Anjali Internship Report

VISVESVARAYA TECHNOLOGICAL UNIVERSITY
JNANASANGAMA, BELAGAVI-590018
An Internship Report
“IMPLEMENTATION OF ARINC-717 PROTOCOL”

Submitted in partial fulfillment for the award of degree of
Master of Technology
In
Digital Communication Engineering
Submitted by
ANJALI
1CR14LDC01
Internship Carried Out

at
Mission and Combat System R&D Centre (MCSRDC), Main Factory, Hindustan
Aeronautics Limited, Old Airport Road, Banglore-560 017
Internal Guide External Guide Mrs.

Mrs. Pappa M. Aparna, Engineer (Design),
Associate Professor
MCSRDC, Hindustan
Dept. of TCE, CMRIT, Aeronautics Limited, Bangalore-
Bangalore - 560037 560017
Department of Telecommunication Engineering

CMR INSTITUTE OF TECHNOLOGY
Bangalore – 560037.
2015-16
CERTIFICATE
Certified that the internship work entitled “Implementation of Arinc-717 Protocol”

is carried out by Ms. Anjali bearing USN: 1CR14LDC01, a bonafide student of CMR
Institute of Technology, Bangalore in partial fulfilment for the award of Master of
Technology in Digital Communication Engineering of the Visvesvaraya

Technological University, Belgaum during the year 2015-2016. It is certified that all
the corrections/suggestions indicated for Internal Assessment have been incorporated
in the report deposited in the departmental library. The internship report has been
approved as it satisfies the academic requirements in respect of internship work
prescribed for the said degree.
Mrs. Pappa M. Mrs. Sharmila K P Dr. Sanjay Chitnis,

Associate Professor Assoc. Prof. & H. O. D, Principal,
Dept. of TCE, CMRIT, Department of TCE, CMR Institute of Technology
Bangalore - 37 CMRIT, Bangalore –37 Bangalore –37
External Viva
Name of the Examiners Signature with Date
1.____________________ __________________
2.____________________ __________________
DECLARATION
I, Ms. Anjali, student of third semester M.Tech, in the Department of
Telecommunication Engineering, CMR Institute of Technology, Bangalore declare that

the internship work entitled “Implementation of Arinc-717 Protocol” has been
carried out by me and submitted in partial fulfillment of the course requirements for
the award of degree in Master of Technology in Digital Communication
Engineering of Visvesvaraya Technological University, Belgaum during the
academic year 2015-2016. The matter embodied in this internship report has not been
submitted to any other university or institution for the award of any other degree or
diploma.
- Ms. Anjali
Ms. Anjali
USN: 1CR14LDC01
Digital Communication Engineering,
Department of TCE,
CMR Institute of Technology,
Bangalore-560037.
ACKNOWLEDGEMENT
The satisfaction that accompanies the successful completion of any task would
be incomplete without mentioning the people whose proper guidance and
encouragement has served as a beacon and crowned my efforts with success. I take an
opportunity to thank all the distinguished personalities for their enormous and
precious support and encouragement throughout the duration of this seminar.
I take this opportunity to express my sincere gratitude and respect to CMR

Institute of Technology, Bangalore and Mission Combat System R&D Center,
Hindustan Aeronautics Limited for providing me an opportunity to carry out my
internship work.
With profound sense of gratitude, I acknowledge the guidance and support

extended by Mrs. Aparna, Engineer (Design), MCSRDC, Hindustan Aeronautics
Limited, Bangalore and Mrs. Pappa.M, Assoc. Professor, Department of
Telecommunication Engineering, CMRIT, Bangalore. Their incessant encouragement
and invaluable technical support have been of immense help in realizing this
internship work. Their guidance gave me the environment to enhance my knowledge,
skills and to reach the pinnacle with sheer determination, dedication and hard work.
I would also like to thank Dr. T. Balagurunathan, AGM, MCSRDC,

Hindustan Aeronautics Limited, Bangalore for his valuable suggestions in the course
of internship work.
I express my sincere regards and thanks to Mrs. Sharmila K.P, Associate

Professor, H.O.D, Department of Telecommunication Engineering, CMRIT
Bangalore, for her encouragement and support throughout the internship work.
I have a great pleasure in expressing my deep sense of gratitude to Dr.Sanjay

Chitnis, Principal, CMRIT, Bangalore, for his constant encouragement.
I also extend my thanks to the HAL personnel who encouraged me throughout

the course of internship work.
I thank my parents and friends for all their moral support they have given me
during the completion of this work.
- ANJALI
i
EXECUTIVE SUMMARY
Hindustan Aeronautics Limited is an Indian state-owned aerospace and defense

company based in Bangalore, Karnataka. It is governed under the management of the
Indian Ministry of Defense. The government-owned corporation is primarily involved in
the operations of the aerospace industry. These include manufacturing and assembly of
aircraft, navigation and related communication equipment and airports operation.
Hindustan Aeronautics Limited also aims at developing the skills of students in the area
of avionics and electronics through internship.
During my four months internship in Mission Combat System R&D Center

(MCSRDC) of HAL, I worked in assisting and coordinating in the work of
implementation of ARINC 717 protocol, which included the background study of
ARINC 429 and other protocols.
Reflecting on my experience at MCSRDC, HAL, the internship programme

has made immeasurable impacts in my aptitude in varied fields such as: Team work,
Report writing/Analytical writing, Organizational and intercultural competence,
Programme Organization and Coordination. The internship programme has broadened
my knowledge base, which was made possible through my participation in the various
field visits organized by the HAL and my interaction with participants at the field
visits. It has been a wonderful experience in HAL and I recommend that HAL
organizes more of such programmes to create similar platforms for many young
students around the country.
ARINC: Signaling and intersystem communication in avionics (Aviation electronics)

has been a crucial topic ever since electronics were first used in the aerospace system
and with the increase in communication within avionics equipment’s, there should be
an effective and secure means of communication among these. ARINC is an
organization which defines protocols for providing such effective means of
communication between avionics equipment's. With the need to have an effective
means of communication among the avionics units, standards like AIRINC 419 and
later AIRINC 429 were adopted by the industries. In the industrial use, AIRINC 429
has been adopted and extended very little because it cannot meet the present day
challenges and requirements generated by the use of integrated modular avionics.
ii
ARINC 717: ARINC protocols have provided many key advantages and better
standards. However, the development of ARINC 717 is characterized to be one of the
significant point in this development. This is because the introduction of ARINC 717
has eliminated the deficiencies of low data security of its precursor models. Here,
ARINC 717 is a protocol that defines a standard for data communication. This
communication occurs between the digital flight data acquisition unit (abbreviated as
DFDAU) and the digital flight data recorder (abbreviated as DFDR). Here, the
DFDAU assumes the position of the computer and the transmission point, as the
different data are collected, combined, and transformed into the format of the ARINC
717 protocol on these system components. This data bundle then reaches the DFDR
and Quick Access Recorder.
IMPLIMENTATION: The entire architecture of ARINC 717 protocol has been

implemented and simulated successfully. The encoder module at transmitter converts
a continuous data stream in to a 12 bit encoded Harvard Bi-Phase (HBP) waveform
and BPRZ format which are then encoded to form ARINC 717 frames. A transmitter
FIFO and receiver FIFO module is designed to store the incoming data stream.
Finally an encoder module at the receiver, decodes the 12 bit HBP from ARINC 717
frames and decodes these 12 bit HBP words into continuous stream of data.
AIRINC 717 combines proven safety and availability, functionality and

redundancy in the field of airports, aviation, defense, networks and transportation. It
makes to combine the many different components in the system to form an assembly
that works effectively. It is possible to optimally secure transmitted and received data
between two or more devices.
iii
CONTENTS
Acknowledgement ...................................................................................................... i
Executive Summary ................................................................................................... ii

Contents .................................................................................................................... iv
List of Tables ............................................................................................................ vi
List of Figures .......................................................................................................... vii
Chapter 1 ................................................................................................... 1
Hindustan Aeronautics Limited ................................................................................. 1
1.1 History ............................................................................................................. 1
1.2 Organizational Growth of HAL ...................................................................... 2
1.3 R & D center ................................................................................................... 5
1.4 In-House Developed Products ......................................................................... 6
1.5 Services ......................................................................................................... 11
1.6 HAL Today ................................................................................................... 15
Chapter 2 ................................................................................................. 16
Mission and Combat System R&D Center .............................................................. 16
2.1 Core Competency .......................................................................................... 16
2.2 Design and Development Capabilities .......................................................... 17
2.3 Facilities ........................................................................................................ 18
2.4 Mission Computers ....................................................................................... 22
2.5 Programs Executed ........................................................................................ 23
2.6 Current Programs: ......................................................................................... 24
2.7 Future Programs ............................................................................................ 25
Chapter 3 ................................................................................................. 27
Task Performed – Implimentation of ARINC 717 .................................................. 27
3.1 ARINC .......................................................................................................... 27
3.2 Road map of ARINC BUS Architectures ..................................................... 28
3.3 ARINC 717 ................................................................................................... 32
3.3.1 Frame Format ......................................................................................... 33
3.3.2 SYNC Word ........................................................................................... 34
3.3.3Operation of ARINC 717 ....................................................................... 34
3.3.4 ARINC 717 Encoder: ............................................................................. 35
3.3.5 ARINC 717 Decoder: ............................................................................ 35
iv
3.4 Implementation of ARINC 717 ..................................................................... 37
3.4.1 Top level representation of ARINC 717 ................................................ 37
3.4.2 FSM of top level ARINC 717 ................................................................ 38
3.4.3 ARINC 717 Encoder .............................................................................. 39
3.4.4 ARINC 717 Clock Generation ............................................................... 40
3.4.5 ARINC 717 FIFO .................................................................................. 41
3.4.6 ARINC 717 Receiver ............................................................................. 42
3.5 Implementation Methods............................................................................... 43
3.6 Working with Micro-semi Smart Fusion Evaluation Kit .............................. 44
3.7 Activity Work Timelines ............................................................................... 46
Chapter 4 ................................................................................................. 48
Results and Outcomes .............................................................................................. 48
4.1 Simulation Results......................................................................................... 48
4.2 Experience and Assessment .......................................................................... 50
4.2.1 Basic Concept Studied On Aeronautical Industry ................................. 50
4.2.2 Visit to Jaguar Aircraft........................................................................... 54
4.2.3 Visits To Rig Laboratory ....................................................................... 56
4.2.4 Technical and Non-Technical Outcomes ............................................... 56
4.3 Work Outcome Timelines ............................................................................. 58
Chapter 5 ................................................................................................. 59
Advantage(s) ............................................................................................................ 59
Disadvantage(s)........................................................................................................ 59
Future Work ............................................................................................................. 59
Conclusion ............................................................................................................... 59
References ................................................................................................................ 60
Annexure I ............................................................................................................... 61
v
LIST OF TABLES
Table 1-1 HAL Milestones 4

Table 1-2 HAL R&D Centers 5
Table 1-3 Financial Highlights 13
Table 1-4 Financial Performance of HAL 14
vi
LIST OF FIGURES
Figure 1-1 HAL Organization Structure 4

Figure 1-2 Light Combat Aircraft (TEJAS) 8
Figure 1-3 Helicopter (DHRUV) 8
Figure 1-4 Aero Engines of Russian Origin 9
Figure 1-5 Advanced Communication Equipment 10
Figure 1-6 Aerospace Equipment 10
Figure 1-7 HAL Services 11
Figure 2-1 MCSRDC 16
Figure 2-2 Simulation Lab 16
Figure 2-3 Avionics System 17
Figure 2-4 Test Rigs 21
Figure 2-5 JAGUAR DARIN-III near Glass Cockpit 24
Figure 3-1 Analog Avionics System 29
Figure 3-2 Road map of ARINC Bus Architectures 30
Figure 3-3 DFDAU and DFDR 32
Figure 3-4 ARINC 717 Frame Format 33
Figure 3-5 HBP bit encoding 35
Figure 3-6 BPRZ bit encoding 36
Figure 3-7 Top level diagram of ARINC 717 37
Figure 3-8 FSM of Top Level ARINC 717 38
Figure 3-9 Encoder FSM 39
Figure 3-10 Clock Generation FSM 40
Figure 3-11 FIFO Finite State Machine (FSM) 41
Figure 3-12 Receiver FSM 42
Figure 3-13 Loop-back Implementation Approach 43
Figure 3-14 Transmitter individual test 44
Figure 3-15 Receiver individual test 44
Figure 3-16 Actel Smartfusion evaluation kit 45
Figure 3-17 Data to and from microcontroller 45
Figure 3-18 Interfacing with micro-semi kit 46
Figure 3-19 August Activity Work Timeline 46
Figure 3-20 September Activity Work Timeline 47
vii
Figure 3-21 October Activity Work Timeline 47
Figure 3-22 November Activity Work Timeline 47
Figure 4-1 Input data from test bench to transmitter FIFO 48
Figure 4-2 Data stored in transmitter FIFO 48
Figure 4-3 Data read from transmitter FIFO and encoded data 49
Figure 4-4 Encoded data sent to ARINC 717 receiver and decoded data 49
Figure 4-5 ARINC 717 decoded data sent to reciever FIFO 49
Figure 4-6 Decoded data from ARINC 717 receiver fifo and read by test bench. 50
Figure 4-7 Jaguar Aircraft 54
Figure 4-8 Specification on Jaguar 55
Figure 4-9 Cockpit View Of Jaguar 55
Figure 4-10 Rig Laboratories 56
Figure 4-11 August Work Outcomes Timeline 58
Figure 4-12 September Work Outcomes Timeline 58
Figure 4-13 October Work Outcomes Timeline 58
Figure 4-14 November Work Outcomes Timeline 58
viii
Implementation of ARINC 717 Protocol 2015-2016
CHAPTER 1
HINDUSTAN AERONAUTICS LIMITED
This chapter briefs about the History of HAL, its organizational growth, the
R&D centers in HAL. It also describes the products developed in HAL, the services
given by it and along with it describes the joint ventures of HAL. It also highlights the
financial status of HAL for year 2014-15.
1.1 History
The history and growth of the Hindustan Aeronautics Limited is synonymous

with the growth of Aeronautical industry in India over the past 70 years. The
Company which had its origin as the Hindustan Aircraft Company was incorporated
on 23 Dec 1940 at Bangalore by Shri Walchand Hirachand a farsighted visionary in
association with the Government of Mysore with an Authorised Capital of Rs.4 crores
(Paid up capital Rs.40 lakhs) and with the aim of manufacturing aircraft in India. In
March 1941, the Government of India became one of the shareholders in the
Company holding 1/3 of its paid-up capital and subsequently took over its
management in 1942. In collaboration with the Inter Continental Aircraft Company of
USA, Hindustan Aircraft Company commenced its business of manufacturing of
Harlow Trainer, Curtiss Hawk Fighter and Vultee Bomber Aircraft.
In Dec 1945, the company was placed under the administrative control of Min.
of Industry & Supply. In January 1951, Hindustan Aircraft Private Limited was placed
under the Administrative control of Ministry of Defence. The Company had built
aircraft and engines of foreign design under license, such as Prentice, Vampire and
Gnat aircraft. It also undertook the design and development of aircraft indigenously.
In August 1951, the HT-2 Trainer aircraft, designed and produced by the company
under the able leadership of Dr. V.M.Ghatge flew for the first time. Nearly 200
Trainers were manufactured and supplied to the Indian Air Force and other customers.
With the gradual building up of its design capability, the company successfully
designed and developed four other aircraft i.e. two seater 'Pushpak' suitable for flying
clubs, 'Krishak' for Air Observatory Post(AOP) role, HF-24 Jet Fighter '(Marut)' and
the HJT-16 Basic Jet Trainer '(Kiran)'.
Meanwhile, in August 1963, Aeronautics India Limited (AIL) was incorporated as

a Company wholly owned by the Government of India to undertake the manufacture
Department of Telecommunication,CMRIT Page 1

of the MiG-21 aircraft under license. In June 1964, the Aircraft Manufacturing Depot
which was set up in 1960 as an Air Force unit to produce the Airframe for the HS-748
transport aircraft was transferred to AIL. Soon thereafter, the Government decided to
amalgamate Hindustan Aircraft Limited, with AIL so as to conserve resources in the
field of aviation where the technical talent in the country was limited and to enable
the activities of all the aircraft manufacturing units to be planned and co-ordinated in
the most efficient and economical manner.
Amalgamation of the two companies i.e. Hindustan Aircraft Limited and

Aeronautics India Limited was brought about on 1st Oct 1964 by an Amalgamation
order issued by the Government of India and the Company after the amalgamation
was named as "Hindustan Aeronautics Limited (HAL)" with its principal business
being design, development, manufacture, repair and overhaul of aircraft, helicopter,
engines and related systems like avionics, instruments and accessories.
1.2 Organizational Growth of HAL
Table 1-1 shows the year wise organizational growth of HAL.
1940: H.A.L was set up by Seth Warchand Hirachand in association with the
government of Mysore as a private limited company.
1941: First product “HARLOW TRAINER AIRCRAFT” & “CURLINESS
HAWK AIRCRAFT” handed over to government of India.
1942: Company was handed over to the U.S. AIR FORCE. HAL repaired over
100 different varieties of aircraft and 3800 piston engines.
1945: Government of India took over the management of HAL again after the
Second World War.
1949: First percivical apprentice aircraft assembled.
1951: The control of HAL was shifted to ministry of defence from ministry of
industry.
1954: The first HINDUSTAN TRAINER II (HT—II) had its maiden flight.
1956: HAL comes under the public sector.
1960: Aircraft Manufacturing Department at Kanpur was established.
1962: HINDUSTAN AERONAUTICS INDIA LIMITED (HAIL) was formed to
manufacture MIG-21 aircraft. Three factories at Nasik, Koraput, and
Hyderabad were established.

1964: HAIL was dissolved and its assets merged with aeronautics India limited
and company by the name of HAL was formed.
1969: An agreement with USSR AWS reached for the license production of MIG-
21 AIRCRAFT.
1970: Helicopters Division was established to manufacture Helicopters.
1973: Lucknow Division was formed for manufacture of more than 500 types of
Instruments and Accessories.
1976: An agreement with USSR for license for MIG-21 AND BIS –AIRCRAFT.
1979: Agreement with British aerospace for manufacture JAGUAR AIRCRAFT.
1982: Agreement with USSR for license manufacturing of MIG-27M
AIRCRAFT.
1983: Korwa Division lraged division for HAL formed.
1990: Design and Development of Advanced Light Helicopter.
1996: Major servicing of the first batch of MIRAGE – 2000 AIRCRAFT was
under taken. It conducted several “C” CHECKS ON BOEING 737
AIRCRAFT.
1998: IGMT a new Division was established at Bangalore.
1998: Establishment of Industrial & Marine Gas Turbine Division for
aerodoriative gas turbines / Industrial engines.
2000: Establishment of Airport Service Service Centre for C0-ordinating the
operations at HAL Airport – Bangalore.
2002: Establishment of Sukhoi Engine Division at Koraput.
2002: Expansion of Nasik Division as Aircraft Manufacturing Division and
Aircraft Overhaul Division.
2006: HAL ranked 45th among Top Defense Firm in the World.
2006: 19th July, HAL – IAI cooperation in Aero structure.
st
2006: 21 July, Rolls – Royce & HAL celebrate 50 year of partnership.
st
2006: HAL launches newspaper from Minsk square on 1 September.
2006: 3rd September, SU-30 MKI Programme on schedule: HAL.
th
2006: 14 October, HAL Launches Helicopter ambulance, Charter Service named
“Vayu Vahan”.
2006: 20th December, HAL receives EEPC Award for the year 2004-05.
2007: 5th June, HAL completes planting 25 Lakh saplings.
2007: 22nd June, HAL gets Navratna Status.

nd
2007: 2 July, Ashok Nayak is HAL’s new MD.
th th
2007: 6 August, HAL ranked 34 among top 100 defence firm in the world.
th
2007: 16 August, DHRUV with SHAKTI ENGINE and Weapons make maiden
flight.
2007: December, Facilities Management Division for effective and focused
attention towards the common services at Bangalore
2008: November, Mission & Combat System R & D Center was formed to
concentrate on Mission systems, Aircraft upgrades and technology
development.
2012: November, Strategic electronics Factory at Kasaragod, Kerala, a unit of
HAL Hyderabad, was established
2014: March, Separate Division was established at Bangalore for production of

Light Combat Aircraft
Table 1-1 HAL Milestones
HAL Corporate
DESIGN
COMPLEX
 Aircraft R & D
Center BANGLORE
 COMPLEX
Rotatory wing
R & D Center  Aircraft
 Engine & Test
bed R & D Division
 Engine
Center
 Strategic Division ACCESSORIES
 Foundry &
Electronics R & COMPLEX
D Center Forge
 Aircraft Division  Accessories
 Helicopter
Updates R & D Division
Center Division  Lucknow
  Aerospace Avionics
Aerospace
Division  Division Korwa
System &  Overhaul Avionics MIG COMPLEX
Equipment R & Division
Division
D Center  Industrial & Hyderabad  Nasik Division
 Gas Turbine R  Transport  Koraput
& D Center Marine gas Aircraft Division Division
 Control Turbine Kanpur
Figure 1-1 HAL Organization Structure

1.3 R & D center

The Company has a comprehensive Design organization in its divisions. Out of 29
types of aircraft produced so far, 15 have been of indigenous design. The Company has
long experience in design and manufacture of a diversified range of aircraft and its
systems. For further growth of the Company it was considered necessary for HAL to
strengthen its R&D capability and accordingly the erstwhile Design Bureaus have been
restructured and reorganized into the following R&D Centers: (Table 1-2)
Sl. No. R & D Centre Activity

1 Aircraft R&D Centre, Design and Development of Fixed Wing
Bangalore aircraft (LCA, IJT, MTA, FGFA, UAV)
2 Rotary Wing Aircraft R&D Design and Development of Rotary Wing

Centre, Bangalore aircraft (ALH, LCH, LUH, MLH,
NRUAV)
3 Mission & Combat Systems Mission systems, Aircraft upgrades and

R&D Centre, Bangalore technology development
4 Aero Engine R&D Centre, Small, Medium Engines & Test Bed
Bangalore design
5 Strategic Electronics R&D Avionics Items.

Centre, Hyderabad
6 Transport Aircraft R&D Development & Modification/ upgrades

Centre, Kanpur of Transport Aircraft
7 Aircraft Upgrades R&D Aircraft/ System Upgrade Work on

Centre, Nasik Russian Aircraft
8 Aerospace Systems & Development of Mechanical, Hydraulic

Equipment R&D Centre, and Electrical accessories.
Lucknow
9 Gas Turbine R&D Centre, Design Improvement of Russian Engines

Koraput
10 Central Materials & Processes Development of Materials, Castings,

Laboratory & NDT Centre, Forgings & New Processes
Bangalore
Table 1-2 HAL R&D Centers

1.4 In-House Developed Products

HAL is one of the largest aerospace companies in Asia. HAL has developed
many products which include:
Fighter aircraft
 HAL Tejas
 HF-24 Marut — Mk1 and Mk1T
 Tejas — Light Combat Aircraft
 Su-30MKI — a derivative of the Sukhoi Su-27, co-developed with Sukhoi
Corporation
 FGFA — under joint development with Sukhoi Corporation
 AMCA — India's indigenous stealth fighter (under development).
Helicopters
 HAL Dhruv of the Indian Army
 Dhruv — Advanced Light Helicopter
 Light Combat Helicopter (under trial)
 Light Utility Helicopter (under development)
 Indian Multi-role Helicopter (under development)
 Rudra - Attack helicopter
Transport and passenger aircraft
 Saras, developed by HAL Lucknow and National Aerospace Laboratories.
 Saras — under joint development with the NAL
 HAL Multirole Transport Aircraft — under joint-development with Ilyushin
Design Bureau
 Indian Regional Jet of 70-100 seater capacity to be jointly developed with NAL.
Gliders
 HAL G-1 — HAL's first original design, dating from 1941. Only one was built.
 Ardhra — training glider
 Rohini
Agricultural aircraft
 HA-31 Basant
Utility aircraft
 HUL-26 Pushpak

Observation and reconnaissance aircraft

 HAOP-27 Krishak
Unmanned Aerial Vehicles
 PTA Lakshya — UAV
 PTA Lakshya 2 — UAV
 NRUAV
 Nishant UAV
 Rustom H — Unmanned Aerial Vehicle
Engines
 GTRE GTX-35VS Kaveri- co-developed with GTRE (DRDO) (under
development; developed into following programmes).
 PTAE-7- For indegeniously designed Lakshya PTA.
 GTSU-110 - for starting main engine GE404 or Kaveri of LCA Tejas.
 HAL/Turbomeca Shakti - co-developed with Turbomeca for HAL Dhruv
Helicopter to be used in light utility helicopter.
Trainer aircraft
 Closeup of a HAL Kiran aircraft
 HT-2 - First Company design to enter production.
 HPT-32 Deepak - Basic trainer in service for more than three decades.
 HJT-16 Kiran — Mk1, Mk1A and Mk2 - Turbojet trainers scheduled to be
replaced with IJT like HJT-36 Sitara
 HTT-34 - Turboprop version of HPT-32 Deepak
 HTT-35 - Proposed replacement for HPT-32 basic trainer in early 1990s; not
pursued
 HJT-36 Sitara — Intermediate jet trainer (under development) (Inducted as
LSP[clarification needed] waiting further orders)
 HAL HTT-40 Basic trainer (under deveopment).
 HAL HJT 39 / CAT Advanced jet trainer (proposal)

An insight on some of the products developed by HAL is described below:

1. Light Combat Aircraft(TEJAS):
The HAL Tejas, Figure 1-2, is an Indian single-seat, single-jet engine, multi-role
light fighter developed by Hindustan Aeronautics Limited. It is a tailless, compound
delta wing design powered by a single engine. It came from the Light Combat Aircraft
(LCA) program, which began in the 1980s to replace India's ageing MiG-21 fighters.
Later, the LCA was officially named "Tejas", meaning "Radiant".
Figure 1-2 Light Combat Aircraft (TEJAS)
2. Helicopter(DHRUV):
The HAL Dhruv, Figure 1-3, is a utility helicopter developed and manufactured by
India's Hindustan Aeronautics Limited (HAL). The development of the Dhruv was
first announced in November 1984, and it was subsequently designed with assistance
from MBB in Germany. The helicopter first flew in 1992.
Figure 1-3 Helicopter (DHRUV)

The Dhruv entered service in 2002. It is designed to meet the requirement of

both military and civil operators, with military variants of the helicopter being
developed for the Indian Armed Forces, while a variant for civilian/commercial use
has also been developed.
3. Aero Engines Of Russian Origin:
The Saturn AL-31 is a family of military turbofan engines. It was developed by
Lyulka, now NPO Saturn, of Soviet Union, originally for the Sukhoi Su-27 air superiority
fighter. The Engine Division at Koraput, a unit of HAL's vast network, has the unique
distinction of being one amongst the few Aero Engine manufacturers in the world. The
spectrum of manufacturing facilities extends literally from the production of nuts and
bolts to discs, shafts, blades, forgings and castings – all that are required to make an Aero
Engine right from the Raw materials. The Engine division at Bangalore manufactures
aero engines for HAWK, Figure 1-4 and various engine components.
Figure 1-4 Aero Engines of Russian Origin
4. Advanced Communication Equipment:

The Korwa Division of HAL is manufacturing the Navigation, Ranging, Display and
Attack Systems for both jaguar and MiG-27 aircraft Products in current
manufacturing range includes hydraulic system & power control, environmental
control system, engine fuel control system, instruments, electrical power generation &
control system, test rigs, undercarriage, wheels & brakes, Figure 1-5.

Figure 1-5 Advanced Communication Equipment
5. Aerospace Equipment:
The division has the technical expertise to fabricate large size Aluminum alloy riveted
structures, welded propellant tanks and water tanks. Currently under production are the
Light Alloy Structures for the Polar Satellites Launch Vehicle, Geo-stationary Launch
Vehicle (GSLV), and Indian Remote Sensing Satellite (IRS), Figure 1-6.
Figure 1-6 Aerospace Equipment

1.5 Services
The Division carries out Repair and Overhaul of Accessories, with minimum
turn-around-time. Site Repair facilities are offered by the Division by deputing team
of expert Engineers / Technicians, Figure 1-7.
Figure 1-7 HAL Services

The services are provided for:
 Military Aircraf
MIG Series Mirage-2000 AN-32

Jaguar Sea - Harrier Kiran MK- I / MK- II
HPT - 32 SU-30 MKI MIG Series

Civil Aircraf
Dornier-22B AVRO HS-748


Helicopters
Chetak (Alouette) Cheetah (Lama) ALH (IAF / NAVY /

COAST GUARD / CIVIL)
Accessories Division Lucknow: The Division carries out repair and overhaul of
accessories, with minimum turnaround time. Site repair facilities are offered by the
division by deputing team of expert Engineers or Technicians.

Aircraft Division Nasik: The Division has manufactured more than 700 Aircraft and
overhauled more than 1300 Aircraft in the last 3 decades. Equipped with state-of-the-
art technology and facilities, the Division has taken up the challenging task of the
manufacture of Su 30 MKI Multi Role Aircraft.
Aircraft Division Bangalore: This Aircraft Division has planned to introduce

concept of Performance Based Maintenance (P.B.M.) support for Hawk Mk132
Aircraft. As part of Customer service, Technical and Logistic supports including
training are provided.
Avionics Division Hyderabad: HAL has developed a specialized 'Flight Test Group'
with expertise in trial installation of Avionic systems on Fixed and Rotary wings of
Combat and Transport Aircraft. This group has achieved success in installing its latest
Avionic systems on MiG-21 series, MiG-23, MiG-27M, MiG-29, IL-38, Su-30 MKI,
HS 748, and TU-142 series of aircraft and also on helicopters like MI - 8, MI - 25,
Seaking, Chetak and Cheetah.
Engine Division Bangalore: Service facilities at this division involves repair &
overhaul of engines, Spectro Photo metric oil analysis, electron beam welding, robotic
plasma spray, sermetal coating, chemical milling and turn-key basis design &
construction of engine test beds.
Engine Division Koraput: This division involves overhauling Aero Engines to make
fighter Aircraft flight-worthy again for the Indian Air Force. The Division follows the
'Flow Line Group Technology' with the Engine parts being dismantled, viewed and
loaded to different work centers.
Helicopter Division Bangalore: The Helicopter division has undertaken major

servicing of more than 200 Helicopters and has developed more than 110
modifications in Chetak and 57 modifications in Cheetah to provide for indigenously
developed equipment and to cater to new requirement of the Customers.
Industrial & Marine Gas Turbine Division Bangalore: The IMGT Division
undertakes the Overhaul and Repair of Industrial Avon Engines and Allison 501K
Engines. Each engine has its own bulk strip and subassembly strip sections. After strip
examination, life markings are made on the lifted components.

Overhaul Division Bangalore: Overhaul division is a leading Military Aircraft

Maintenance, Repair and Overhaul organization in India. Spread over an area of 10
hectares of land, our maintenance facilities comprise of 5 Hangars and 16
Independent Bays exclusively for offering MRO services to aircraft and accessories.
Transport Aircraft Division Kanpur: The Transport Aircraft R & D Centre is

involved in carrying out aircraft upgrades, modifications and role equipment
integration.
Hindustan Aeronautics Limited (HAL) has achieved Sales Turnover of Rs.15,128

crores during the Financial Year 2013-14. The Profit of the Company (Profit Before
Tax) soared to Rs.3,578 crores. The Financial Highlights of HAL are described in
Table 1-3:
FINANCIAL HIGHLIGHTS
PARTICULARS 2013-14 2012-13
Turnover 15,127.94 14,323.63
Exports 440.04 382.82
Profit Before Tax (PBT) 3,577.69 3,496.97
Provision for Tax 885.17 500.06
Profit After Tax (PAT ) 2,692.52 2,996.91
R&D Expenditure 1,083.26 1,948.95
APPROPRIATION
Interim Dividend on Equity Shares 890.00 823.70
Proposed Final Dividend on Equity Shares - -
Total Dividend 890.00 823.70
Tax on Dividend 151.26 133.62
Transfer to General Reserve 1,492.55 2,039.59
Transfer to R&D Reserve 116.74 -

Transfer to Corporate Social Responsibility 41.97 -
& Sustainable Development Reserve
Table 1-3 Financial Highlights

The Total Manpower strength of the Company is 33,681. The Company also has
11 joint ventures with an equity participation ranging between 40% to 50%. Its
registered and corporate office is at Bangalore, Karnataka. HAL has formed the
following Joint Ventures (JVs):
 BAeHAL Software Limited
 Indo-Russian Aviation Limited (IRAL)
 Snecma-HAL Aerospace Pvt Ltd
 SAMTEL-HAL Display System Limited
 HALBIT Avionics Pvt Ltd
 HAL-Edgewood Technologies Pvt Ltd
 INFOTECH-HAL Ltd
 TATA-HAL Technologies Ltd
 HATSOFF Helicopter Training Pvt Ltd
 International Aerospace Manufacturing Pvt Ltd
 Multi Role Transport Aircraft Ltd
The financial performance of HAL for the year 2013-14 is summarized in Table 1-4.
Particulars Unit 31/3/2014 31/3/2013
Total Sales ₹ Cr. 15,127.94 14,323.63
Export Sales ₹ Cr. 440.04 382.82
Total Profit ₹ Cr. 3,577.69 3,496.97
Gross Margin ₹ Cr. 4,181.17 4,098.30
Net Worth ₹ Cr. 1 5,014.64 13,378.19
Expenditure ₹ Cr. 1 ,083.26 1 ,948.95
Dividend Pay-out (Excluding Dividend Tax) ₹ Cr. 890.00 823.70

Dividend as a percentage to Paid-up Capital %
 Pre Issue of Bonus Shares 738.59 683.57

Post Issue of Bonus Shares 184.65 170.89
Sales Per Employee ₹ Lakh 47.12 43.88
Earnings Per Share ₹

 Pre Issue of Bonus Shares 223.45 248.71

Post Issue of Bonus Shares 55.86 62.18
Table 1-4 Financial Performance of HAL

1.6 HAL Today
HAL is a fully owned Government of India undertaking under the

administrative control of Ministry of Defence, Department of Defence Production.
The Authorized Capital of HAL is Rs.600 Crore consisting of 60,00,00,000 equity
shares having face value of Rs.10 each.
The current programs under progress at HAL are production of SU-30 MKI,
Hawk-AJT, Light Combat Aircraft (LCA), DO-228 Aircraft, Dhruv-ALH and Cheetal
Helicopters, Repair Overhaul of Jaguar, Kiran MkI/IA/II, Mirage, HS-748, AN-32,
MiG 21, Su-30MKI, DO-228 aircraft and ALH, Cheetah / Chetak helicopters.
The Company takes up maintenance and overhaul services to cover the life
cycle requirement of all the old and new products. Presently, 13 types of aircraft/
helicopters and 17 types of engines are being overhauled. In addition, facilities exist
for repair/ overhaul of various accessories and avionics fitted on aircraft of Russian,
Western and Indigenous designs.
HAL is currently meeting the requirements of structures for aerospace launch

vehicles and satellites of ISRO through its dedicated Aerospace Division.
Infrastructure has also been set up to undertake completed assembly of the strap-on L-
40 stage booster. Structures for GSLVMk.III have been productionised. HAL has also
contributed to Mars mission by supplying riveted structural assemblies and welded
propellant tankages for the Polar Satellite Launch Vehicle (PSLV-C25).
Industrial and Marine Gas Turbine: The LM-2500 marine gas turbine engine, a
20 MW aero derivative, is being produced and overhauled from the production line in
the Industrial and Marine Gas Turbine Division, Bangalore. The Division also
undertakes Repair and overhaul of Industrial Avon and Allison engines.

CHAPTER 2
MISSION AND COMBAT SYSTEM R&D CENTER
This chapter describes about the MCSRDC, an R&D branch of HAL. It
highlights on the design and developments capabilities of MCSRDC and the facilities
available. It also highlights the programs ongoing, completed and future programs of
MCSRDC.
Figure 2-1 MCSRDC
Mission and Combat System Research and Design Centre (MCSRDC) Figure
2-1 and Figure 2-2, the tenth R&D Centre of HAL, was set up in November 2008 for
design and development of mission and combat systems for fixed wing and Rotary
wing Aircraft and other aerial vehicles.
Figure 2-2 Simulation Lab
2.1 Core Competency

MCSRDC’s strength is in:

Design and development of avionics systems from conceptual design to final
product and certification for various Aircraft and Helicopters.

Integrated Systems for New Aircraft and for the Life Extension of existing
Aircraft to enhance the capabilities and service ability.


Absorption of contemporary technology, concept of Open System Architecture
Mission system is being used which also permits adequate scope for adoption
of future development in avionics.

Development and Integration of Software.
2.2 Design and Development Capabilities
MCSRDC is in the field of Design & Development of Avionics equipment,

Integrated Avionics Systems and Mission Software having core capabilities in full
domain of Avionic Systems, Figure 2-3.

Avionics System Architecture Design & Development.

Mission Software design and development.

Algorithms Development for navigation and weapon guidance.

Avionics System Integration.

System Integration on Aircraft: Installation design, Structural & Electrical
modifications, Ground & Flight Testing Certification.

Development of System Test Facilities.

Development of Mission avionics equipment (Mission Computer, Digital Map
Generator, Data Transfer System, etc.
(a) (b)
(c) (d)
Figure 2-3 Avionics System

2.3 Facilities
MCSRDC is equipped with the following major facilities to take up design and
development activities of various Mission and Combat systems.
Avionics Integration Test Rig (AIR) is used as a ground test facility, provides a platform
to simulate the electrical/software environment with the displays and MMI similar to that
in Aircraft. The AIR is used to carry out integration and testing of the avionics system
functionalities. The Rig facilitates weapon controls to test and integrate the weapons
(missiles, bombs, LGBs). It is used as a platform for integrated avionics systems testing
and clearance of Hardware/software developed/used for the upgraded Avionics system
from certifying agencies prior to aircraft testing and Flight trials.
Software and Weapon Integration Rig simulates signals of various systems having
interfaces like 1553, ARINC, discrete, analog & Ethernet to communicate with Open
System Architecture Mission Computer (OSAMC). The Rig facilitates loading of
Operational Flight Programme and Map software files to OSAMC and to carry out
software integration and testing of its functionalities.
Virtual Cockpit System (VCS) has been developed at MCSRDC to facilitate quick
design, assessment and validation of Human Machine Interface (HMI) with the
designer and user. It also generates associated software codes for direct
implementation in the target system and related design documents.
Mission Planning and Debrief System (MPDS) is a PC-based ground system used
to prepare preflight plan, generate Pre-Flight Message and preview of the planned
missions. The system also facilitates the pilots/Flight Engineers/designers during
post-Flight analysis to replay and analyze the video (HUD, SMD), audio and data
recorded by the Digital Video Recording System. The MPDS Software tools also
incorporate map manipulation utilities and Flight path re-construction.
SSCDR Ground Replay Equipment (GRE) enables the downloading of flight data
from Solid State Crash Data Recorder (SSCDR) of Light Combat aircraft (LCA) Mk
II. It converts the downloaded raw flight data into engineering value, analyses the data
and provides results in graphical and tabular forms. For audio data analysis, it first
decompresses the audio data that can be played back with the help of audio player
available in the GRE itself. GRE software provides user friendly environment to select

parameters for analysis, scaling, zooming & saving the processed data on the hard
disk and also provides printing facility.
SSCDR Test Equipment: The Test equipment for SSCDR LCA Mk II can be used for
Card level testing, Qualification testing and Hardware & Software Integration testing.
Card level testing includes testing of analog card, discrete card, frequency card, CPU card
and audio card with the help of test equipment. The qualification testing of SSCDR
includes parameter generation (Analog, Discrete, Frequency, Flight control signals, Mil-
1553B), read back the values over RS422 communication interface, Evaluation of
parameters, performing Hardware Functionality test (HFT) with the help of HFT software
fused in SSCDR, evaluation/Display of functions. Hardware & Software integration
testing includes SSCDR software testing, Hardware & software integration testing, self-
test, breaking/monitoring of all signals and SSCDR programming.
Software Design and testing Tools: MCSRDC is equipped with various software
development and testing tools viz. IBM Rational Raphsody, Rational Clear case,
Requisite Pro, Rational publishing Engine, Rational Clear Quest, Rational SODA,
Rational ROSE, Artisan, DOORS, IDATA, SCADE, LABVIEW, Dimensions,
MATLAB, Simulink, CPLD programming, Rational test real time and LDRA for
carrying out various software development activities and testing as per standards.
Integration Development Environment (IDE) and Compilers: MCSRDC is

equipped with IDE viz. Wind River work bench, Tornado and Compilers viz. Borland
C/C++ compilers, VC++ compiler, Metaware, Elan, GreenHills, Tasking and GNU
compiler.
Hardware development lab: The lab is equipped with Standard Electrical Test
equipment, Logic analyzer, Signal Generators, Spectrum analyzer, MIL-1553B data-
bus analyzers, Harness testers, Automatic Test Equipment for Solid State Flight Data
recorder, Aircraft Electrical load Analysis tools, Pilot vehicle interface station, In
circuit Emulator for different targets and VME (Versa Module Euro) Development
Station for validation of Open System Architecture Mission Computer (OSAMC)
interfaces, validation of inter card and communication design on VME bus with the
help of Power PCs.

Structural Design and Analysis tools: MCSRDC has the following design and
analytical capabilities for structural and installation design on military aircraft.
Structural Design:

Feasibility study for avionics upgrade/mid-life extension of military aircraft

Design of structural parts, sub-assemblies and assemblies for new loads on
aircraft.

Installation design and aircraft structural repair schemes

Detail design of parts, Generation of 3D models and 2D drawings and for new
structural arts using Catia V6 & AutoCAD tools.

Generation of NMG through reverse engineering

Selection of structural materials considering stress and airworthiness
requirements.

Airworthiness clearance of aircraft.
Design support:

Design support during fabrication of part, sub-assemblies/assemblies and
compliance on aircraft.

Design support for compliance of mod-kits on aircraft at customers’ place as
part of upgrade programme.

Design support for preparation of various manuals and Technical publications
preparation
Analysis tools:

CATIA-V6, CAD/CAM tools are utilized for detail design and part design in
3D models and 2D drawings for new structural elements.
Software Development: MCSRDC is engaged in full software development life

cycle activities such as Software requirement specifications, High level and Detailed
design, Software Coding, SW-SW Integration testing, SW module testing, HW-SW
Integrat01ion testing on SW integration Rig, testing on System Integration Rig &
aircraft Ground integration testing and Flight Data analysis to validate the
performance of implemented functionalities during the flight. MCSRDC has taken up
a Technology Development project for Design & Development of Real Time
Operating System (RTOS) for airborne computers.

The main features and the architecture of the RTOS are as follows:
 RTOS development based on ARINC-653 specification
 Memory and time partitioning
 Deterministic execution
 Priority-preemptive scheduling of multiple processes
 Inter-partition and Intra-partition communication
 I/O Management
 Health Monitoring
 Device driver interfaces – RS232, PCI, MIL-1553 etc
 Advanced protocols – Network Stack, USB, File System etc.
Figure 2-4 Test Rigs
Electrical Design: The division has the following electrical system design &
integration capabilities on Military aircraft.

Design of Electrical system interfaces and Electrical Load analysis.

Definition of Interface Control Documents for the new Systems on aircraft.

Layout design of electrical harness, installation and testing for the
new/upgrade systems.

Functional Test procedures for testing functionality of integrated avionics
systems on rig and on aircraft.

Electromagnetic interference Tests on full aircraft Avionics/Non-Avionics System
configurations in Static, Engine-run and Flight conditions and Analysis.


Failure mode Effect Analysis for the new /modified Equipment viz,
Navigational, Display, Engine Control, Flight Instrumentation, Data
Acquisition & Recording, desired for flight Clearance.
2.4 Mission Computers

Open System Architecture Mission Computer (OSAMC): MCSRDC has taken
up design and development of OSAMC for Jaguar DARIN-III aircraft. This
indigenously designed & developed Mission Computer controls all the sensors placed
in the avionics network and performs the navigation and weapon guidance functions.
The Mission Computer commands and controls the functioning of Jaguar avionics
through a MIL 1553B digital bus network; performs Man Machine Interface through
Cockpit controls, Head-Up & Head Down display through Cockpit controls, Head-Up
& Head Down display management, System Mode Management & Redundancy
Management. The Mission Computer Software (Operational Flight Program)
developed for Mission Computer of DARIN-II has been successfully flight tested &
inducted in the Jaguar fleet of IAF and has been hailed by the User as the most user-
friendly with state-of-the-art features. The success of this program has been one giant
step towards achieving self-reliance in design and development of airborne mission
systems and integration of aircraft avionics system.
Display and Mission Computer (DMC) for LCH: Integrated Architecture and
Display System (IADS) is an integrated mission control and display system, interfaced
with various navigation sensors, communication systems and airframe sensors installed
on the Light Combat helicopter (LCH). The Display and Mission Computer (DMC) is the
main controller for the IADS configuration that acquires and processes data from on-
board helicopter avionic systems, generates graphic symbology as well as moving maps
and drives the MFDs for display. DMC carries out the complete navigation processing,
weapon computations and generates the necessary audio/visual warnings. It sends various
flight parameters for flight data and video recording.
DMC shall perform following major functions:

 Command and Control of LCH Avionics
 Navigation and Weapon Aiming
 Human-Machine-Interface, including Display generation and Management for
 Digital Map Generation

 Video Switching, Format conversion and Overlaying

 Mission Data up-loading and Downloading
 Built In Test
2.5 Programs Executed


DARIN-II (Display Attack Ranging and Inertial Navigation) upgrade of Jaguar
Aircraft significantly enhancing mission and
operational capabilities with advanced
navigation, EW and attack features and
precision weapon deliveries through
contemporary integrated avionics systems.

Avionics Upgrade of Sea Harrier (LUSH Upgrade) significantly enhancing
mission effectiveness through integration of the
state-of-the art Fire Control Radar,
Data link & Navigation systems and
Network-based engagement features.

Integration of various avionics systems (Electronic Warfare suite, Auto pilot, FLIR
& Laser Pod, VOR/ILS/TACAN, G\PS, Reconnaissance system, Air Combat
Maneuvering training system, Helmet Mounted Display System, etc.) on different
combat & Military transport Aircraft enhancing their Mission capability and
performance.

Development of Mission software for HJT-36 Aircraft: The operational Flight
Software for HJT-36, an Intermediate
Jet Trainer Aircraft, indigenously
designed and developed by HAL.
This Software integrates 18 different
units of integrated Avionics system
(IAS) covering Sensors, Displays, Control,
Recording Units and Weapon Control System
providing Nav-Attack capabilities to the
Aircraft.
 Development of Solid State Crash Recorder
for Light Combat Aircraft.

2.6 Current Programs:

DARIN-III avionics upgrade (with Fire Control Radar and near Glass Cockpit
with two Smart Multi-Function Displays and Engine & Flight Instrumentation
System, integrated around an advanced Mission Computer on DARIN Jaguar aircraft
for improved operational capabilities.
 Development of Automatic Flight Control System for Light Combat

Helicopter and Light Utility Helicopter.
 Development of Integrated Avionics and Display System for Light Combat
Helicopter and Light Utility Helicopter.
 Real time Operating Systems
 Avionics upgrade of Mirage aircraft.
 Development of Mission Software for HJT-36 aircraft
 Avionics System development for FGFA.
 Integration of Sensor Fused Weapon (SFW) on Jaguar DARIN-II aircraft
 Integration of Harpoon antiship missile on Jaguar Maritime aircraft
 Trial mod implantation of Smart Anti airfield Weapon (SAAW) on Jaguar
DARIN-II aircraft, Figure 2-5.
Figure 2-5 JAGUAR DARIN-III near Glass Cockpit

2.7 Future Programs

MCSRDC has taken up the following programs as part of technology
development initiatives considering the requirements of future projects:
C4ISR: C4ISR would be a fully integrated, responsive, viable, efficient, robust and
survivable Indian Command, Control, Computers, Communications, Intelligence,
Surveillance and Reconnaissance (C4ISR) System. It is a collection of subsystems
that create a comprehensive picture of the environment i.e battle field for the purpose
of conducting military and civilian command and control functions. The subsystems
are complex System of systems (SOS) where individual systems interact locally and
globally to achieve the desired command and control.
Automatic Target Recognition System: Automatic target recognition (ATR) system

facilitates identification of ground/aerial targets from an Aircraft. This feature works
in all-weather condition including day and night. The System takes the input from the
onboard sensors, identifies the possible targets and recognizes the identified targets
based on the stored target signature database. This system can be deployed on
Aircraft/Helicopter/Unmanned Combat Aerial Vehicles (UCAV) for providing
intelligent decision making during combat scenarios.
Mid-Air Collisions Avoidance System for UAVs: With the advent of net centric
warfare scenario, airspace utilization by UAVs is expanding gradually. This calls for
Mid-Air collision Avoidance System for UAVs to provide real time Path Planning for
optimum navigation, guidance and Control based on onboard sensors.
UAV based Aerial Surveillance: The UAV Based Aerial Surveillance is used for
tracking ground based stationary or moving targets without any human intervention.
This system can be extensively used for border area surveillance. The UAV’s onboard
camera captures the ground image and transmits it to ground based station in real
time. On board Mission Computer (MC) performs the image processing of the camera
image to locate the target based on the target information received from the ground
station and computes the guidance parameters needed for UAV to track ground based
stationary or moving targets.
Autonomous Landing of UAV: Autonomous landing system for Unmanned Aerial

Vehicles (UAV) is a viable solution for landing on stationary or moving platform

without any human intervention. This system takes in account the data received from
onboard sensors and deck movement profile received from moving platform and
performs sensor data fusion to provide optimum navigation, guidance and control
command to the UAV for accurate landing.
Enhanced and Synthetic Vision System (ESVS): Synthetic Vision (SV) is a

computer-generated image of the external scene, generated using aircraft attitude,
high-precision navigation, terrain data, obstacle information, and other required flight
information. SV provides significant improvements in terrain awareness and
reductions in the Controlled-Flight-Into-Terrain incidents. Enhanced Vision (EV) is an
electronic means to provide an enhanced display of the external scene by fusing the
output images of multiple sensors. Hence, the advanced system ESVS, combining
enhanced and synthetic vision concepts is necessary for all aircraft categories under
adverse weather conditions.

CHAPTER 3
TASK PERFORMED – IMPLIMENTATION OF ARINC 717

This chapter details about the ARINC and the evolution of different bus
architectures. The operation of ARINC 717 protocol is dealt in detail in this chapter. It
also describes about the task performed by me during the internship in MCSRDC,
HAL. The chapter gives insights on the implementation through the use of finite state
machines (FSM).
3.1 ARINC
Aeronautical Radio, Incorporated (ARINC) is a major company that develops and
operates systems and services to ensure the efficiency, operation, and performance of
the aviation and travel industries. It was organized in 1929 by four major airlines to
provide a single licensee and coordinator of radio communications outside the
government. Only airlines and aviation-related companies can be shareholders,
although all airlines and aircraft can use ARINC’s services. It is now a $280 million
company with headquarters in Annapolis, Maryland and over 50 operating locations
worldwide. The company has two major thrusts:
 Communications and information processing services for the aviation and

travel industry.
 System engineering, development and integration for government and industry.
ARINC has provided leadership in developing specifications and standards for avionics
equipment, and one of these specifications is the focus of this tutorial. Industry-wide
committees prepare the specifications and standards. ARINC Specification 429 was
developed and is maintained by the Airlines Electronic Engineering Committee (AEEC)
comprising members that represent airlines, government, and ARINC.
The General Aviation Manufacturers Association (GAMA) in Washington, D.C. also

maintains a specification document with ARINC 429 labels: “ARINC 429 General
Aviation Subset”.
The AEEC sets standards for avionics equipment and systems and provides industry
defined requirements for standardization of form, fit and function between various
manufacturers’ products.

ARINC publishes the AEEC produced standards under three types of documents:
1. ARINC Characteristics:
Characteristics are definitions of the form, fit and function of avionics
equipment. These documents are equipment specific and define how a unit will
operate. The ARINC 500 Series of Characteristics define older analog avionics
equipment where the ARINC 700 Series are more current documents and are
typically digital versions of the analog specs.
 400 Series documents are general design and support documentation for the
 500 Series avionics equipment characteristics.
 600 Series documents are general design and support documentation for the
 700 Series avionics equipment characteristics.
2. ARINC Specifications
Specifications are used to define
 ± Physical packaging and mounting of avionics equipment

 ± Data communications standards
 ± High level computer languages
The ARINC429 Specification, Mark 33 Digital Information Transfer System

falls under the Specification document category.
3. ARINC Reports
 Reports provide general information and best practice guidelines for airlines.
 Reports predominately refer to maintenance and support procedures.
3.2 Road map of ARINC BUS Architectures
In the 1950s and 1960s, avionics were simple standalone systems. . Often, these
systems were composed of multiple boxes interconnected to form a single system.
The interconnections between the various boxes was accomplished with point-to-
point wiring. As more and more systems were added, the cockpits became crowded
due to the number of controls and displays, and the overall weight of the aircraft
increased, Figure 3-1 (a)
By the late 1960s and early 1970s, it was necessary to share information between
various systems to reduce the number of black boxes required by each system. A sensor

based system was used. However, the avionics technology was still basically analog,
and while sharing sensors did produce a reduction in the overall number of black
boxes, the interconnecting signals became a “rat’s nest” of wires and connectors.
Figure 3-1(b) and (c)
Figure 3-1 Analog Avionics System
By the late 1970s, with the advent of digital technology, digital computers had
made their way into avionics systems and subsystems. As time and technology
progressed, the avionics systems became more digital. And with the advent of the
microprocessor, things really took off. A data transmission medium which would
allow all systems and subsystems to share a single and common set of wires was
needed, Figure 3-1 (d). By sharing the use of this interconnect, the various subsystems
could send data between themselves and to other systems and subsystems, one at a
time, and in a defined sequence.
Figure 3-2 portrays how avionics architectures for modern fighter aircraft have
evolved from the 1960s to the present day. The key architectural steps during this time
have been:
 Distributed analogue architecture

 Distributed digital architecture
 Federated digital architecture
 Integrated modular architecture; also digital.

Figure 3-2 Road map of ARINC Bus Architectures
Distributed Analogue Architecture: In this type of system the major units are
interconnected by hard wiring and no data buses are employed. This results in a huge
amount of aircraft wiring and the system is extremely difficult to modify if change is
necessary. The use of analogue computing techniques does not provide the accuracy
and stability offered by the later digital systems. Analogue systems are prone to bias
or drift, and these characteristics are often more pronounced when the aircraft and
equipment are subject to a hot or cold soak over a prolonged operating period. The
only means of signalling rotary position in an analogue system is by means of synchro
angular transmission systems. The older analogue aircraft – termed classic in the
industry – therefore contain a huge quantity of synchros and other systems to transmit
heading, attitude and other rotary parameters. Typical aircraft in this category are:
Boeing 707, VC10, BAC 1-11, DC-9 and early Boeing 737s. Many of these types are
still flying, and some such as the VC-10 and the KC-135 and E-3/E-4/E-6 (Boeing
707 derivatives) are fulfilling military roles.
Distributed Digital: The maturity of digital computing devices suitable for airborne
use led to the adoption of digital computers, allowing greater speed of computation,
greater accuracy and removal of bias and drift problems. The digital computers as
installed on these early systems were a far cry from today, being heavy, slow in
computing terms, housing very limited memory and being difficult to reprogram –
requiring removal from the aircraft in order that modifications could be embodied.

Major functional units contained their own digital computer and memory. In the early
days of military applications, memory was comprised of magnetic core elements
which were very heavy and which in some cases could only be reprogrammed off-
aircraft in a maintenance shop. This combined with the lack of experience in
programming real-time computers with limited memory and the almost total lack of
effective software development tools resulted in heavy maintenance penalties. A
significant development accompanying the emergence of digital processing was the
adoption of serial half-duplex (unidirectional) digital data buses; Eg: ARINC 429
(civil aircraft). Aircraft of this system vintage are: Military – Jaguar, Nimrod MR2,
Tornado and Sea Harrier; Civil – Boeing 737 and 767 and Bombardier Global
Express; these aircraft are relevant as many military platforms in the tanker, AWACs
and intelligence gathering roles use these baseline civilian platforms.
Federated Digital Architecture: The federated architecture – from now on all

architectures described are digital – relied principally upon the availability of the
extremely widely used MIL-STD-1553B data bus. Originally conceived by the US Air
Force Wright Patterson development laboratories, as they were called at the time, it
evolved through two iterations from a basic standard, finally ending up with the
1553B standard, for which there are also UK Def-Stan equivalents (UK Def Stan 00–
18 series). The adoption of the 1553B data bus standard offered significant advantages
and some drawbacks.
Although the higher data rates were most welcome – approximately 10 times that of the
civil ARINC 429 and about 15 times that of the earlier Tornado serial data link – this
standard was a victim of its own success in another way. The system designers soon
began to realize that in a practical system perhaps only 10–12 of the 31 possible remote
terminals (RTs) could generally be used owing to data bus loading considerations. At the
time of the introduction of 1553B, it was the policy of government procurement agencies
to insist that, at system entry into service for a military system, only 50% of the available
bandwidth could be utilized to allow growth for future system expansion. Similar
capacity constraints applied to processor throughput and memory. Therefore, system
designers were prevented from using the last ounce of system capability either in terms of
data transfer or computing capability. This led to the use of subsystem dedicated data
buses in which each major subsystem such as avionics, general systems and mission
systems had its own bus, complete with a dual-redundant bus controller

Integrated Architecture: Integrated Modular Avionics (IMA) is the new avionics

architecture .it combines functions of LRU’s into software packages running on a single
Avionics computer. Most special-to-purpose controllers are replaced by common
standardized platforms that usually host applications of several systems. IMA defines the
separation of the resources and enables certification independently. For inter-system
communication, either IMA module-internal communication or standardized aircraft
networking technology with guaranteed bandwidth and high availability is used.
3.3 ARINC 717

ARINC 717 protocol defines the acquisition for flight data recording. This protocol
is used by the Digital Flight Data Acquisition Unit (DFDAU) and Digital Flight Data
Recorder (DFDR) (or) Quick Access Recorder (QAR) [4]. The DFDAU receives the data
from the different avionic equipment’s mounted on the aircraft. This data includes the
information concerning about the condition of the aircraft like altitude, position of the
rudder, air speed, current, average velocity and so on. The collected data is combined and
transformed into the format of ARINC 717 protocol, wherein the data collected would
reach the DFDR and QAR only as shown in Figure 3-3.
DFDR preserves these received data as history for further investigation when
an accident occurs. DFDR is termed as ‘black box’. DFDR is also used for air safety
issues, engine performance and so on. The data stored in the DFDR can be
downloaded for analysis purpose. It is mounted on the tail section of the aircraft.
Figure 3-3 DFDAU and DFDR

Features of ARINC 717:

 It has a dual mode transmission.
 It has independent bi-phase and bipolar receive channels.
 It is capable of transmitting at the rates of 64, 128, 256, 512, 1024, 2048, 4096,
and 8192 words per second.
 It provides more data security for better performance.
 Uses Harvard bi-phase encoding and Bipolar Return to Zero encoding method.
3.3.1 Frame Format
ARINC 717data is organized in frames. These frames are divided into four
sub-frames of one second interval resulting in a frame duration of four seconds [5].
The basic unit of information defined by this standard is a 12-bit word. The
data is of two types. One is the sync word, used for synchronization at the receiver
and the other is the data word which contains the information accumulated by the
DFDAU [7]. The sync word is transmitted at the beginning of each of the sub-frame
followed by the data words. These sub-frames are transmitted continuously at a rate
of one second. The length of the sub-frame is determined by the speed of the bus (64
words per sec to 8192 words per sec) as shown in Figure 3-4.
Figure 3-4 ARINC 717 Frame Format

3.3.2 SYNC Word

The ARINC-717 decoder uses a four level sync algorithm that compares each
combination of 12-bits against the four valid ARINC 717 sub-frame sync marks. Once a
valid first sync mark is discovered, the algorithm looks for each of the next three sync
sub-frame marks in the proper order. Even if one of them is missing, the search starts
looking for first sync mark again. Once all the four sync marks are detected in proper
order and location in a frame, the SYNC pin is set to “1”. If the next expected sub-frame
sync mark is missed in the Flight Mode then the SYNC pin is set to ‘0’. The ARNC-717
sync detection is reset and the algorithm initiates the entire synchronization process. The
data from the sub-frame preceding the first incorrect sub-frame sync mark should be
discarded. Until the synchronization is re-established, data is not passed to the Receiver
FIFO. The sync word is defined in configuration file in the implementation described in
this paper. This configuration will let the external world to know whether the ARINC 717
protocol is working as a transmitter or receiver.
3.3.3 Operation of ARINC 717
 Starting phase of the ARINC 717:

After installing the digital flight data acquisition unit, this unit receives information
from the different components in the aircraft. The collected data includes information
concerning the condition of the devices. This data can also provide information
regarding the altitude, the current and average velocity and the position of the rudder.
These data elements are recorded as so called parameters. Each individual fraction is
verified via an 8-bit identifier and additionally, it also contains a payload between 18
bits and 19 bits. The digital flight data acquisition unit buffers the data, thus
converting them to frames and sub-frames.
 Final phase of the ARINC 717:

A set of parameters is only considered as having been transmitted completely when one
frame, i.e. all four seconds of the recorded life time of an aircraft has been transmitted.
Afterwards this process can start again. As a rule a whole 25 hours of the life time of an
aircraft are recorded and stored. Each individual parameter of the set to be transmitted
holds 12 bits of stored payload. At this point of the ARINC 717 protocol, the bits which
regulate identification and synchronization are no longer needed, as the sub-frames
always have the same construction. This makes it possible to determine an

element just by its position in the frame, and the parameters can transmit data in their
chronological order without interruptions and separations. However, not every
parameter is actually needed in each transmission, so that the parameters considered
as less important in the system are only used and transmitted in each second or fourth
parameter. The sub-frames also always differ in their first parameter, which is used for
the purpose of identification. The remaining parameters then can be installed
according to a scheme defined by a specified pattern. Often, the plug-in location is not
sufficient as identification, so that a table must be used for decoding.
3.3.4 ARINC 717 Encoder:
The ARINC 717 encoder accesses data from a 32 word x 12 bit Transmit
FIFO, encodes it into HBP data stream at the selected data rate, and converts the
digital data stream to ARINC 717 bus compatible outputs.
Figure 3-5 HBP bit encoding
The input to the encoder is from the DFDAU, the data from this unit consists
of a snapshot of the many avionics subsystems on the aircraft. The data is serially
transmitted to the module. The encoder compares the data with 0’s and 1’s and
encodes it in Harvard Bi-Phase format. The HBP bit encoding is shown in Figure 3-5.
3.3.5 ARINC 717 Decoder:
The input data stream for ARINC 717 can be of one of two formats. The main bus
connected to a Digital Flight Data Recorder (DFDR) uses Harvard Bi-phase (HBP)
encoding and the auxiliary output bus connected to an Aircraft Integrated Data System
(AIDS) uses Bi-Polar Return to Zero (BPRZ) encoding. The decoder recovers the clock
and resynchronizes each valid one or zero to the transition bit period. The Harvard Bi-
phase decoder confirms that sampler provided only a valid One or Zero, not both, then

detects the presence or absence of an edge in the data bit period. The output of the
decoder is a “1” if there was a transition, otherwise a “0”. The Bi-Polar Return to
Zero decoder confirms that sampler provided only a valid One or Zero, followed by a
valid Null.
The decoder output is a “1” for a valid One and “0” for a valid Zero. Once the data
is captured, it is re-sampled to the recovered transition rate clock (sample clock sent
to the sync detector). The decoders will operate correctly when the input data bit
period is not more than 2 sample clocks (25%) larger or 1 sample clock (12.5%)
smaller than the nominal value. The slower input frequency causes a mismatch
between the sampled data and the recovered clock. The faster input frequency causes
issues with internal edge detection logic.
Figure 3-6 BPRZ bit encoding
BPRZ as shown in Figure 3-6, is also used as an encoding method in ARINC

717 protocol for communication from auxiliary output bus to an Aircraft Integrated
Data System (AIDS). The implementation method of ARINC 717 protocol for BPRZ
is same as HBP encoding, with only the difference in the encoding method.

3.4 Implementation of ARINC 717
3.4.1 Top level representation of ARINC 717
Figure 3-7 Top level diagram of ARINC 717
The top level black diagram of ARINC 717 is shown in Figure 3-7. Wherein the
ARINC test bench will act as a host interface for simulation. Here the data rate is
considered to be 2 kHz and the master clock of 50 MHz/ 100 MHz is used. The data
arriving at the higher rates are buffered into the transmit FIFO and similarly buffered
at the Receiver FIFO. The FIFO used at both the transmitter and receiver are of 32
words with each word having 12 bit of data.
All the control signals coming from micro controller /test bench will be sent to host
interface and then the complete module will be generated by the host interface (Example:
read enable, write enable ,error signal, input clock, vectors/test data). The signals from
host interface are sent to individual modules where the data is manipulated. In the
transmitter FIFO the input clock, address, start transmission, data signals are taken from
host interface and manipulation is carried out (data storing and fetching). In ARINC 717
transmitter, data is taken from transmit FIFO and the clock is taken from ARINC clock
generation module and the ARINC data is generated. In ARINC receiver, the ARINC 717
data is taken from the ARINC transmitter in case of loop back test. Clock is taken from
ARINC clock generation module and ARINC 717 data is decoded

to get back the transmitted data. In receiver FIFO the data from ARINC receiver is
stored and read back by the host interface. The host interface intern sends the received
data to ARINC test bench module.
3.4.2 FSM of top level ARINC 717
The finite state machine representation of the top level ARINC 717 is presented in Figure
3-8. The process can be in Reset / idle/ configuration / Rx / Tx State. The configuration
state is included to inform the host whether the process is in transmitting state or
receiving state. This FSM provides the overall implementation flow. There are 5 states:
Reset state, idle state (s1), configuration state, transmit state, and receive state and the
events are reset, config, START_TX, STOP_TX, START_RX, STOP_RX. The flow of
the implementation: when reset=0, the reset state transitions to idle state. When config =
1, the idle state transitions to configuration state, when start_tx event occurs the
configuration state goes to transmit state and the transmission happens until start_tx is 1.
When stop_tx event occurs the state transitions to idle state. The reception happens when
start_rx is 1 and remains in receive state. When stop_rx event occurs, the receive state
goes to idle state and the process repeats when confi is set to 1.
Figure 3-8 FSM of Top Level ARINC 717

3.4.3 ARINC 717 Encoder

The finite state machine representation of the ARINC 717 encoder is presented
in Figure 3-9. Initially the encoder is in IDLE STATE with RESET being HIGH. Once
the RESET is set to LOW, the encoder moves into FETCHING STATE. Then the
input is generated in two levels, A_PLUS the INPUT as it is and A_MINUS the
complement of the INPUT. Then the encoder will move to TRANSMIT STATE,
wherein it transmits both the levels. If FIFO is EMPTY the encoder will be in IDLE
STATE, otherwise if the transmitter will go back to FETCHING STATE. Once the
transmission is completed the ENCODER will be in IDLE STATE.
Figure 3-9 Encoder FSM

3.4.4 ARINC 717 Clock Generation

The finite state machine representation of the ARINC 717 clock generation is
presented in Figure 3-10. Initially the CLOCK is in RESET State with RESET being
HIGH. Once the RESET becomes LOW. The Clock is initialized. Till the COUNT
VALUE is reached, the CLOCK is SET to HIGH, once reached its RESET to LOW.
The generated clock is the given a clock output.
Initially the clock is in reset state with reset being high once the reset becomes
low the clock initialized and the counter started. Once the counter value is less than
the count value the generated clock is high, when the counter value is greater than the
count value the generated clock is low.
Figure 3-10 Clock Generation FSM

3.4.5 ARINC 717 FIFO

The finite state machine representation of the ARINC 717 clock generation is
presented in Figure 3-11. Initially FIFO will be in IDLE STATE with RESET being
HIGH. Once the data need to be stored or fetched, the RESET become ‘0’ and moves
in to one of the states. If WRITE_TO_FIFO request is set to ‘1’, the FIFO moves into
STORING STATE and the WRITE_COUNT is INCREMENTED by ‘1’. If
READ_FROM_FIFO request is set to ‘1’, the FIFO moves into FETCHING STATE
and the READ_COUNT is INCREMENTED by ‘1’. If there is not request, i.e.,
WRITE_TO_FIFO is LOW and READ_FROM_FIFO is LOW, then the FIFO will be
in IDLE STATE. If the No. of READS is same as WRITES, then the FIFO is
considered to be EMPTY. If the difference between No. of WRITES and READS is
MORE THAN OR EQUAL TO 32, then the FIFO is considered to be FULL and the
next data will be OVERFLOWED.
Figure 3-11 FIFO Finite State Machine (FSM)

3.4.6 ARINC 717 Receiver

The finite state machine representation of the ARINC 717 receiver is presented
in Figure 3-12. Initially the Receiver is in IDLE STATE with RESET being HIGH.
Once the RESET is set to LOW, the Receiver moves into RECEPTION STATE. Then
the data levels received A_PLUS and A_MINUS are compared. IF A_PLUS is ‘0’,and
A_MINUS is ‘1’, then the RECEIVED DATA is decoded as ‘0’. IF A_PLUS is
‘1’,and A_MINUS is ‘0’, then the RECEIVED DATA is decoded as ‘1’. IF A_PLUS
and A_MINUS take on other states apart from this, those are considered as invalid.
The Receiver moves into STORING STATE, and stores the data into FIFO. If the data
Reception is completed, the Receiver will go to IDLE STATE, else will be in
RECEPTION STATE.
Figure 3-12 Receiver FSM

3.5 Implementation Methods
The ARINC 717 implementation approach is Figure 3-13. It is divided into two
sections: ARINC transmitter section and ARINC receiver section. ARINC transmitter
consists of transmit 32*12-bit FIFO, HBP encoder and BPRZ encoder. Required clock
for all these words i.e. 32-4096 words are internally generated using input clock of
50/100 MHz .
ARINC receiver is comprised of ARINC decoder (HBP decoder and BPRZ

decoder), and receive 32*12-bit FIFO. The ARINC 717 encoder uses Harvard Bi-
Phase and Bipolar Return to Zero encoding method. The HBP encoding method is
used for the communication between the DFDAU and DFDR, whereas the BPRZ
encoding is used for the communication between the DFDAU and QAR [6].
Figure 3-13 Loop-back Implementation Approach
The implementation of ARINC 717 is carried out in two methods: Loop-back

implementation approach and transmitter individual test. A loopback test is a test in
which a signal in sent from a communications device and returned (looped back) to it
as a way to determine whether the device is working right or not as shown in Figure
3-13.

Figure 3-14 Transmitter individual test
In individual approach, the implementation of transmitter and receiver part is

carried out separately. As shown in Figure 3-14 the transmitter part is implemented
and output is verified with the use of display and measurement equipment’s like
oscilloscope. For receiver part in individual test the input is taken from ARINC line
receiver as shown in Figure 3-15.
Figure 3-15 Receiver individual test
3.6 Working with Micro-semi Smart Fusion Evaluation Kit

The Actel Smartfusion evaluation kit, Figure 3-16, uses the A2F200 microcontroller
from the Actel smartfusion family. The SmartFusion devices are a mix of programmable
logic around an ARM cortex-M3 based processor. The A2F200 device includes 256KB of
internal FLASH (also called Embedded Non-volatile Memory, ENVM) and 64KB of
internal SRAM. The device has various peripherals such as UART, I2C, SPI, Ethernet
MAC, ADC or DAC as well as the FPGA fabric. The kit features an OLED graphical
display and UART0 is accessible via the on-board USB to UART converter. The kit also
includes a serial flash, the Atmel AT25DF641

part (8MB memory). The FPGA fabric uses a non-volatile technology thus removing
the need of additional flash memory for storing the FPGA programming matrix.
Figure 3-16 Actel Smartfusion evaluation kit
The eCos port targets standalone ROM application. The eCos device drivers
include support for the I2C and SPI buses as well as UART and Ethernet Controller.
No device driver is currently available for the ADC/DAC or the In-Application
Programming feature that allows the application to re-program the FLASH or the
FPGA fabric. The Smartfusion (A2Fxxx) HAL includes a timer test application and
the A2F200 evaluation board flash device package includes a test application for the
SPI serial flash.
Figure 3-17 Data to and from microcontroller

Figure 3-17 and Figure 3-18 shows the interfacing with micro-semi kit. Figure
3-16 displays the input to microcontroller and the also the output out of the
microcontroller. The transmitter and receiver FIFO address and also the start of
transmitter and receiver is also set in the code which can be observed in the figure.
Figure 3-18 Interfacing with micro-semi kit
3.7 Activity Work Timelines

Figure 3-19 to Figure 3-22 shows the activity work timelines for months
from August to November during my internship.
Figure 3-19 August Activity Work Timeline

Figure 3-20 September Activity Work Timeline
Figure 3-21 October Activity Work Timeline
Figure 3-22 November Activity Work Timeline

CHAPTER 4
RESULTS AND OUTCOMES
This chapter discusses the results obtained from simulation of ARINC 717. It
also lists out the assessment of my internship at MCSRDC, HAL which includes
technical as well as non-technical outcomes.
4.1 Simulation Results

Figure 4-1 shows the simulated waveform of input data (pwdata) obtained
from test-bench to transmitter FIFO. Figure 4-2 shows the waveform representing the
data getting stored in transmitter FIFO (tx_fifo_mem). Figure 4-3 shows the
waveform for reading data from transmitter FIFO (PRDATA_to_arinc_transmitter -
the waveform in red color) and the encoded data (data_in_aminus and data_in_aplus
lines - ARINC data - waveform in yellow color).
Figure 4-1 Input data from test bench to transmitter FIFO
Figure 4-2 Data stored in transmitter FIFO
Figure 4-4 shows the waveform for the encoded data (data_in_aminus and
data_in_aplus lines -ARINC717 data - waveform in yellow colour) sent to arinc717

receiver and decoded output (parallel_data_temp - waveform in pink color).Figure 4-5

represents the decoded data (rx_fifo_mem - waveform in white color) sent from
ARINC717 decoder and getting stored in ARINC717 receiver FIFO. Figure 4-6
shows the waveform for the decoded data (rx_fifo_mem - waveform in white colour)
sent from ARINC 717 receiver FIFO and the data read by the ARINC717 test bench
(prdata-waveform in blue colour).
Figure 4-3 Data read from transmitter FIFO and encoded data
Figure 4-4 Encoded data sent to ARINC 717 receiver and decoded data
Figure 4-5 ARINC 717 decoded data sent to reciever FIFO

Figure 4-6 Decoded data from ARINC 717 receiver fifo and read by test bench.
4.2 Experience and Assessment
4.2.1 Basic Concept Studied On Aeronautical Industry
Flight Principles & Aircraft Structure
 Forces acting on an airplane:

There are four forces acting on the airplane all the time during airplane is flying.
The four forces are:
1. Lift,
2. Gravity force or Weight,
3. Thrust, and
4. Drag.
Lift: Lift is produced by a lower pressure created on the upper surface of an airplane's
wings compared to the pressure on the wing's lower surfaces, causing the wing to be
LIFTED upward. The special shape of the airplane wing (airfoil) is designed so that
air flowing over it will have to travel a greater distance and faster resulting in a lower
pressure area thus lifting the wing upward. Lift is that force which opposes the force
of gravity (or weight). Lift depends upon (1) shape of the airfoil (2) the angle of
attack (3) the area of the surface exposed to the airstream (4) the square of the air
speed (5) the air density.
Weight: The weight acts vertically downward from the center of gravity (CG) of the
airplane.

Thrust: is defined as the forward direction pushing or pulling force developed by

aircraft engine. This includes reciprocating engines, turbojet engines, and turboprop
engines.
Drag: is the force which opposes the forward motion of airplane. Specifically, drag is
retarding force acting upon a body in motion through a fluid, parallel to the direction
of motion of a body. It is the friction of the air as it meets and passes over an airplane
and its components. Drag is created by air impact force, skin friction, and
displacement of the air.
 Aircraft Flight Control
An airplane is equipped with certain fixed and movable surfaces or airfoils which
provide for stability and control during flight. Each of the named of the airfoil is
designed to perform a specific function in the flight of the airplane. The fixed airfoils
are the wings, the vertical stabilizer, and the horizontal stabilizer. The movable airfoils
called control surfaces, are the ailerons, elevators, rudders and flaps. The ailerons,
elevators, and rudders are used to "steer" the airplane in flight to make it go where the
pilot wishes it to go. The flaps are normally used only during landings and extends
some during takeoff.
Aileron: may be defined as a movable control surface attached to the trailing edge of
a wing to control an airplane in the roll, i.e., rotation about the longitudinal axis.
Elevator: is defined as a horizontal control surface, usually attached to the trailing

edge of horizontal stabilizer of an airplane, designed to apply a pitching movement to
the airplane. A pitching movement is a force tending to rotate the airplane about the
lateral axis, that is nose up or nose down.
Rudder: is a vertical control surface usually hinged to the tail post aft of the vertical
stabilizer and designed to apply yawing movement to the airplane, which is to make it
turn to the right or left about the vertical axis.
Wing Flaps: are hinged or sliding surfaces mounted at the trailing edge of wings and
designed to increase the camber of the wings. The effect is to increase the lift of the
wings.
Flight Instruments: Flight instruments are the instruments in the cockpit of an aircraft
that provide the pilot with information about the flight situation of that aircraft, such as

altitude, speed and direction. The flight instruments are of particular use in conditions
of poor visibility, such as in clouds, when such information is not available from
visual reference outside the aircraft.
Altimeter: The altimeter shows the aircraft's altitude above sea-level by measuring
the difference between the pressure in a stack of aneroid capsules inside the altimeter
and the atmospheric pressure obtained through the static system. It is adjustable for
local barometric pressure which must be set correctly to obtain accurate altitude
readings. As the aircraft ascends, the capsules expand and the static pressure drops,
causing the altimeter to indicate a higher altitude. The opposite effect occurs when
descending. With the advancement in aviation and increased altitude ceiling the
altimeter dial had to be altered for use both at higher and lower altitudes. Hence when
the needles were indicating lower altitudes i.e. the first 360 degree operation of the
pointers was delineated by the appearance of a small window with oblique lines
warning the pilot that he is nearer to the ground. This modification was introduced in
the early sixties after the recurrence of air accidents caused by the confusion in the
pilot's mind. At higher altitudes the window will disappear.
Airspeed indicator: The airspeed indicator shows the aircraft's speed (usually in
knots) relative to the surrounding air. It works by measuring the ram-air pressure in
the aircraft's Pitot tube. The indicated airspeed must be corrected for air density
(which varies with altitude, temperature and humidity) in order to obtain the true
airspeed, and for wind conditions in order to obtain the speed over the ground.
Vertical speed indicator: The VSI (also sometimes called a variometer, or rate of
climb indicator) senses changing air pressure, and displays that information to the
pilot as a rate of climb or descent in feet per minute, meters per second or knots.
Course deviation indicator: The CDI is an avionics instrument used in aircraft

navigation to determine an aircraft's lateral position in relation to a track, which can
be provided by a VOR or an instrument landing system (ILS).This instrument can
also be integrated with the heading indicator in a horizontal situation indicator.
Magnetic compass: The compass shows the aircraft's heading relative to magnetic
north. While reliable in steady level flight it can give confusing indications when
turning, climbing, descending, or accelerating due to the inclination of the Earth's

magnetic field. For this reason, the heading indicator is also used for aircraft
operation. For purposes of navigation it may be necessary to correct the direction
indicated (which points to a magnetic pole) in order to obtain direction of true north
or south (which points to the Earth's axis of rotation).
Heading indicator: The heading indicator (also known as the directional gyro, or
DG; sometimes also called the gyrocompass, though usually not in aviation
applications) displays the aircraft's heading with respect to magnetic north. Principle
of operation is a spinning gyroscope, and is therefore subject to drift errors (called
precession) which must be periodically corrected by calibrating the instrument to the
magnetic compass. In many advanced aircraft (including almost all jet aircraft), the
heading indicator is replaced by a horizontal situation indicator (HSI) which provides
the same heading information, but also assists with navigation.
Air Navigation: The basic principles of air navigation are identical to general
navigation, which includes the process of planning, recording, and controlling the
movement of a craft from one place to another. Successful air navigation involves
piloting an aircraft from place to place without getting lost, breaking the laws
applying to aircraft, or endangering the safety of those on board or on the ground. Air
navigation differs from the navigation of surface craft in several ways: Aircraft travel
at relatively high speeds, leaving less time to calculate their position on route. Aircraft
normally cannot stop in mid-air to ascertain their position at leisure. Aircraft are
safety-limited by the amount of fuel they can carry; a surface vehicle can usually get
lost, run out of fuel, then simply await rescue.
Radar Communication: Radar is an object-detection system that uses radio waves to

determine the range, altitude, direction, or speed of objects. It can be used to detect
aircraft, ships, spacecraft, guided missiles, motor vehicles, weather formations, and
terrain. The radar dish or antenna transmits pulses of radio waves or microwaves that
bounce off any object in their path. The object returns a tiny part of the wave's energy
to a dish or antenna that is usually located at the same site as the transmitter.
Flight Recorder / Black box : A black box is a device, system or object which can be
viewed in terms of its input, output and transfer characteristics without any knowledge of
its internal workings. Its implementation is "opaque" (black). Almost anything might be
referred to as a black box: a transistor, an algorithm, or the human brain. A flight

recorder is an electronic recording device placed in an aircraft for the purpose of

facilitating the investigation of aviation accidents and incidents. Commonly referred
to as a black box. There are two common types of flight recorder, the flight data
recorder (FDR) and the cockpit voice recorder (CVR). In some cases, the two
recorders may be combined in a single unit.
Lightning diverters: Lightning attaches to entry and exit points almost

simultaneously, and most commonly strikes the nose, wingtips, engine cowlings, and
tip of the vertical tail. Lightning diverters, thin metallic strips incorporated onto the
surface of the radome, act as little lightning rods to prevent lightning from puncturing
the radome and damaging its electronics. Conductive metals are used to bond lights to
the wingtips, and the bonding protects the lights by grounding them to the rest of the
airplane.
4.2.2 Visit to Jaguar Aircraft
Figure 4-7 Jaguar Aircraft
The SEPECAT Jaguar shown in Figure 4-7 is an Anglo-French jet attack

aircraft, originally used by the British Royal Air Force and the FrenchArmée de l'Air
in the close air support and nuclear strike role, and still in service with the Indian Air
Force.
Originally conceived in the 1960s as a jet trainer with a light ground attack
capability, the requirement for the aircraft soon changed to include supersonic
performance, reconnaissance and tactical nuclear strike roles. A carrier-based variant
was also planned for French service, but this was cancelled in favour of the cheaper
Dassault Super Étendard. The airframes were manufactured by SEPECAT (Société
Européenne de Production de l'avion Ecole de Combat et d'Appui

Tactique), shown in Figure 4-8 a joint venture between Breguet and the British Aircraft
Corporation, one of the first major joint-Anglo-French military aircraft programs.
Figure 4-8 Specification on Jaguar
The Jaguar was exported to India, Oman, Ecuador and Nigeria. With various
air forces, the Jaguar was used in numerous conflicts and military operations in
Mauritania, Chad, Iraq, Bosnia, and Pakistan, as well as providing a ready nuclear
delivery platform for Britain, France, and India throughout the latter half of the Cold
War and beyond. In the Gulf War, the Jaguar was praised for its reliability and was a
valuable coalition resource. The aircraft served with the Armée de l'Air as the main
strike/attack aircraft until 1 July 2005, and with the Royal Air Force until the end of
April 2007. It was replaced by the Panavia Tornado and the Eurofighter Typhoon in
the RAF and the Dassault Rafale in the Armée de l'Air. India plans in the long term to
replace its Jaguar fleet with the developing Advanced Medium Combat Aircraft
(AMCA).
Figure 4-9 Cockpit View Of Jaguar

4.2.3 Visits To Rig Laboratory
The laboratory tests are essential to perform and check correct integration of
equipment, sub-systems and systems, and to obtain, after the subsequent aircraft ground
trials, formal clearance for flight of a prototype or a new version of aircraft in service.
Figure 4-10 Rig Laboratories
The rigs, shown in Figure 4-8Figure 4-10, support new product prototypes, as
well as updates and improvements of the series aircraft already delivered to the customer.
The rigs contribute to the product maturity process providing a stable reproducibility of
the aircraft operating conditions in a safe and accessible environment. They allow total
cost reduction of the product, reducing the number of flight trials, discovering and fixing
most problems in laboratory at early stages of the development cycle. A key component
of each rig is its simulation and data-acquisition capability.
4.2.4 Technical and Non-Technical Outcomes
I can honestly say that my time spent internship at MCSRDC, HAL resulted in
one of the best opportunity in my life, not only did I gain practical skills but I also had
the opportunity to meet many fantastic people and improve my interpersonal skills.
The atmosphere at the office was always welcoming which made me feel right to
learn and explore new things easily. HAL has many different divisions like aircraft
division, engine division, final assembly etc. HAL being a military government
organization is very particular about code and conduct which gives the professional
touch to the program and thus making us adhere to the rules and follow them.
They mainly produce 5 variants of helicopter mostly for defence purpose and a
few commercial choppers. At HAL I learnt many basics about avionics which included

lift of the aircraft to the different modes of flying to the communication system. I also got
an opportunity to visit aircraft manufacturing unit, where I got to see some aircrafts such
as Jaguar and Hawk which are used for military applications experience.
HAL provided me an excellent opportunity to study about the aviation

industry and I was able to know new technologies in aircraft engine manufacture,
repair and testing. I improved my knowledge in different types of aircrafts and
manufacturing techniques.
The best part of internship is that it will teach practical aspects along with
interpersonal skills. As I was undergoing internship at HAL, I got to learn about time
management, and to complete a task in a given deadline. And I also learnt lot of things
from my guide who has experience and great knowledge in different fields. Rather than
technical got some knowledge about how company is participating in social works.
The opportunity to be a part of internship helped me in gaining invaluable

work experience and learnt much about Xilinx ISE 14.2 simulator. Initially I did start
with a smaller programs in VHDL language to get familiar with software and later on
went on to write the major codes like Encoder, Decoder etc. Prior to starting the
implementation, I did a lot of background work and literature survey on different
ARINC protocols, data recording of the flight and also I have studied about some
fundamentals of aircraft.
And also I got to know how the designing of the aircraft is done. The division
in which I was undergoing my internship which was R&D center and tools used such
as Xilinx, Matlab, Libero software, LABVIEW and also equipped with Vxworks real
time operating system for developing real time application.
With the successful implementation of ARINC 717 protocol, I got an

opportunity to present a technical paper on entitled “Implementation of ARINC 717
th th
Protocol” ” at 8 National Women's Science Congress held on 8 November 2015,
Annexure I.

4.3 Work Outcome Timelines

Figure 4-11 to Figure 4-14 show the work outcomes from August to November.
Figure 4-11 August Work Outcomes Timeline
Figure 4-12 September Work Outcomes Timeline
Figure 4-13 October Work Outcomes Timeline
Figure 4-14 November Work Outcomes Timeline

CHAPTER 5
ADVANTAGE(S)

Most companies in the area of avionics use ARINC 717 protocol IC in their ongoing
projects which are of high cost. With the use of the VHDL code presented in this
work, the same can be implemented without IC. Thus overcoming the cost of IC and
minimizing the space required for installation of chip on the board.

Ability to re-program in the field to fix bugs.
DISADVANTAGE(S)

The speed of ARINC 717 works at slower rates as compared to ARINC 429
which works at around 100 kbits/sec.
FUTURE WORK

ARINC 717 protocol can be implemented on a single chip reducing the cost, size
and power consumption.

Integration of ARINC 429 and ARINC 717 onto one chip.
CONCLUSION

The ARINC 717 protocol is implemented for different bit rates ranging from 32
words/sec to 4096 words/sec.

The HBP and BPRZ encoding methods used in this work helps in self-clocking,
thus avoiding the need of extra bits for synchronization.

With the use of the VHDL code presented, we can not only save the cost of the IC
but also reduce the onboard chip area.

REFERENCES
[1] Ian Moir, Allan Seabridge, “Design and Development of Aircraft Systems” John
Wiley & Sons, 2012.
[2] C. M. Fuchs, "The Evolution of Avionics Networks From ARINC 429 to
AFDX," in Proceedings of the Seminars Future Internet (FI) and Innovative
Internet Technologies and Mobile Communications (IITM), and Aerospace
Networks (AN), Summer Semester 2012, Munich, Germany, 2012.
[3] Mike Tooley and David Wyatt, “Aircraft Electrical and Electronic Systems -
Principles, Operation and Maintenance” Elsevier Ltd., 2009.
[4] McDade, T.M. “Advances in Flight Data Acquisition and Management Systems”,
Digital Avionics Systems Conference, 1998. Proceedings, 17th DASC. The
AIANIEEE/SAE; vol. 2, 1998.
[5] João Pedro Rego Freitas , “Study and Implementation of Algorithms for in flight
performance analysis of the PW4000 - 100 Turbofan engine for the purpose of
Engine Condition Monitoring”, Tecnico Lisboa, pp 1-10, July 2014
[6] ARINC Characteristic 717-15, Flight Data Acquisition and Recording System,
July 2011.
[7] Sudolsky, M., "ARINC 573/717, 767, and 647A: The Logical Choice for
Maintenance Recording and IVHM Interface Control or Frame Updates,"
Annual Conference of the Prognostics and Health Management Society, 2009.
[8] “HI-3717, Single-Rail ARINC 717 Protocol IC with SPI Interface”, HOLT
Integrated Circuits Incorporation, May 2015
[9] O. Acevedo, D. Kagaris, K. Poluri, H. Ramaprasad and S. Warner, "Towards
Optimal Design of Avionics Networking Infrastructures," Digital Avionics
Systems Conference (DASC), IEEE, pp.7A3-1,7A3-13, 14-18 Oct. 2012 .
[10] CARY R. SPITZER “Digital Avionics Handbook – Development and
implementation”, CRC Press, 2007.
[11] Gangl, E. C. Evolution from analog to digital integration in aircraft avionics–A
time of transition. IEEE Transactions on Aerospace and Electronic Systems, 42,
3 (July 2006), 1163—1170.
[12] Garside, R. and Pighetti, F. Integrating modular avionics: A new role emerges.
IEEE Aerospace and Electronic Systems Magazine, 24, 3 (Mar. 2009), 31—34.
[13] "The Student's Guide to VHDL" by Peter J. Ashenden, Morgan Kauffman.

ANNEXURE I
Annexure I contains the paper presented in 8th National Women's Science

Congress held on 8th November 2015.






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VISVESVARAYA TECHNOLOGICAL UNIVERSITY

“IMPLEMENTATION OF ARINC-717 PROTOCOL”

Internship Carried Out

Internal Guide External Guide Mrs.

Department of Telecommunication Engineering

Certified that the internship work entitled “Implementation of Arinc-717 Protocol”

Technology in Digital Communication Engineering of the Visvesvaraya

Mrs. Pappa M. Mrs. Sharmila K P Dr. Sanjay Chitnis,

I, Ms. Anjali, student of third semester M.Tech, in the Department of

Telecommunication Engineering, CMR Institute of Technology, Bangalore declare that

I take this opportunity to express my sincere gratitude and respect to CMR

With profound sense of gratitude, I acknowledge the guidance and support

I would also like to thank Dr. T. Balagurunathan, AGM, MCSRDC,

I express my sincere regards and thanks to Mrs. Sharmila K.P, Associate

I have a great pleasure in expressing my deep sense of gratitude to Dr.Sanjay

I also extend my thanks to the HAL personnel who encouraged me throughout

Hindustan Aeronautics Limited is an Indian state-owned aerospace and defense

During my four months internship in Mission Combat System R&D Center

Reflecting on my experience at MCSRDC, HAL, the internship programme

ARINC: Signaling and intersystem communication in avionics (Aviation electronics)

IMPLIMENTATION: The entire architecture of ARINC 717 protocol has been

AIRINC 717 combines proven safety and availability, functionality and

Executive Summary ................................................................................................... ii

Table 1-1 HAL Milestones 4

Figure 1-1 HAL Organization Structure 4

The history and growth of the Hindustan Aeronautics Limited is synonymous

Meanwhile, in August 1963, Aeronautics India Limited (AIL) was incorporated as

Department of Telecommunication,CMRIT Page 1

Amalgamation of the two companies i.e. Hindustan Aircraft Limited and

1.2 Organizational Growth of HAL

Table 1-1 shows the year wise organizational growth of HAL.

Department of Telecommunication,CMRIT Page 2

Department of Telecommunication,CMRIT Page 3

2014: March, Separate Division was established at Bangalore for production of

Figure 1-1 HAL Organization Structure

Department of Telecommunication,CMRIT Page 4

1.3 R & D center

Sl. No. R & D Centre Activity

2 Rotary Wing Aircraft R&D Design and Development of Rotary Wing

3 Mission & Combat Systems Mission systems, Aircraft upgrades and

5 Strategic Electronics R&D Avionics Items.

6 Transport Aircraft R&D Development & Modification/ upgrades

7 Aircraft Upgrades R&D Aircraft/ System Upgrade Work on

8 Aerospace Systems & Development of Mechanical, Hydraulic

9 Gas Turbine R&D Centre, Design Improvement of Russian Engines

10 Central Materials & Processes Development of Materials, Castings,

Table 1-2 HAL R&D Centers

Department of Telecommunication,CMRIT Page 5

1.4 In-House Developed Products

Department of Telecommunication,CMRIT Page 6

Observation and reconnaissance aircraft

Department of Telecommunication,CMRIT Page 7

An insight on some of the products developed by HAL is described below:

Figure 1-2 Light Combat Aircraft (TEJAS)

Figure 1-3 Helicopter (DHRUV)

Department of Telecommunication,CMRIT Page 8

The Dhruv entered service in 2002. It is designed to meet the requirement of

Figure 1-4 Aero Engines of Russian Origin

4. Advanced Communication Equipment:

Department of Telecommunication,CMRIT Page 9

Figure 1-5 Advanced Communication Equipment

Figure 1-6 Aerospace Equipment

Department of Telecommunication,CMRIT Page 10