NAVIGATION
34 - NAVIGATION
34-00-00 SYSTEM PRESENTATION
TMUNA2001 LEVEL 1
UFD0100
CONTENTS:
General
ADIRS
Landing and Taxiing Aids Systems
Independent Position Determining Systems
Dependent Position Determining Systems
EFFECTIVITY
EFFECTIVITY
ALL
34-00-00
Page
Page 1
1
May 31/00
34 NAVIGATION
SYSTEM PRESENTATION
GENERAL
TMUNA2001-T01 LEVEL 1
UFD0100
ADIRS
The ADIRS is an integrated Air Data System and an
Inertial Reference System. One part called Air Data
Reference mainly computes speed and altitude
information from air parameters. The other part called
Inertial Reference mainly computes heading, attitude
and position from gyros and accelerometers.
The ADIRS is composed of three Air Data/Inertial
Reference Units (ADIRUs).
Besides the ADIRUs, there are still standby
instruments:
- Altimeter and Airspeed indicators directly
supplied by pressure lines,
- Standby Compass,
- Standby Horizon.
EFFECTIVITY
EFFECTIVITY
ALL
34-00-00
Page
Page 2
2
May 31/00
TMUNA2001-P01 LEVEL 1
UFD0100
34 NAVIGATION
SYSTEM PRESENTATION
EFFECTIVITY
EFFECTIVITY
ALL
34-00-00
Page
Page 3
3
May 31/00
34 NAVIGATION
SYSTEM PRESENTATION
TMUNA2001-T01 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-00-00
Page
Page 4
4
May 31/00
34 NAVIGATION
34 - NAVIGATION
34-00-00 RADIO NAVIGATION CONTROL
PRESENTATION
TMUNAV701 LEVEL 1
UFD0100
CONTENTS:
Automatic Tuning
Manual Tuning
Back-Up Tuning
Self Examination
EFFECTIVITY
EFFECTIVITY
ALL
34-00-00
Page
Page 5
1
Jul 31/96
34 NAVIGATION
TMUNAV701-T01 LEVEL 1
UFD0100
BACK-UP TUNING
Radio Management Panels 1 and 2 located on the pedestal
provide back-up for Radio Navigation tuning.
We are in the case of both FMGCs inoperative or
emergency electrical supply.
The ILS course and frequency are the only Radio
Navigation data exchanged.
The selected values on RMP 1 and RMP 2 are identical
for ILS 1 and ILS 2.
EFFECTIVITY
EFFECTIVITY
ALL
34-00-00
Page
Page 6
2
Jul 31/96
TMUNAV701-P01 LEVEL 1
UFD0100
34 NAVIGATION
34-00-00
Page
Page 7
3
Jul 31/96
34 NAVIGATION
SELF EXAMINATION
Can VOR 2 frequency be changed through RMP 1?
A - Yes.
B - No.
TMUNAV701 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-00-00
Page
Page 8
4
Jul 31/96
34 NAVIGATION
34 - NAVIGATION
34-00-00 SYSTEM CONTROLS PRESENTATION
TMUNA2101 LEVEL 1
UFD0100
CONTENTS:
Multipurpose Control Display Unit (MCDU)
ADIRS Control Display Unit (ADIRS CDU)
Radio Management Panel (RMP)
Audio Control Panel (ACP)
EFFECTIVITY
EFFECTIVITY
ALL
34-00-00
Page
Page 9
1
Mar 31/00
34 NAVIGATION
TMUNA2101-T01 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-00-00
Page
Page10
2
Mar 31/00
TMUNA2101-P01 LEVEL 1
UFD0100
34 NAVIGATION
34-00-00
Page
Page11
3
Mar 31/00
34 NAVIGATION
TMUNA2101-T02 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-00-00
Page
Page12
4
Mar 31/00
TMUNA2101-P02 LEVEL 1
UFD0100
34 NAVIGATION
34-00-00
Page
Page13
5
Mar 31/00
34 NAVIGATION
TMUNA2101-T03 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-00-00
Page
Page14
6
Mar 31/00
TMUNA2101-P03 LEVEL 1
UFD0100
34 NAVIGATION
34-00-00
Page
Page15
7
Mar 31/00
34 NAVIGATION
TMUNA2101-T04 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-00-00
Page
Page16
8
Mar 31/00
TMUNA2101-P04 LEVEL 1
UFD0100
34 NAVIGATION
34-00-00
Page
Page17
9
Mar 31/00
34 NAVIGATION
TMUNA2101 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-00-00
Page
Page 18
10
Mar 31/00
34 NAVIGATION
34 - NAVIGATION
34-20-00 STANDBY INSTRUMENT PRESENTATION
TMUNAVE03 LEVEL 1
UFD0100
CONTENTS:
Standby Compass
Standby Horizon
Standby Altimeter
Standby Airspeed Indicator (ASI)
Metric Altimeter (Option)
EFFECTIVITY
EFFECTIVITY
ALL
34-20-00
Page
Page19
1
Mar 31/00
34 NAVIGATION
TMUNAVE03-T01 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-20-00
Page
Page20
2
Mar 31/00
TMUNAVE03-P01 LEVEL 1
UFD0100
34 NAVIGATION
34-20-00
Page
Page21
3
Mar 31/00
34 NAVIGATION
TMUNAVE03-T02 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-20-00
Page
Page22
4
Mar 31/00
TMUNAVE03-P02 LEVEL 1
UFD0100
34 NAVIGATION
34-20-00
Page
Page23
5
Mar 31/00
34 NAVIGATION
TMUNAVE03-T03 LEVEL 1
UFD0100
STANDBY ALTIMETER
The Standby Altimeter is located on the center
instrument panel and comprises the following elements:
Adjustable bugs:
- Four manually adjustable bugs are provided for
reference altitude setting.
Altitude counter:
- A display counter made up of two drums displays the
tens of thousands, and the thousands of feet.
When the altitude is below 10000 feet, the left drum
displays black and white stripes.
In case of negative altitude the left drum displays
orange and white stripes.
Altitude pointer:
- The pointer indicates the hundreds of feet with 20
feet increments.
To prevent the pointer from sticking, an internal
vibrator is installed.
It is only supplied in flight.
Altitude dial:
- The altitude dial is calibrated from O to 1000 feet
with 20 feet graduations.
Baro correction counter:
- The baro correction is displayed on a counter
graduated in hecto Pascals.
Adjustment baro setting knob:
- The knob enables adjustment of the baro setting in
the range of 750 to 1050 hecto Pascals.
EFFECTIVITY
EFFECTIVITY
ALL
34-20-00
Page
Page24
6
Mar 31/00
TMUNAVE03-P03 LEVEL 1
UFD0100
34 NAVIGATION
34-20-00
Page
Page25
7
Mar 31/00
34 NAVIGATION
TMUNAVE03-T04 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-20-00
Page
Page26
8
Mar 31/00
TMUNAVE03-P04 LEVEL 1
UFD0100
34 NAVIGATION
34-20-00
Page
Page27
9
Mar 31/00
34 NAVIGATION
TMUNAVE03-T05 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-20-00
Page
Page 28
10
Mar 31/00
TMUNAVE03-P05 LEVEL 1
UFD0100
34 NAVIGATION
34-20-00
Page
Page 29
11
Mar 31/00
34 NAVIGATION
TMUNAVE03 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-20-00
Page
Page 30
12
Mar 31/00
34 -
34 NAVIGATION
NAVIGATION
TMUNA2201 LEVEL 1
UFD0100
CONTENTS:
General
Standby Navigation Keys
Rotating Knob
Standby/Course (STBY/CRS) Window
Active Window
EFFECTIVITY
EFFECTIVITY
ALL
34-00-00
Page
Page31
1
Mar 31/00
34 NAVIGATION
TMUNA2201-T01 LEVEL 1
UFD0100
ROTATING KNOB
Two concentric knobs allow preselection of frequency
for radio communication and standby navigation systems
and selection of the required course for VORs and ILSs:
- the outer knob controls the most significant
digits,
- the inner knob controls the least significant
digits.
EFFECTIVITY
EFFECTIVITY
ALL
34-00-00
Page
Page32
2
Mar 31/00
TMUNA2201-P01 LEVEL 1
UFD0100
34 NAVIGATION
34-00-00
Page
Page33
3
Mar 31/00
34 NAVIGATION
TMUNA2201 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-00-00
Page
Page34
4
Mar 31/00
34 NAVIGATION
34 - NAVIGATION
34-00-00 DDRMI PRESENTATION
TMUNAVF02 LEVEL 1
UFD0100
CONTENTS:
General
Normal Operation
Failure and Non Computed Data (NCD)
Self Examination
EFFECTIVITY
EFFECTIVITY
ALL
34-00-00
Page
Page35
1
Mar 31/00
34 NAVIGATION
DDRMI PRESENTATION
GENERAL
The Digital Distance and Radio Magnetic Indicator
(DDRMI) is located on the center instrument panel.
Its a combined VOR/ADF/DME RMI.
Note: Some DDRMIs
capability.
are
not
equipped
with
the
ADF
NORMAL OPERATION
TMUNAVF02-T01 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-00-00
Page
Page36
2
Mar 31/00
TMUNAVF02-P01 LEVEL 1
UFD0100
34 NAVIGATION
34-00-00
Page
Page37
3
Mar 31/00
34 NAVIGATION
DDRMI PRESENTATION
FAILURE AND NON COMPUTED DATA (NCD)
TMUNAVF02-T02 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-00-00
Page
Page38
4
Mar 31/00
TMUNAVF02-P02 LEVEL 1
UFD0100
34 NAVIGATION
34-00-00
Page
Page39
5
Mar 31/00
34 NAVIGATION
SELF EXAMINATION
the DDRMI receive information ?
2.
3.
3.
TMUNAVF02 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-00-00
Page
Page40
6
Mar 31/00
34 NAVIGATION
34 - NAVIGATION
34-10-00 ADIRS PRINCIPLE
TMUADI001 LEVEL 1
UFD0100
CONTENTS:
General
ADM Functional Description
ADM Inputs
ADM Output
ADR Computation
IR Strapdown
Ring Laser Gyro
Accelerometer
IR Computation
EFFECTIVITY
EFFECTIVITY
ALL
34-10-00
Page
Page41
1
May 31/00
34 NAVIGATION
ADIRS PRINCIPLE
GENERAL
TMUADI001-T01 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-10-00
Page
Page42
2
May 31/00
TMUADI001-P01 LEVEL 1
UFD0100
34 NAVIGATION
34-10-00
Page
Page43
3
May 31/00
34 NAVIGATION
ADIRS PRINCIPLE
ADM FUNCTIONAL DESCRIPTION
A microcomputer processes an ARINC signal according
to the discrete inputs and to the digitized pressure.
ADM INPUTS
The ADM Inputs are one pressure input and several
discrete inputs.
The ADMs are identical.
The discrete inputs determine the ADM location and the
type of pressure data (Pitot or Static) provided to
the ADR.
ADM OUTPUT
TMUADI001-T02 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-10-00
Page
Page44
4
May 31/00
TMUADI001-P02 LEVEL 1
UFD0100
34 NAVIGATION
34-10-00
Page
Page45
5
May 31/00
34 NAVIGATION
ADIRS PRINCIPLE
ADR COMPUTATION
TMUADI001-T03 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-10-00
Page
Page46
6
May 31/00
TMUADI001-P03 LEVEL 1
UFD0100
34 NAVIGATION
34-10-00
Page
Page47
7
May 31/00
34 NAVIGATION
ADIRS PRINCIPLE
IR STRAPDOWN
TMUADI001-T04 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-10-00
Page
Page48
8
May 31/00
TMUADI001-P04 LEVEL 1
UFD0100
34 NAVIGATION
ADIRS PRINCIPLE - IR
EFFECTIVITY
EFFECTIVITY
ALL
34-10-00
Page
Page49
9
May 31/00
34 NAVIGATION
ADIRS PRINCIPLE
RING LASER GYRO
The three ring laser gyros, one for each rotation axis,
provide inertial rotation data and are composed of two
opposite laser beams in a ring.
At rest, the two beams arrive at the sensor with the
same frequency.
An aircraft rotation creates a difference of
frequencies between the two beams.
The frequency difference is measured by optical means
providing a digital output which, after computation,
will provide rotation information.
Stimulated
Emission
of
TMUADI001-T05 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-10-00
Page
Page 50
10
May 31/00
TMUADI001-P05 LEVEL 1
UFD0100
34 NAVIGATION
34-10-00
Page
Page 51
11
May 31/00
34 NAVIGATION
ADIRS PRINCIPLE
ACCELEROMETER
Three accelerometers, one for each axis, provide linear
accelerations.
The acceleration signal is sent to a processor which
uses this signal to compute the velocity and the
position.
IR COMPUTATION
TMUADI001-T06 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-10-00
Page
Page 52
12
May 31/00
TMUADI001-P06 LEVEL 1
UFD0100
34 NAVIGATION
34-10-00
Page
Page 53
13
May 31/00
34 NAVIGATION
TMUADI001 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-10-00
Page
Page 54
14
May 31/00
34 NAVIGATION
34 - NAVIGATION
34-10-00 ADIRS PRESENTATION
TMUADIA01 LEVEL 1
UFD0100
CONTENTS:
General
MCDU
ADIRS CDU
Probes
FCU
GPS
DMC
DMC/PFD & ND
ADIRS Switching
Users
Self Examination
EFFECTIVITY
EFFECTIVITY
ALL
34-10-00
Page
Page55
1
May 31/00
34 NAVIGATION
ADIRS PRESENTATION
GENERAL
FCU
MCDU
GPS
DMC
The Display Management Computers (DMCs) 1 and 2 receive
their data from their related ADIRU and from ADIRU 3.
The Display Management Computer 3 (DMC3) receives
information from all three ADIRUs, to operate as a
back-up in case of DMC1 or 2 failure.
DMC/PFD & ND
TMUADIA01-T01 LEVEL 1
UFD0100
PROBES
The Air Data input parameters, such as total and static
pressures, Angle Of Attack (AOA) and Total Air
Temperature (TAT) are sent, from the related probes
and sensors, to the three ADIRUs.
EFFECTIVITY
EFFECTIVITY
ALL
34-10-00
Page
Page56
2
May 31/00
TMUADIA01-P01 LEVEL 1
UFD0100
34 NAVIGATION
ADIRS PRESENTATION
EFFECTIVITY
EFFECTIVITY
ALL
34-10-00
Page
Page57
3
May 31/00
34 NAVIGATION
ADIRS PRESENTATION
ADIRS SWITCHING
Basically, ADIRU 1 is associated to the captain
instruments, ADIRU 2 to the first officer instruments
and ADIRU 3 is in standby.
In case of failure of the Air Data Reference (ADR) or
Inertial Reference (IR) function of ADIRU 1 or 2, the
affected instruments and displays may be manually
switched independently to ADIRU 3 by means of selector
switches.
USERS
TMUADIA01-T01 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-10-00
Page
Page58
4
May 31/00
34 NAVIGATION
SELF EXAMINATION
TMUADIA01 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-10-00
Page
Page59
5
May 31/00
34 NAVIGATION
TMUADIA01 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-10-00
Page
Page60
6
May 31/00
34 NAVIGATION
34 - NAVIGATION
34-13-00 AIR DATA PROBES PRESENTATION
TMUADIB01 LEVEL 1
UFD0100
CONTENTS:
Pitot Probes
Static Ports
AOA Sensors
TAT Sensors
Water Drain
Self Examination
EFFECTIVITY
EFFECTIVITY
ALL
34-13-00
Page
Page61
1
May 31/94
34 NAVIGATION
TAT SENSORS
STATIC PORTS
TMUADIB01-T01 LEVEL 1
UFD0100
AOA SENSORS
Each ADIRU receives angle of attack information from
its corresponding Angle Of Attack (AOA) sensors.
The Angle Of Attack sensors are also called Alpha
probes.
EFFECTIVITY
EFFECTIVITY
ALL
34-13-00
Page
Page62
2
May 31/94
TMUADIB01-P01 LEVEL 1
UFD0100
34 NAVIGATION
34-13-00
Page
Page63
3
May 31/94
34 NAVIGATION
SELF EXAMINATION
How do pitot and static probes supply the ADIRUs?
A - Using ADMs which convert pressure into
digital format.
B - Directly with total and static pressures.
C - Directly with digital format.
Where does ADIRU3 receive TAT information from?
A - Captain TAT sensor.
B - First-Officer TAT sensor.
C - Standby TAT sensor.
TMUADIB01 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-13-00
Page
Page64
4
May 31/94
34 NAVIGATION
34 - NAVIGATION
34-36-00 MMR SYSTEM PRESENTATION
TMUMMRA01 LEVEL 1
UFD0100
CONTENTS:
General
ILS Principle
GPS Principle
Components
ILS Indicating
GPS Indicating
Self Examination
EFFECTIVITY
EFFECTIVITY
ALL
34-36-00
Page
Page65
1
Nov 30/99
34 NAVIGATION
TMUMMRA01-T01 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-36-00
Page
Page66
2
Nov 30/99
TMUMMRA01-P01 LEVEL 1
UFD0100
34 NAVIGATION
34-36-00
Page
Page67
3
Nov 30/99
34 NAVIGATION
TMUMMRA01-T02 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-36-00
Page
Page68
4
Nov 30/99
TMUMMRA01-P02 LEVEL 1
UFD0100
34 NAVIGATION
34-36-00
Page
Page69
5
Nov 30/99
34 NAVIGATION
TMUMMRA01-T03 LEVEL 1
UFD0100
CONTROL SEGMENT
The control segment is composed of four monitor
stations and one master control station which track
the satellites, compute the ephemeris, clock
corrections and control the navigation parameters and
transmit them to the GPS users.
The four monitor stations are located at:
- KWAJALEIN
- HAWAII
- ASCENCION ISLAND
- DIEGO GARCIA
The master control station is located at:
- COLORADO SPRINGS.
EFFECTIVITY
EFFECTIVITY
ALL
34-36-00
Page
Page70
6
Nov 30/99
TMUMMRA01-P03 LEVEL 1
UFD0100
34 NAVIGATION
34-36-00
Page
Page71
7
Nov 30/99
34 NAVIGATION
TMUMMRA01-T04 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-36-00
Page
Page72
8
Nov 30/99
TMUMMRA01-P04 LEVEL 1
UFD0100
34 NAVIGATION
34-36-00
Page
Page73
9
Nov 30/99
34 NAVIGATION
TMUMMRA01-T05 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-36-00
Page
Page 74
10
Nov 30/99
TMUMMRA01-P05 LEVEL 1
UFD0100
34 NAVIGATION
34-36-00
Page
Page 75
11
Nov 30/99
34 NAVIGATION
TMUMMRA01-T06 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-36-00
Page
Page 76
12
Nov 30/99
TMUMMRA01-P06 LEVEL 1
UFD0100
34 NAVIGATION
34-36-00
Page
Page 77
13
Nov 30/99
34 NAVIGATION
TMUMMRA01-T07 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-36-00
Page
Page 78
14
Nov 30/99
TMUMMRA01-P07 LEVEL 1
UFD0100
34 NAVIGATION
34-36-00
Page
Page 79
15
Nov 30/99
34 NAVIGATION
SELF EXAMINATION
The satellite orbital planes have an inclination of:
A - 60.
B - 55 to the Equator.
C - 45 to the Equator.
TMUMMRA01 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-36-00
Page
Page 80
16
Nov 30/99
34 NAVIGATION
34 - NAVIGATION
34-42-00 RADIO ALTIMETER SYSTEM
PRESENTATION
TMURADG01 LEVEL 1
UFD0100
CONTENTS:
Principle
Components
Indicating
EFFECTIVITY
EFFECTIVITY
ALL
34-42-00
Page
Page81
1
Jul 31/96
34 NAVIGATION
TMURADG01-T01 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-42-00
Page
Page82
2
Jul 31/96
TMURADG01-P01 LEVEL 1
UFD0100
34 NAVIGATION
34-42-00
Page
Page83
3
Jul 31/96
34 NAVIGATION
TMURADG01-T02 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-42-00
Page
Page84
4
Jul 31/96
TMURADG01-P02 LEVEL 1
UFD0100
34 NAVIGATION
34-42-00
Page
Page85
5
Jul 31/96
34 NAVIGATION
TMURADG01-T03 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-42-00
Page
Page86
6
Jul 31/96
TMURADG01-P03 LEVEL 1
UFD0100
34 NAVIGATION
34-42-00
Page
Page87
7
Jul 31/96
34 NAVIGATION
TMURADG01 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-42-00
Page
Page88
8
Jul 31/96
34 NAVIGATION
34 - NAVIGATION
34-43-00 TCAS PRESENTATION
TMUTCAB05 LEVEL 3
UFD0100
CONTENTS:
Principle
Components
Indicating
Self Examination
EFFECTIVITY
EFFECTIVITY
ALL
34-43-00
Page
Page89
1
Mar 31/00
34 NAVIGATION
TCAS PRESENTATION
PRINCIPLE
TMUTCAB05-T01 LEVEL 3
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-43-00
Page
Page90
2
Mar 31/00
TMUTCAB05-P01 LEVEL 3
UFD0100
34 NAVIGATION
34-43-00
Page
Page91
3
Mar 31/00
34 NAVIGATION
TCAS PRESENTATION
COMPONENTS
TMUTCAB05-T02 LEVEL 3
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-43-00
Page
Page92
4
Mar 31/00
TMUTCAB05-P02 LEVEL 3
UFD0100
34 NAVIGATION
34-43-00
Page
Page93
5
Mar 31/00
34 NAVIGATION
TCAS PRESENTATION
INDICATING
TMUTCAB05-T03 LEVEL 3
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-43-00
Page
Page94
6
Mar 31/00
TMUTCAB05-P03 LEVEL 3
UFD0100
34 NAVIGATION
34-43-00
Page
Page95
7
Mar 31/00
34 NAVIGATION
SELF EXAMINATION
TMUTCAB05 LEVEL 3
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-43-00
Page
Page96
8
Mar 31/00
34 NAVIGATION
34 - NAVIGATION
34-48-00 ENHANCED GROUND PROXIMITY
WARNING SYSTEM PRESENTATION
TMUEGPA01 LEVEL 1
UFD0100
CONTENTS:
General
Principle
Components
Indicating
EFFECTIVITY
EFFECTIVITY
ALL
34-48-00
Page
Page97
1
Feb 28/98
34 NAVIGATION
TMUEGPA01-T01 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-48-00
Page
Page98
2
Feb 28/98
TMUEGPA01-P01 LEVEL 1
UFD0100
34 NAVIGATION
34-48-00
Page
Page99
3
Feb 28/98
34 NAVIGATION
TMUEGPA01-T02 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-48-00
Page
100
Page
4
Feb 28/98
TMUEGPA01-P02 LEVEL 1
UFD0100
34 NAVIGATION
34-48-00
Page
101
Page
5
Feb 28/98
34 NAVIGATION
TMUEGPA01-T03 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-48-00
Page
102
Page
6
Feb 28/98
TMUEGPA01-P03 LEVEL 1
UFD0100
34 NAVIGATION
34-48-00
Page
103
Page
7
Feb 28/98
34 NAVIGATION
TMUEGPA01 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-48-00
Page
104
Page
8
Feb 28/98
34 NAVIGATION
34 - NAVIGATION
34-51-00 DME SYSTEM PRESENTATION
TMUDMEH01 LEVEL 1
UFD0100
CONTENTS:
Principle
Components
Indicating
EFFECTIVITY
EFFECTIVITY
ALL
34-51-00
Page
105
Page
1
Nov 30/95
34 NAVIGATION
TMUDMEH01-T01 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-51-00
Page
106
Page
2
Nov 30/95
TMUDMEH01-P01 LEVEL 1
UFD0100
34 NAVIGATION
34-51-00
Page
107
Page
3
Nov 30/95
34 NAVIGATION
TMUDMEH01-T02 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-51-00
Page
108
Page
4
Nov 30/95
TMUDMEH01-P02 LEVEL 1
UFD0100
34 NAVIGATION
34-51-00
Page
109
Page
5
Nov 30/95
34 NAVIGATION
TMUDMEH01-T03 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-51-00
Page
110
Page
6
Nov 30/95
TMUDMEH01-P03 LEVEL 1
UFD0100
34 NAVIGATION
34-51-00
Page
111
Page
7
Nov 30/95
34 NAVIGATION
TMUDMEH01 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-51-00
Page
112
Page
8
Nov 30/95
34 NAVIGATION
34 - NAVIGATION
34-52-00 ATC SYSTEM PRESENTATION
TMUATCF08 LEVEL 1
UFD0100
CONTENTS:
Principle
Components
EFFECTIVITY
EFFECTIVITY
ALL
34-52-00
Page
113
Page
1
May 31/00
34 NAVIGATION
TMUATCF08-T01 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-52-00
Page
114
Page
2
May 31/00
TMUATCF08-P01 LEVEL 1
UFD0100
34 NAVIGATION
34-52-00
Page
115
Page
3
May 31/00
34 NAVIGATION
TMUATCF08-T02 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-52-00
Page
116
Page
4
May 31/00
TMUATCF08-P02 LEVEL 1
UFD0100
34 NAVIGATION
34-52-00
Page
117
Page
5
May 31/00
34 NAVIGATION
TMUATCF08 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-52-00
Page
118
Page
6
May 31/00
34 NAVIGATION
34 - NAVIGATION
34-53-00 ADF SYSTEM PRESENTATION
TMUADFF01 LEVEL 1
UFD0100
CONTENTS:
Principle
Components
Indicating
EFFECTIVITY
EFFECTIVITY
ALL
34-53-00
Page
119
Page
1
May 31/00
34 NAVIGATION
TMUADFF01-T01 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-53-00
Page
120
Page
2
May 31/00
TMUADFF01-P01 LEVEL 1
UFD0100
34 NAVIGATION
34-53-00
Page
121
Page
3
May 31/00
34 NAVIGATION
TMUADFF01-T02 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-53-00
Page
122
Page
4
May 31/00
TMUADFF01-P02 LEVEL 1
UFD0100
34 NAVIGATION
34-53-00
Page
123
Page
5
May 31/00
34 NAVIGATION
TMUADFF01-T03 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-53-00
Page
124
Page
6
May 31/00
TMUADFF01-P03 LEVEL 1
UFD0100
34 NAVIGATION
34-53-00
Page
125
Page
7
May 31/00
34 NAVIGATION
not
equipped
with
the
ADF
TMUADFF01-T04 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-53-00
Page
126
Page
8
May 31/00
TMUADFF01-P04 LEVEL 1
UFD0100
34 NAVIGATION
34-53-00
Page
127
Page
9
May 31/00
34 NAVIGATION
TMUADFF01 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-53-00
Page
Page128
10
May 31/00
34 NAVIGATION
34 - NAVIGATION
34-55-00 VOR/MARKER SYSTEMS PRESENTATION
TMUVORG02 LEVEL 1
UFD0100
CONTENTS:
VOR Principle
MKR Principle
Components
VOR Indicating
MKR Indicating
EFFECTIVITY
EFFECTIVITY
ALL
34-55-00
Page
129
Page
1
Jul 31/96
34 NAVIGATION
TMUVORG02-T01 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-55-00
Page
130
Page
2
Jul 31/96
TMUVORG02-P01 LEVEL 1
UFD0100
34 NAVIGATION
34-55-00
Page
131
Page
3
Jul 31/96
34 NAVIGATION
TMUVORG02-T02 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-55-00
Page
132
Page
4
Jul 31/96
TMUVORG02-P02 LEVEL 1
UFD0100
34 NAVIGATION
34-55-00
Page
133
Page
5
Jul 31/96
34 NAVIGATION
TMUVORG02-T03 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-55-00
Page
134
Page
6
Jul 31/96
TMUVORG02-P03 LEVEL 1
UFD0100
34 NAVIGATION
34-55-00
Page
135
Page
7
Jul 31/96
34 NAVIGATION
TMUVORG02-T04 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-55-00
Page
136
Page
8
Jul 31/96
TMUVORG02-P04 LEVEL 1
UFD0100
34 NAVIGATION
34-55-00
Page
137
Page
9
Jul 31/96
34 NAVIGATION
TMUVORG02-T05 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-55-00
Page
Page138
10
Jul 31/96
TMUVORG02-P05 LEVEL 1
UFD0100
34 NAVIGATION
34-55-00
Page
Page139
11
Jul 31/96
34 NAVIGATION
TMUVORG02 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY
ALL
34-55-00
Page
Page140
12
Jul 31/96
After processing the input information, the unit will output to the various
systems to:
1. Monitor, control and authorize operation of the aircraft systems.
2. Manage system failures and flight envelope anomalies and command
triggering of associated warning in the "Crew Alerting System" (CAS).
3. Provide readout of BITE memory via a maintenance panel on the flight
deck, giving information of any system failures.
SYSTEMS
ON BOARD MAINTENANCEPAGE
1 of 26
FAULT
ACTIVATE
FAULT
ACTIVATE
MFC 1
MFC 1A
STATUS
MFC 1B
STATUS
INPUTS
INPUTS
MFC 1A
MFC 1B
OUTPUTS
PRIMARY
SECONDARY
OUTPUTS
ELECTICAL
POWER
ELECTICAL
POWER
PRIMARY
SECONDARY
SYSTEMS
ON BOARD MAINTENANCEPAGE
2 of 26
MFC
1A
1B
2A
2B
FAULT
FAULT
FAULT
FAULT
OFF
OFF
OFF
OFF
F F
MFC
DATA
BUS
F F
BITE
LOADED
NORM
FLT
WOW & L/G
ERS
MFC
DOORS
BOOTS
PTA/ERS
MISC
MAG
IND
TEST
NAV
1
BRK
FLT
CTL
SYSTEMS
ON BOARD MAINTENANCEPAGE
3 of 26
During
Bite Advisory Display - Indicates, through illuminated lights, the code of the
failure recorded. Combination of illumination of these lights enables up to 14
failures per system to be coded.
SYSTEMS
ON BOARD MAINTENANCEPAGE
4 of 26
The failure codes are all listed in the aircraft maintenance manual. Table 1
shows an example of the code/failure relationship.
SYSTEM: WOW/L/G
CODE
1
2
3
4
5
6
7
8
9
A
B
C
D
E
2
F
F
F
F
F
F
F
F
F
F
F
F
F
F
1
F
F
F
F
F
F
F
F
F
F
F
F
F
DEFINITION
Right Main Gear Prime DnLk Prox Switch Fail
Nose Gear Prime DnLk Prox Switch Fail
Left Main Gear Prime DnLk Prox Switch Fail
Right Main Gear Sec DnLk Prox Switch Fail
Nose Gear Sec DnLk Prox Switch Fail
Left Main Gear Sec DnLk Prox Switch Fail
Left Main Gear WOW 1 Prox Switch Fail
Nose Gear WOW 1 Prox Switch Fail
Right Main Gear WOW 1 Prox Switch Fail
Left Main Gear WOW 2 Prox Switch Fail
Nose Gear WOW 2 Prox Switch Fail
Right Main Gear WOW 2 Prox Switch Fail
F
F
F
SYSTEMS
ON BOARD MAINTENANCEPAGE
5 of 26
SYSTEMS
ON BOARD MAINTENANCEPAGE
6 of 26
POWER
POWER
UP
UP
RESET
RESET
PROTECTION
PROTECTION
INITIALIZE
INITIALIZE
CONTROL
CONTROL
INPUT
INPUT
OUTPUT
OUTPUT
OPERATIONAL
OPERATIONAL
BITE
BITE
SYSTEMS
ON BOARD MAINTENANCEPAGE
7 of 26
SYSTEMS
ON BOARD MAINTENANCEPAGE
8 of 26
SYSTEMS
ON BOARD MAINTENANCEPAGE
9 of 26
ENGINEERS
1.1.4 OPERATION
SYSTEMS
ON BOARD MAINTENANCEPAGE
10 of 26
DISK STORAGE
429 BUS
INTERFACE
DISK STORAGE
POWER
PROG
CHNG
COMP
RDY
XFER
R/W
FAIL
SPARE
FUSE
PROG
CHNG
COMP
RDY
XFER
R/W
FAIL
LINE
FUSE
ON/OFF
SYSTEMS
ON BOARD MAINTENANCEPAGE
11 of 26
The Navigation database (NDB) contains data that describes the environment
in which the aircraft operates. The type of information loaded includes:
Approaches.
Country Name.
Waypoints.
Airports.
Runways.
Marker Beacons.
Holding Patterns.
SYSTEMS
ON BOARD MAINTENANCEPAGE
12 of 26
MAT KEYBOARD
MAT KEYBOARD
SLOT
MAINTENANCE ACCESS
TERMINAL (MAT)
FLIGHT COMPARTMENT
REAR RIGHT SIDEWALL
SYSTEMS
ON BOARD MAINTENANCEPAGE
13 of 26
FDE inform the flight and ground crews of the conditions relating to the safe
operation of the aircraft. The ground crew must find the cause of an FDE to
find the corrective action. The FDE data is used along with the aircrafts
maintenance manuals to isolate the fault.
The ACMS monitor conditions related to the loss of a system or function. If a
condition exists that requires repair or deferral, the ACMS sends FDE data to
the AIMS Primary Display System (PDS). The PDS will show the FDE on the
MAT and PMAT.
1.3.2 MAINTENANCE ACCESS TERMINAL (MAT)
The MAT has a display screen and controls for selecting and viewing fault
data. A keyboard is also provided (stored when not in use) which allows
certain entries and controls displayed data. The MAT also has a cursor
control device, which has a power supply module that receives 115V ac via
the MAINT ACCESS TERMINAL circuit breaker located on the overhead
panel. This PSM then distributes power for the remainder of the MAT. The
cursor control device contains the following controls:
Track Ball.
Selection Keys.
Brightness Control.
SYSTEMS
ON BOARD MAINTENANCEPAGE
14 of 26
MAT DUAL
DISK DRIVE
MAT DISPLAY
MAT CURSOR
CONTROL DEVICE
POWER SUPPLY
MODULE
BRIGHTNESS
CONTROL
CURSOR CONTROL
DEVICE
SYSTEMS
ON BOARD MAINTENANCEPAGE
15 of 26
LINE
MAINTENACE
EXTENDED
MAINTENANCE
OTHER
FUNCTIONS
HELP
N77701
TBC1234 KBFI/KMWH
LEG STATRT WAS 1753Z 07 JUL 00
THIS DATA IS FROM LEFT CMCF
MAINTENANCE
MESSAGE DATA
STATUS
NOT ACTIVE
1948z 07JUL00
PFD FLAG
REPORT
ACTIVE
1948z 07JUL00
ACTIVE
1941z 07JUL00
GO BACK
ERASE
FAULT
SYSTEMS
ON BOARD MAINTENANCEPAGE
16 of 26
PMAT
SELECTION
SWITCHES
POWER
SWITCH
CURSOR
CONTROL
PMAT RECEPTACLE
LCD
DISPLAY
KEYBOARD
DISK
DRIVE
ON BOARD MAINTENANCEPAGE
17 of 26
AIRPLANE CONDITION
MONITORING SYSTEM
(ACMS)
ACMS REPORTS
ACMS REPORTS
ACMS
XXXX REPORTS
XX X XX XXXXXXX
XXXXX
XXXX XX X XX XXXXXXX
XXXXX XXXX XX XXXXXXX
XXXXX
XXXX XX
XX X XX XXXXXXX
XXXXX XXXX XX XXXXXXX
XXXXX
X X XXXXXXXXXXXXX
XX XXXX XX XXXXXXX
XXXXX
XXXXXXX XXXXXXXXXX
XXXXXXXXXXXXX
XX X XXXXX
XXXXXXXXXX
X XXXXXXXX
XXXXXXXXXXXXX
XXXXXXXX XXXX
XXXX XXXXXXXXXX
XXXXXXX
XXXXXXX
XXXXXXXX
XXXX
XXXX XXX XX XXXXXXXXX
XXXXXXX
XXXXXXXX
XXXX
XXXXXXX
XXX XX XXXXXXXXX
XXXXXXX
XXXXXXXXXX
XX XXXXXXXXX
XXXXXXXXXXXXXX X X X X
XXXXXXX
XXXXXXX X X X X
XXXXXXXXXXXXXX
XXXXXXXX X X X
XXXXXXX
XXXXXX
XXXXXXXXXXXXXX
XXXXXXX
XXXXXX
XXXXXXXXXXXXXX
XXXXXXXXXXXX XXXXXXX
XXXXXX
XXXXXXXXXXXX XXXXXXX
ACMF
XXXXXXXXXXXX XXXXXXX
PDF
CMCF
QAR
AIMS
FMCF
DCMF
TMCF
FDCF
TA
DA
DFDAF
ON BOARD MAINTENANCEPAGE
18 of 26
RH
DISPLAY
LH
DISPLAY
QAR
FLIGHT COMPARTMENT
PRINTER
MAT
PMAT
A
I
R
C
R
A
F
T
FLIGHT CONTROL
ARINC 629 BUS (3)
SDU
VHF
TX/RX
SYSTEMS
ARINC 629 BUS (4)
ARINC 429
ANALOG
DISCRETES
SYSTEMS
ON BOARD MAINTENANCEPAGE
19 of 26
ON BOARD MAINTENANCEPAGE
20 of 26
The QAR records data sent from the ACMF onto a 3.5 inch 128 MB optical
disk and holds 41 hours of data. A spare disk is located within the unit should
the active disk become full. Figure 15 shows a QAR and optical disk.
PRESS
SPARE DISK
OPTICAL QAR
POWER ON
DISPLAY
DISPLAY
PENNY
&
GILES
FAIL
LOW CAPACITY
MAINTENANCE
EJECT
MADE IN
U.K.
SYSTEMS
ON BOARD MAINTENANCEPAGE
21 of 26
SYSTEMS
ON BOARD MAINTENANCEPAGE
22 of 26
The IOMs transfer data between the software functions in the AIMS CPMs
and external sources. The CPMs supply the software/hardware to do the
calculations. There are four types of CPMs:
1. CPM/COMM Core Processor Module/Communication.
2. CPM/ACMF - Core Processor Module/Aircraft Condition Monitoring
Function.
3. CPM/B - Core Processor Module/Basic.
4. CPM/GG - Core Processor Module/Graphics Generator.
Figure 16 shows the AIMS system (Boeing777).
AIRCRAFT CONDITION
MONITORING SYSTEM
(ACMS)
FLIGHT DATA
RECORDER SYSTEM
(FDRS)
FLIGHT MANAGEMENT
COMPUTING SYSTEM
(FMCS)
PRIMARY DISPLAY
SYSTEM
(PDS)
CENTRAL MAINTENCE
COMPUTING SYSTEM
(CMCS)
THRUST MANAGEMENT
COMPUTING SYSTEM
(TMCS)
DATA COMMUNICATION
MANAGEMENT SYSTEM
(DCMS)
AIMS System
Figure 16
SYSTEMS
ON BOARD MAINTENANCEPAGE
23 of 26
The flight compartment printer supplies high-speed hard copies of text for the
following systems:
Primary Display System (PDS).
Aeroplane Condition Monitoring System (ACMS).
Central Maintenance Computing System (CMCS).
The flight compartment printer receives data from the print driver partition of
the Data Communication Management Function (DCMF). The DCMF is
located within the AIMS. The DCMF prioritises data sent to the printer in the
following order:
Flight Deck Communication Function (FDCF) of the DCMS.
Central Maintenance Computing Function (CMCF) of the
CMCF.
Aeroplane Condition Monitoring Function (ACMF) of the
ACMS.
Multi Function Display (MFD).
The printer can print at 300 dots per inch (DPI). It uses a roll of paper, which
is 125 feet long and is A4 European Air standard paper. The printer contains
all mechanical components and electronics necessary for printer operation.
The mechanical components include:
Printer head.
Rollers to move paper.
Motor and drive system.
The electronic components include:
Power supply module.
Processor board.
Controller board.
SYSTEMS
ON BOARD MAINTENANCEPAGE
24 of 26
Interconnection board
SYSTEMS
ON BOARD MAINTENANCEPAGE
25 of 26
FAIL
PAPER
CUT
SLEW
RESET
TEST
TOP VIEW
SIDE VIEW
SYSTEMS
ON BOARD MAINTENANCEPAGE
26 of 26
23 COMMUNICATIONS
23 - COMMUNICATIONS
23-73-00 CABIN INTERCOMMUNICATION DATA
SYSTEM DESIGN PHILOSOPHY
TMUCI2A02 LEVEL 1
UFD4200
CONTENTS:
General
Principle
Passengers Functions
Crew Functions
Cabin Systems Functions
Monitoring And Test Functions
Aircraft Systems Functions
Cockpit Controls And Indicating
EFFECTIVITY
EFFECTIVITY
ALL
23-73-00
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23 COMMUNICATIONS
TMUCI2A02-T01 LEVEL 1
UFD4200
PASSENGER FUNCTIONS
PRINCIPLE
EFFECTIVITY
EFFECTIVITY
ALL
CREW FUNCTIONS
- cabin and flight crew interphone,
- service interphone,
- emergency evacuation signalling.
boarding music,
pre-recorded announcement,
lavatory smoke warning,
temperature regulated drain mast system,
emergency lighting.
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TMUCI2A02-P01 LEVEL 1
UFD4200
23 COMMUNICATIONS
23-73-00
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195
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23 COMMUNICATIONS
TMUCI2A02-T01 LEVEL 1
UFD4200
EFFECTIVITY
EFFECTIVITY
ALL
23-73-00
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Page
4
Mar 31/00
23 COMMUNICATIONS
23 - COMMUNICATION
23-73-00 CABIN INTERCOMMUNICATION DATA
SYSTEM PRESENTATION
TMUCI2B02 LEVEL 1
UFD4200
CONTENTS:
General
Directors
Type A Decoder Encoder Units
Type B Decoder Encoder Units
Forward Attendant Panel
Programming and Test Panel
EFFECTIVITY
EFFECTIVITY
ALL
23-73-00
Page
197
Page
1
Mar 31/00
23 COMMUNICATIONS
TMUCI2B02-T01 LEVEL 1
UFD4200
DIRECTORS
For redundancy, two directors are installed.
In normal operation of the CIDS, director 2 is in hot
stand-by.
Both directors receive the same inputs and perform the
same computations. The outputs of the director in hot
stand-by are disabled.
The directors are connected through two CIDS busses
to the type A and type B DEUs to carry the various
data to the cabin equipment.
The FAP, PTP and other systems are connected directly
to the directors basically for control, indication and
test of the CIDS functions.
EFFECTIVITY
EFFECTIVITY
ALL
23-73-00
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2
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TMUCI2B02-P01 LEVEL 1
UFD4200
23 COMMUNICATIONS
23-73-00
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3
Mar 31/00
23 COMMUNICATIONS
TMUCI2B02 LEVEL 1
UFD4200
EFFECTIVITY
EFFECTIVITY
ALL
23-73-00
Page
200
Page
4
Mar 31/00
23 COMMUNICATIONS
23 - COMMUNICATIONS
23-73-00 CIDS - DIRECTOR/DEU ARCHITECTURE
TMUCI2C03 LEVEL 3
UFD4200
CONTENTS:
DEU A
DEU B
Self Examination
EFFECTIVITY
EFFECTIVITY
ALL
23-73-00
Page
201
Page
1
Apr 30/00
23 COMMUNICATIONS
TMUCI2C03-T01 LEVEL 3
UFD4200
PASSENGER SIGNS
The passenger signs include NO SMOKING or the optional
NO ELECTRONIC DEVICE lights, FASTEN SEAT BELT lights,
NON SMOKER ZONE lights and RETURN TO SEAT lights in
the lavatories.
Furthermore, for the PAX call system, the seat row
lights are connected to the type A DEUs.
LOUDSPEAKERS
The loudspeakers are installed in the Passenger Service
Unit (PSU), in each lavatory and close to the attendant
station.
They are all identical and are used for:
- Passenger address announcements,
- Call chimes (optional).
PASSENGER CALL
Pushbuttons are fitted in the PSU above each seat row
and in the lavatories.
READING/LIGHT POWER UNIT
One R/L power unit for three reading lights
installed in each Passenger Service Unit (PSU).
is
CABIN LIGHTS
The cabin lights include:
- Entrance area lights,
- Lavatory lights,
- Attendant lights,
- Reading lights,
- Cabin fluorescent strip lights.
EFFECTIVITY
EFFECTIVITY
ALL
23-73-00
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202
Page
2
Apr 30/00
TMUCI2C03-P01 LEVEL 3
UFD4200
23 COMMUNICATIONS
23-73-00
Page
203
Page
3
Apr 30/00
23 COMMUNICATIONS
EPSUs
The Emergency Power Supply Units (EPSUs) are connected
to type B DEUs for the emergency lighting system test.
DRAIN MAST
The directors receive signals from the drain mast
control unit via type B DEUs.
If the drain mast heater or the control unit fails the
CIDS CAUTION light on the FAP comes on.
ATTND AND PANEL
One Attendant Indication Panel is installed near each
attendant seat for message purposes.
AREA CALL PANEL
One basic and one optional ACP can be connected to
each DEU B.
TMUCI2C03-T02 LEVEL 3
UFD4200
EFFECTIVITY
EFFECTIVITY
ALL
23-73-00
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204
Page
4
Apr 30/00
TMUCI2C03-P02 LEVEL 3
UFD4200
23 COMMUNICATIONS
23-73-00
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Page
5
Apr 30/00
23 COMMUNICATIONS
SELF EXAMINATION
A break
A
B
C
TMUCI2C03 LEVEL 3
UFD4200
EFFECTIVITY
EFFECTIVITY
ALL
23-73-00
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206
Page
6
Apr 30/00
23 COMMUNICATIONS
23 - COMMUNICATIONS
23-30-00 PASSENGER ENTERTAINMENT SYSTEM
PRESENTATION
TMU23EA01 LEVEL 3
UFD4200
CONTENTS:
General
PES
PES Video
PRAM
EFFECTIVITY
EFFECTIVITY
ALL
23-30-00
Page
371
Page
1
Oct 31/99
23 COMMUNICATIONS
system
(PES
video),
- Pre-Recorded Announcements and boarding Music
system (PRAM).
The PES comprises the PES music, the passenger address
and the passenger service.
PES
The PES transmits pre-recorded music programs,
passenger address information, video and video sounds
to the passengers.
The audio signals can be heard through headphones
connected to the Passenger Control Units (PCU).
TMU23EA01-T01 LEVEL 3
UFD4200
EFFECTIVITY
EFFECTIVITY
ALL
23-30-00
Page
372
Page
2
Oct 31/99
TMU23EA01-P01 LEVEL 3
UFD4200
23 COMMUNICATIONS
23-30-00
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373
Page
3
Oct 31/99
23 COMMUNICATIONS
TMU23EA01-T02 LEVEL 3
UFD4200
EFFECTIVITY
EFFECTIVITY
ALL
23-30-00
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Page
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Oct 31/99
SYSTEMS
INFORMATION SYSTEM
PAGE 1 of 9
ENGINEERS
The demand mode allows the flight crew of airborne equipment to initiate
communications. To transmit a message, the MU determines if the ACARS
channel is free from other communications from other ACARS, if it is clear, the
message is sent. If the ACARS VHF channel is busy, then the MU waits until the
frequency is available. The ground station sends a reply to the message
transmitted from the aircraft. If an error reply or no reply is received, the MU
continues to transmit the message at the next opportunity. After six attempts
(and failures), the airborne equipment notifies the flight crew.
1.1.2 POLLED MODE
In the polled mode, the ACARS only operates when interrogated by the ground
facility. The ground facility routinely uplinks questions to the aircraft equipment
and when a channel is free the MU responds with a transmitted message. The
MU organises and formats flight data prior to transmission and upon request, the
flight information is transmitted to the ground facility.
The ground station receives and relays messages or reports to the ARINC
ACARS Control Centre. The control centre sorts the messages and sends them
to the operator's control centre (several airlines participate in the ACARS
network).
The ACARS also reduces the congestion of the VHF communication channels
because transmissions of ACARS take fractions of a second while the same
report/message in aural form may have taken in excess of ten seconds.
SYSTEMS
INFORMATION SYSTEM
PAGE 2 of 9
ACARS may be connected to other airplane systems such as the Digital Flight
Data Acquisition Unit (DFDAU). The DFDAU collects data from many of the
aircrafts systems such as Air Data Computer, Navigation and Engine monitoring
systems, and in turn makes this data available to ACARS.
More recent ACARS installations have been connected to the Flight
Management Computer (FMC), permitting flight plan updates, predicated wind
data, take-off data and position reports to be sent over the ACARS network.
The ACARS in use vary greatly from one airline to another and are tailored to
meet each airlines operational needs. When satellite communication systems
are adopted, ACARS will take on a truly global aspect. Figure 1 shows an
ACARS network.
A/C SYSTEMS
AIRLINE
COMPUTER
SYSTEM
MAINTENANCE
OPERATIONS
ACARS
VHF 3
TRANSMISSION
NETWORK
FLIGHT
OPERATIONS
PASSENGER
SERVICES
VHF
TRANSMITTER/RECEIVER
ACARS Network
Figure 1
SYSTEMS
INFORMATION SYSTEM
PAGE 3 of 9
1.1.3 DESCRIPTION
The ACARS is operational as soon as the electrical power is supplied and does
not have an ON/OFF switch.
The ACARS has the following components:
1.
AC
ARS Management Unit (MU).
2.
Mu
lti-Purpose Interactive Display
Unit (MPIDU).
3.
Ide
nt plug.
4.
Pr
ogram pins.
5.
Th
ermal Printer.
The Management Unit (MU) converts the data from and to the VHF-COMM.
Requests from ground-stations for communication or reports go from the MU to
the MIDU or Flight Data Acquisition Unit (FDAU). Most of the reports are
generated in the FDAU. The MU itself makes the report. The unit uses
information from the FWS for this message (parking brake and ground/flight for
example). The interface wiring between MU and FDAU/MIDU is ARINC 429.
The MU codes the messages for VHF-COMM. The messages contain the
aircraft's registration and the airline code. This information comes from the ident
plug. The MU also decodes the messages from the VHF-COMM. When there is
a message for the crew, the MIDU shows a message annunciation, while the MU
also makes a discrete for the Flight Warning System (FWS) to make an alert.
The VHF-COMM can be used for data transmissions for the ACARS or normal
communication. You can select the voice or data mode on the MIDU.
1.1.5 MULTI-PURPOSE INTERACTIVE DISPLAY UNIT (MPIDU)
SYSTEMS
INFORMATION SYSTEM
PAGE 4 of 9
ENGINEERS
SYSTEMS
INFORMATION SYSTEM
PAGE 5 of 9
IN
Collins
D
A
T
A
DFDAU FAIL
SEND
NUMERIC ENTRY 13 : 02 : 58
FLT : 0123
0008
L
I
N
K
0
CLR
RET
DEL
SYSTEMS
INFORMATION SYSTEM
PAGE 6 of 9
SELF
TEST
PPR
ADV
PWR
ON
ALERT
RESET
PTR
BUSY
PUSHBUTTON
CONTROLS
DOOR LOCKING
SCREW
PAPER LOADING
DOOR
PAPER CUTTING
EDGE
SYSTEMS
INFORMATION SYSTEM
PAGE 7 of 9
ENGINEERS
The printer is normally located aft of the centre pedestal and has a Self Test
feature for pre-flight operational testing.
SELF TEST PUSH BUTTON: Pushing the Self Test pushbutton activates a
printer self test which prints the following:
THE QUICK BROWN FOX JUMPED
OVER THE 1 2 3 4 5 6 7 8 9 0 LAZY DOGS
PTR BUSY LIGHT: Illuminates amber when the printer is printing. Remains
ON until paper advance is complete.
PAPER LOADING DOOR: Printer paper roll is replaced via opening this door.
PAPER CUTTING EDGE: Allows for smooth paper cutting when a printed
message is removed from the printer.
ACARS communications are accomplished via the ARINC network and the VHF
3 transceiver. VHF 3 is dedicated to this purpose and is automatically controlled
by the ACARS frequency of 131.55 MHz and is tuned remotely by the ground
stations if frequency change is necessary.
SYSTEMS
INFORMATION SYSTEM
PAGE 8 of 9
VHF 3
ANTENNA
Collins
IN
DFDAU FAIL
SEND
NUMERIC ENTRY 13 : 02 : 58
D
A
T
A
FLT : 0123
0008
L
I
N
K
0
CLR
RET
DEL
MULTIPURPOSE INTERACTIVE
DISPLAY UNIT
MANAGEMENT
UNIT
VHF 3
TX/RX
FLIGHT DATA
ACQUISTION UNIT
THERMAL PRINTER
AIRCRAFT
SYSTEMS
SYSTEMS
INFORMATION SYSTEM
PAGE 9 of 9
The Electronic Flight Bag (EFB) lets the flight crew access to the
electronic flight operation data, general purpose computing and
communications.
Abbreviations and Acronyms
AC - advisory circular (FAA)
ACARS - aircraft communication addressing and reporting
system
* ADC - application dispatch controller
* AIMS - airplane information management system
* API - application program interface
* APU - auxiliary power unit
* ARINC - aeronautical radio, incorporated
* BCA - Boeing commercial airplanes
* BEGGS - Boeing e-plane ground support system
* BIT - Built-in test
* BITE - built-in test equipment
* CAM - CAT application module (e-Plane)
* CAT - common administrative tool (e-Plane)
* CCA - circuit card assembly
* CCD - cursor control device
* CDROM - compact disk read only memory
* CIU - camera interface unit
* CMS - cabin management system
* CPU - central processing unit
* CRC - cyclic redundancy check
* CSS - cabin surveillance system
* DDM - distributed data management
* DFDAU - digital flight data acquisition unit
* DFIM - DDM flight-bag interface module (application)
*
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