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COMPLEMENTARY COURSE
FOR AIRFRAME AND POWER PLANT
ENGINEERS
ELECTRICAL
SYSTEMS
AVIONICS
SYSTEMS
1 DIODES
Semi-conductor diodes embrace a very wide field of devices using varied modes
of operation. Before discussing these, it is necessary to briefly describe semi-
conductors themselves.
1.1 SEMI-CONDUCTORS
Germanium and silicon are the most common semi-conductor elements. Figure 1
shows an element in pure crystalline form. The circles represent atoms and the
dots valence electrons, electrons able to combine with those of another atom.
ELECTRON
4
4
4
4
4
4
4
4
4
4
4
4
HOLE
Silicon Structure
Figure 1
Note that one of the atoms has lost an electron, leaving a 'hole' but the free
electron is still present inside the crystal lattice, so the crystal as a whole remains.
A crystal of pure semi-conductor material with no other atoms, such as in Figure
1, is called an intrinsic semi-conductor.
ELECTRONS HOLES
SEMICONDUCTOR
MATERIAL
Intrinsic Semiconductor
Figure 2
Since it is not a part of the lattice, it does not leave a 'hole' when it moves; but a
'positive ion'. The more impurity atoms added, the more conductive the material.
The semi-conductor is now 'extrinsic' and of the 'N type'. Electrons are the
majority carriers, they are negative, and hence 'N' type.
Figure 3b shows a lattice with an element having only three valence electrons
added. This time there is a shortage of electrons and this produces 'holes' in the
material and negative ions. With fewer negative electrons, the majority carriers
are positive 'holes'. Now the material is described as 'P' type.
The impurity added to give more electrons to make N type material is known as a
donor impurity. The impurity added to give more holes to make P type material
is known as an acceptor impurity. The process of adding either type of impurity
is known as doping.
EXTRA
5
4 ELECTRON
4
4
4
4
4
5 DONOR
IMPURITY
ATOM
4
5
4
4
3
4
4
4
(a) ACCEPTOR
IMPURITY
ATOM 4
4
3
4
HOLE 4
3
4
4
(b)
Extrinsic Semiconductor
Figure 3
20V
+10V
+2 0V
0V
0V
P.D.
SEMICONDUCTOR CURRENT
MAT ERIAL FLOW
+10V
20V
+11V
+9V
+11V
+9V
+9V
+11V
No consider what happens when we place this bar in a transverse magnetic field
as in figure 4b. the charge carriers moving in the semiconductor are deflected by
the magnetic field in the direction given by Flemings Left-Hand rule. Thus,
whether the charge carriers are holes or electrons, they are deflected upwards in
figure 4b, towards connection A. This will result in a redistribution of charge
carriers between A & B, with the consentration towards A. If the charge carriers
are positive (holes), connection A becomes positive with respect to connection B
as shown in figure 4c. Conversely, if the charge carriers are negative (electrons),
connection A becomes negative with respect to B as shown in figure 4c.
The voltage difference between connection A & B is called the Hall Voltage and
has many pratical applications such as Contactless switches (proximity
detectors). It can also be used in a dc starter/generator system as a means of
measuring generator output current and providing an input signal to a Generator
Control Unit (GCU) which controls generator field current (voltage regulation)m
and protection. Figure 5 shows Hall Effect Sensors in a DC starter/generator
system as fitted to the ATR 42/72 aircraft.
STARTER
GENERATOR
CURRENT
MEASURING
HALL EFFECT
SENSOR
TO
DISTRIBUTION
Similarly the positive holes in the P type are repelled by the positive ions in the N
Type. This leaves an area at the junction without any majority carriers and it is
called the depletion layer.
DEPLETION
LAYER
POSITIVE IONS NEGATIVE IONS
N-TYPE P-TYPE
HOLES
ELECTRONS
Junction Diode
Figure 6
Figure 8 demonstrates, using the circuit symbol for a diode, how the device is
placed in a circuit to allow or block current flow. Note that (conventional) current
flows in the direction of the arrow in the symbol.
+ _
ANODE CATHODE
REVERSED FORWARD
BIASED BIASED
Diode Symbol
Figure 8
With all diodes there are four parameters to be considered, these are:
Figure 9 shows the static characteristics of a silicon diode and figure 10 show s
the characteristics for a germanium diode.
Note: That the reverse current axes on both graphs are different.
mA
200
FORWARD
150
BIAS
100
50
VOLTS
-200V -150 -100 -50V 0.25V 0.5V 0.75V 1V
-0.02
-0.04
REVERSED -0.06
BIAS
-0.08
mA
200
FORWARD
150
BIAS
100
50
VOLTS
-200V -150 -100 -50V 0.25V 0.5V 0.75V 1V
50
100
REVERSED 150
BIAS
200
Diodes may be connected in series or parallel. For carrying high voltage, a series
configuration would be used. If a high current carrying capability were required,
the diodes would be connected in parallel.
Rectifier diodes are designed to convert A.C. to D.C. and to be able to achieve
this effectively and efficiently, they must have:
Because of the need for a very low reverse current and a high breakdown
voltage, almost all semiconductors rectifier diodes are silicon junction types; they
usually have a junction area that is large relative to their size to assist in the
dissipation of heat. An elementary rectifier circuit is where the diode is inserted in
series between the input and output, this is shown in figure 11.
+ +
0 INPUT 0 OUTPUT
- -
The diode effectively passes current only in the forward bias condition. As can be
seen from figure 10, when A.C. input is applied, pulses of unidirectional D.C.
voltages are developed across the output load resistance.
Note; The polarity of the output D.C. can be reversed by reversing the diode
connections.
Silicon rectifier diodes are available that are capable of supplying currents from
about 200mA to about 2000A at voltages up to 3000 or 4000 volts. A sample
cross-section of such diodes is illustrated in Figure 12. Compared with other
rectifying devices, silicon junction rectifiers are small and lightweight. They are
also impervious to shock and are capable of working at temperatures up to about
200C.
250mA @ 200V
1A @ 1000V
1000A @ 2500V
10A @ 400V
1A @ 1500V
The aluminium base serves as a surface for the dissipation of heat. The
rectifying junction covers one side of the base apart from a narrow strip at the
edges and an area around the fixing hole, which is sprayed with insulating
varnish. Figure 13 shows the construction of a selenium rectifier element.
Selenium Rectifier
Figure 13
The counter electrode is a thin layer of a low melting point alloy, sprayed over the
selenium coating and insulating varnish. The counter electrode is the cathode,
while the base is the anode.
These rectifiers may be stacked in series, suitable for high voltages, or in parallel,
suitable for high current. When stacking, pressure applied during assembly tends
to reduce the reverse resistance. This is overcome by application of varnish at
the mounting studs.
The silicon rectifier is a far smaller unit than the selenium rectifier. This type of
rectifier is used in the brushless ac generator. The silicon slice is extremely
small. On one face it has a fused aluminium alloy contact to which the anode and
lead are soldered. The other face is soldered to a base, usually copper. This is
the cathode and acts as a heat sink. The aluminium - silicon junction forms the
barrier layer. The whole is enclosed in a hermetically sealed case to protect it
from environmental conditions. These rectifiers operate at temperatures up to
150C. Figure 14 shows a Silicon Rectifier.
Silicon Rectifier
Figure 14
LEDs are made from a semi- conductor material, which emits light when current
flows through the junction. The most common colour emitted is red but green
and yellow are available at a lower intensity. Figure 24 shows the circuit symbol
for an LED and its operation.
CIRCUIT SYMBOL
EMITS LIGHT
+5V EARTH
ON
EARTH +5V
OFF
The voltage drop across a LED is around 2 volts. Above this voltage, the current
passing through it increases rapidly. For this reason a series resistor is used to
limit the current to around 10 ma to prevent burnout of the junction.
LEDs can be used to replace filament lamps, with the advantage of less current
consumption, less heat and no filament to burn out. They are often found on
aircraft fault panels.
This device is a normal PN junction with a transparent case or window. All semi-
conductor diodes are subject to some movement of hole/electron pairs when the
junction is at room temperature and this gives rise to a small leakage current,
even with the diode reversed biased but the current is measured in
microamperes.
When light falls on the junction, its energy produces a much larger number of
hole/electron pairs and the leakage current is greatly increased. These devices
have a rapid response to light and are used in the encoding altimeter to encode
the grey code into binary code. Figure 25 shows the circuit symbol and
construction of a Photo Conductive Diode.
1.12 VARISTORS
The varistor is a semi-conductor device used for clipping 'noise spikes' off ac
voltage. Noise spikes are of very short duration and large amplitude. They may
pass through a power supply and appear on a dc regulated output voltage. Low
pass filters are often ineffective against noise spikes so the spikes are attenuated
before rectification of ac to dc.
Before testing a diode, the cathode must be identified and then an ohmmeter is
applied as in Figure 27. In one direction the ohmmeter reading should be low but
a very high resistance should be detected in the other direction.
LOW RESISTANCE
O HM S
000.23
0 10 20 30
OFF V
P V
300 m V
N P RE S S
RANGE
A A UT ORANGE
A
10A V
CATHODE
!
10 00V
300 75 0V COM
mA
FUSED
SYMBOL STRUCTURE
Testing Diodes
Figure 27
1 TRANSISTORS
The transistor can be a high or low resistance device, hence the name, which
is derived from TRANSfer resISTOR.
It is used in many switching and amplifier circuits where its resistive properties
are controlled by small currents.
COLLECTOR
C
CIRCUIT
N SYMBOL
BASE P B
N N OT
P OINTING
IN
COLLECTOR
EMITTER
E
C
THE NPN TRANSISTOR CIRCUIT
P SYMBOL
BASE N B
EMITTER
E
As can be seen from figure 1, there are two possible types of physical
arrangement:
The centre region of the device is called the Base; one outer region is called
the Emitter, and the other the Collector. Although the emitter and collector
regions are the same type of extrinsic semiconductor (N-type in N-P-N and P-
type in P-N-P), they are constructed and doped differently and are not
interchangeable on a practical device.
The circuit symbol for both P-N-P and N-P-N are shows in figure 1. The only
difference between them is the direction of the arrowhead on the emitter lead.
For either type, the arrowhead indicates the direction of Conventional
current flow when the base/emitter junction is forward biased (i.e. base +ve
with respect to emitter for an N-P-N device, and base ve relative to emitter
for a P-N-P device).
Figure 2 shows a NPN transistor and the corresponding diode circuit. It can
be seen from the diode circuit that to operate, the base/emitter must be
forward biased, whereas the base/collector is reversed biased.
N - TYPE
B
P - TYPE
N - TYPE
E
DIODE MODEL
Figure 3 shows a simple transistor circuit using electron flow to explain the
operation.
IC HIGH
(99%)
C
IB LOW
(1%)
E
IE HIGH
(100%)
LAMP
SOLENOID ANALOGY
E C
For a common base circuit, such as in figure 3, the output voltage taken from
the collector is either equal to the supply voltage (saturated region), or zero
volts. (cut-off).
Before a transistor can be used, it must be connected into an input circuit (by
two wires) and an output circuit (two wires). However, because the transistor
has only three terminals, one of the terminals must be in both the input and
output circuits; this is then called The Common terminal. Three circuit
configurations are possible and are illustrated in figure 9.
C
E C
B
OUTPUT
E INPUT OUTPUT
INPUT B
E
B
OUTPUT
INPUT C
COMMON COLLECTOR
Transistor Configurations
Figure 9
Note that the word common refers to the transistor component connected to
both the INPUT and OUTPUT. In the common emitter configuration for
example, the emitter is connected to both the input and output.
Table 1
1 INTEGRATED CIRCUITS
1.1 GENERAL
ICs are complete circuits containing many transistors, diodes, resistors and
capacitors as may be necessary for the circuit operation. They are
encapsulated in packages that are often no larger than a single discrete
transistor. The technology and materials used in the manufacture of ICs are
basically the same as those used in the manufacture of transistors and other
solid-state devices. In addition, ICs are manufactured for a wide variety of
applications and, as a result, are used throughout the electronics industry.
1.1.1 ADVANTAGES
The small size of the IC is its most apparent advantage. A typical IC can be
constructed on a piece of semiconductor material that is less than 4mm2.
Even when the IC is suitably packaged, it still occupies only a small amount of
space. The small size of the IC also produces other benefits such as they
consume less power than the equivalent conventional circuit. They generate
less heat and therefore generally do not require elaborate cooling or
ventilation systems.
ICs are also more reliable than conventional circuits. This greater reliability
result because every component within the IC is a solid-state device and is
permanently connected together with a thin layer of metal. They are not
soldered together like the components in a conventional circuit and a circuit
failure due to faulty connections is less likely to occur.
1.1.2 DISADVANTAGES
It might appear that the IC has only advantages to offer and no real
disadvantages. Unfortunately, this is not the case, since ICs are an
extremely small device it cannot handle large currents or voltages. High
currents generate heat within the device and small components can be easily
damaged if the heat becomes excessive.
High voltages can break down the insulation between the components in the
IC because the components are very close together. This can result in shorts
between the adjacent components, which would make the IC completely
useless. Therefore, most ICs are low power devices, which have a low
operating current (milliamps) and low voltages (5 20V). Also, most ICs
have a power dissipation range of less than 1 watt.
At the present only four types of component are commonly constructed within
an IC. This makes only a narrow selection of components available, these
are:
1. Diode.
2. Transistor.
3. Resistor.
4. Capacitor.
Diodes and transistors are the easiest components to construct and are used
extensively to perform as many functions as possible within each IC.
Resistors and capacitors may also be formed, but it is much more difficult and
expensive to construct these components. The amount of space occupied by
a resistor increases with its value and in order to conserve space, it is
necessary to use resistors with values as low as possible.
Capacitors occupy even more space than resistors and the amount of space
required increases with the value of the capacitor.
1.2 IC CONSTRUCTION
There are basically four methods of construction used for ICs. These are:
1. Monolithic.
2. Thin-Film.
3. Thick Film.
4. Hybrid.
TER
IAME
- 5 CM D NUMBER OF ICS FORMED
2 .5
DEPENDS ON THE SIZE
OF THE WAFER
0.015 - 0.30mm
SILICON WAFER
IC Construction
Figure 1
When all of the ICs have been simultaneously formed, the wafer is sliced into
many sections, which are commonly referred to as Chips or Dice. Each
chip represents one complete integrated circuit and contains all the
components and wiring associated with that circuit. Once the ICs have been
separated into individual chips, each IC must be mounted in a suitable
package and tested.
As mentioned earlier, the components that are commonly used in ICs are
diodes, Transistors, resistors and capacitors. Diffusing impurities into
selected regions of a semiconductor wafer (substrate) can form these
components. This process produces PN junctions at specific locations and
the basic manner in which these four components are formed and the manner
in which they are interconnected are shown at Figure 2.
Not all ICs are constructed using bipolar components, ICs are often designed
to utilize either bipolar transistors or Field-Effect transistors (FETS). The
Field effect transistor is one in which the emitter-collector current is controlled
by voltage rather than by a current. Figure 3 shows the construction and
operation of a MOSFET.
MOSFET
Figure 3
The source and drain regions are diffused into the substrate. A thin layer of
silicon oxide is formed over the substarte and the appropriate windows are cut
into it so that metal electrodes ) terminals) can be formed at the proper
locations. Note that the gate terminal is separated from the substrate by an
extremely thin oxide layer, which is only 1 X 10-10 metres thick, but it
completely isolates the gate from the substrate.
1.2.4 THIN-FILM IC
Unlike the monolithic ICs, which are formed within a semiconductor material
(substrate), the thin-film circuit is formed on the surface of an insulating
substrate. In the thin-film circuit, components such as resistors and
capacitors are formed from extremely thin layers of metals and oxides, which
are deposited onto a glass or ceramic substrate. Interconnecting wires are
also deposited on the substrate as thin strips of metal. Components such as
diodes and transistors are formed as separate semiconductor devices and
then permanently attached to the substrate at the appropriate locations.
The substrate on which the thin-film circuit is formed is usually less than
2.5cm2. Depositing tantalum or nichrome as thin films or strips on the surface
of the substrate forms the resistors. These films are usually less than
0.00254cm thick. The thickness, length and width of each strip that is formed
on the substrate determine the value of each resistor. The interconnecting
conductors are extremely thin metal strips, which have been deposited on the
substrate. Low resistance metals, such as gold. platinum, or aluminium, are
generally used as conductors. The substrate is made from an insulating
material that will provide a rigid support for the components. Glass or ceramic
materials are often used as substrates. Figure 4 shows a portion of a thin-film
circuit.
THIN-FILM
RESISTORS
THIN-FILM
CONDUCTORS
INSULATING
SUBSTRATE
Thin-Film IC
Figure 4
Hybrid IC Construction
Figure 5
1.2.7 IC PACKAGES
Like transistors and other types of solid state components, ICs are mounted
in packages, which protect them from moisture, dust and other types of
contaminations. Many different types of IC packages are available and each
type has its own advantges and disadvantages. The most popular IC
package is the Dual In-Line (DIL) package. The packages also make it
easier to install the ICs in various types of equipment, since each package
contains leads which can be either plugged into matching sockets or plugged
into DIL mounting frames.
MONOLITHIC
ICs
INTERCONNECTING
CONDUCTORS
CONNECTING PINS
DIL Packages
Figure 6
Integrated circuits may also be mounted in Metal cans that are similar to the
types used to house transistors. The metal can have 8 or more connecting
leads and can used to house either monolithic or hybrid type ICs. The
advantage of these packages is that they may be installed in a variety of
ways. Metal cans can be used over a wide temperature range (-55 -
+125C) and are therefore suitable for military and space applications. Figure
7 shows the DIL and metal can type of packages.
TYPICAL MINIATURE
TYPICAL METAL CAN
DUAL IN-LINE (DIL)
IC PACKAGES
PACKAGES
Integrated circuits are placed into two general groups, these are:
1. Digital ICs.
2. Linear ICs.
1. AND Function.
2. OR Function.
3. NOT Function.
Thgese three function are performed by logic circuits that are called the AND,
OR and NOT logic gates. These gates or circuit configurations can be
combined to make decision based on digital input information. In a digital
logic gate it is only possible to have an output of either a 0 or 1.
Figure 8 shows the AND gate truth table and logic circuit and a corresponding
circuit to carry out this function.
A
A.B
B
SYMBOL
A B A.B
SCHEMATIC DIAGRAM
TRUTH TABLE
AND Gate
Figure 8
The AND gate has an output of 1 only when all of its inputs are equal to 1.
This is similar to a multiplier function since the only possibilities in a digital
circuit are 0 X 1 = 0 and 1 X 1 = 1. The schematic circuit in figure 8 shows
two switches connected in series. Unless both switches are closed, there is
no current flow to the output.
1.4.2 OR GATE
Figure 9 shows the OR gate truth table and logic circuit and a corresponding
circuit to carry out this function.
A
A+B
B
SYMBOL
A B A+B
OR Gate
Figure 9
The NOT gate provides an output that is always the opposite the input. This
is called inversion or 180 phase shift. Thus, the NOT gate is commonly
referred to as an inverter. In the bipolar transistor, the common emitter
amplifier configuration was the only one capable of inverting the input so is
used to carry out the NOT function.
Figure 10 shows the NOT gate truth table and logic circuit and a
corresponding circuit to carry out this function.
A A
A A 1 0
0 1
+VE TRUTH TABLE
SYMBOL
OUTPUT
INPUT
SCHEMATIC DIAGRAM
NOT Gate
Figure 10
The three basic logic circuits can be combined into a single decision making
circuit with more than 1 distinct outputs. Consider a circuit that compares two
inputs and calculates three outputs as shown below.
A combined logic circuit that would carry out the function is shown at Figure
A B X1 X2 X3
TRUTH TABLE
A
X1 (A<B)
B
X3 (A=B)
X2 (A>B)
11.
Figure 12 shows the type of analogue signal handled by the Linear Integrated
Circuit.
0 TIME
Analogue Signal
Figure 1
The integrated circuit operational amplifier is one of the most useful and
versatile electronic devices available today. The name operational amplifier
is not new; it refers to a type of amplifier originally used in analogue
computing to perform mathematical operations e.g. multiplication or division
by a constant. The modern integrated circuit device can be adapted (by
feedback) to perform most general-purpose amplifier duties, as well as its use
in mathematical operations.
The Op Amp can consist of many stages of amplification to ensure high gain,
and will be arranged to have two input terminals, two power supply terminals
and an output terminal. In addition it will normally have terminals for setting
the output to zero when the input is zero.
POWER
SUPPLY
(+)
INVERTING 7
2
INPUT 8
VOLTAGE
6 OUTPUT
1
NON-INVERTING
3 4
INPUT
5
POWER
SUPPLY
()
NON-INVERTING INVERTING
V INPUT INPUT
4 3 2 1
5 6 7 8
GROUND VOLTAGE V+
OUTPUT
In the Op Amp, two pins are marked supply + and supply - and are connected
to the amplifiers power supply. The device also has two inputs, the Inverting
input (V) identified by a negative symbol. A Non inverting input (VN)
identified by a positive sign and a single output (VO).
Note: The negative/Positive signs on the inputs does not mean that
negative/positive signals are applied, but identify the inverting and non-
inverting terminals.
The V, VN and VO are the values of the voltages applied to the inputs and
obtained form the output. These voltages are joined by the equation:
VO = AO (VN V)
Here we have a slight problem. Voltages are measured between one point in
a circuit and another. Usually one point is the negative or zero line. When
calculating VN & V it does not matter were the reference is as long as it is the
same for both voltages. When we obtain the output VO we need to know the
reference point used by the Op Amp. This is not the zero line but a voltage
halfway between the positive supply and the zero line.
The other unknown quantity in the equation is AO, the Open Loop Gain. This
gain is constant for each particular Op Amp and is the ratio between two
voltages. Open Loop gain in Op Amps is normally 105.
The following example will make use of the equation. Figure 3 shows an Op
Amp with an open loop voltage gain of 400, connected between a 12V supply.
+12V
GAIN = 400
VOUT
5.88V
5.87V
ZERO LINE
Op Amp
Figure 3
VO = AO(VN - V)
VO = 400(5.87 5.88)
= 400(-0.01)
= -4V
The voltage is relative to a point halfway between +12v and zero, that is 6V.
The output voltage is therefore 4V below 6V, i.e. 2V. What would the output
be if the input values were reversed?
Ans:.
* Output voltage is zero for zero input voltage (offset zero applied).
1.1 CONSTRUCTION
BASE
BOARD
FRONT
CIRCUIT MODULE
DESIGNATION
(E.G. SIGNAL
IC1 IC2 IC5
SELECTOR)
CIRCUIT
REFERENCE
C2
IC3 IC4
INTEGRATED
CIRCUIT CHIPS IC6
FINGER OR
REAR EDGE CONNECTOR
In order to save weight and space, and to provide for the interconnection of
integrated circuits (which are a feature of a large majority of electronic
equipment) the relevant circuits are assembled as a multi-layer moulded
package. This consists of three or more single and/or double-sided printed
boards and insulating layers of impreg material.
1 SERVOMECHANISMS
A servomechanism (servo) is a type of control system whose output is the
position of a shaft. They may be controlled remotely when used in
conjunction with synchro devices. Synchros themselves transmit position
information but cannot amplify torque to move heavy loads. Used with
servomechanisms, an output to control such a load can be obtained to give a
desired result in relation to an input.
DEMAND
DEMAND
INPUT SIGNAL
AMP
TRANSDUCER
RESPONSE
MOTOR LOAD
The demand, made by the pilot on the rudder bar, is picked up by the
transducer which converts it to an electrical signal; i.e. the demand signal.
This signal is amplified and fed to the motor, which responds by moving the
load; i.e. the rudder. There is no positional feedback and the pilot does not
know if the rudder has adopted the position requested.
In the closed loop system, the demand is made in the same way. In a basic
system, positional feedback would be given to the pilot who would make
adjustments accordingly but this is not practical with systems such as aircraft
flying controls. Figure 2 shows a closed loop automatic system.
ERROR
DETECTOR
INPUT SERVO
AMP LOAD
TRANSDUCER MOTOR
ERROR
SIGNAL
POSITION
FEEDBACK OUTPUT
POSITION
TRANSDUCER
An output position transducer has been added to the servomotor and this
feeds back any difference between input demand and output to an error
detector. The error detector outputs an error signal to the amplifier to make
any positional corrections necessary at the servo motor and thus the load (or
rudder) is positioned as demanded.
If for example the pilot wanted to move the rudder 5, a demand is made at
the rudder bar and this is converted to a voltage at the transducer, say +5
volts. The error detector immediately gives an output signal corresponding to
+5 volts input and this is amplified to drive the motor, moving the rudder. The
output position transducer converts the output position to an electrical signal,
which corresponds to the new position of the rudder. As this happens, this
signal, (feedback), is fed back to the error detector until the demanded
position is achieved and the input is negated. Now, there is no error signal
and no output. The feedback has reached -5 volts.
1.3 FOLLOW UP
If in our example the rudder were to be displaced from its demanded position,
or from the optimum speed at which the demanded position may be achieved,
an error signal occurs. In the way described, there is a feedback signal and
the system returns to its demanded position or speed. This process is called
'follow up'.
1.4 FEEDBACK
CONTROL
ERROR
ELEMENT
DETECTOR SERVO
MOTOR
LOAD
VELOCITY TACHO
FEEDBACK GEN
POSITIONAL FEEDBACK
FEEDBACK ELEMENT
Positional Feedback
Figure 3
Ei
i
PROPORTIONAL
TO i
E
E
R-POT
Ei
PROPORTIONAL
TO i
HELICAL POTENTIOMETER
PRIMARY
COIL
L3
IRON CORE
CONNECTED TO
MECHANICAL
INPUT
L1 L2
R S T R S T
R S T
RVDT Operation
Figure 5
The mechanical input changes the position of the iron core. The position of
the core changes the magnetic coupling between the primary and the
secondary stator coils. When the input rotates, one of the secondary coils
receives more magnetic flux and this induces a higher voltage in that coil.
The other secondary coil receives less magnetic flux, so a lower voltage is
induced. The difference between voltages induced in the secondary stator
coils is proportional to the rotated angle. This is an AC Ratio Signal.
Figure 5.1: The position of the iron core is zero. The magnetic field induced
by primary coil L3 is equally divided between L1 and L2.
Therefore the voltage R-T is zero.
Figure 5.2: The iron core is turned clockwise. Now there is more coupling
between L3 and L2, and less coupling between L3 and L1. The
voltage between T and S increases and the voltage between R
and S decreases.
Figure 5.3: The iron core turned counter-clockwise. Now there is more
coupling between L3 and L1, and less coupling between L3 and
L2. The voltage between T and S decreases, while the voltage
between R and S increases.
The difference between figure 5.2 and 5.3 is that the output-voltage between
R and T is of opposite phase. The output measured between R and T is an
AC RATIO signal.
TANK UNIT
LOOP
IS A
EMPTY LOOP
IB B
REF C
FULL
2 - PHASE DISCRIMINATION
MOTOR STAGE
AMPLIFIER
STAGE
INDICATOR
REF
PHASE AMPLIFIER UNIT
Capacitance Transmitter
Figure 6
This system depends upon the comparison of two capacitance values. One in
Loop A, which is the variable capacitance of a tank unit and the other in Loop
B, which is fixed. A current is developed in each loop; IS in loop A; IB in loop
B. The two loops form a bridge with resistor R across it. If the tank is full,
then current IS is the greater. With the tank empty, IS falls so that IB is the
greater.
1.7 SYNCHROS
1.7.1 INTRODUCTION
The torque synchro comprises two electrically similar units: the transmitter
(TX) and the receiver (TR) which are interconnected by transmission lines.
The TX and TR have very similar construction. Each has a rotor carrying a
single winding concentrically mounted in a stator of three windings, the axes
of which are 120 apart. It should be noted that the TX and TR torque
synchros are not identical. The difference is that the TR synchro has an
oscillation damper added, so that when its rotor rotates to a given position, it
does not oscillate as it comes to rest.
The rotors of both TX and TR synchros are energized from the ac supply and
produce an alternating flux which links with their corresponding stators S1, S2
and S3. This process is the normal transformer action, with the rotors
corresponding to the transformer primary winding and the stators to the
secondary windings.
Consider the case when the two rotors are not aligned. The three voltages
induced in each of the two sets of stator windings are different. Currents
therefore flow between the two stators and a torque is produced in each
synchro which is directed in such a way that the two rotors must align
themselves. Normally, the TX rotor position is controlled by the input shaft,
while the TR rotor is free to turn, so it is the one which aligns itself with the TX
rotor. In this way, any movement of the TX rotor due to movement of the input
shaft is repeated synchronously by movement of the receiver rotor.
Torque synchros are used for the transmission of angular position information
and flight instrument systems is a typical application. Figure 9 shows a
Torque Synchro and circuit symbol.
S1 S1
INPUT S2 S3 OUTPUT S2
S3
SHAFT SHAFT
CIRCUIT SYMBOL
STATOR
FIELD
S1
ROTOR R1
S2
FIELD
R2
S3
CURRENT
FLOW
Torque Synchro
Figure 9
SHAFT
BEARING
STATOR
WINDINGS
COILS
SHELL
CORE SLIP
RINGS
LEADS TO
SLIP RINGS
The basic control synchro system has two units; a synchro control transmitter
(CX) and a synchro control transformer (CT) connected as shown in Figure
S1 S1
CX CT
A.C.
SUPPLY
S2 S3 S2
S3
A.C. M
INPUT SUPPLY
SHAFT
SERVO
MOTOR
11.
Control Synchro
Figure 11
The CX synchro is similar to that used in the torque synchro system. The
control transformer has a stator, which in design and appearance resemble
the synchro units already discussed but with high impedance coils to limit the
alternating currents through the coils. Further differences in the CT are that
the rotor winding has its coils wound so that no torque is produced between it
and the stator magnetic fields and the rotor is not energized by the supply
voltage applied to the rotor of the control synchro.
The CT rotor acts as an inductive winding for determining the phase and
magnitude of error signal voltages. The signals, after amplification, are fed to
a two-phase motor, which is mechanically coupled to the CT rotor. A control
synchro system is at electrical zero when the rotor of the CT is at 90 with
respect to the CX rotor. This is the situation as shown in Figure 10 above.
If the input shaft is rotated and the CX rotor is disturbed, voltages are induced
in the CX stator and currents flow down the transmission lines to the stator
windings S1, S2 and S3 of the CT. A magnetic flux is produced, depending on
the amount of displacement of the CX rotor and the orientation of its
displacement. This flux links with the rotor of CT, inducing a voltage into it,
again depending on the amount, or rate of displacement, and its orientation.
APPLIED VOLTAGE
As it rotates, the motor drives the rotor of CT in such a direction as to reduce the error voltage to zero
and the new position is reached. By using the error signal amplified by a servo amplifier, a servomotor
can be driven to move a control surface as in Figure 11.
Torque.
Control.
STATOR
S1 S3
R1 R3
R2
ROTOR
CIRCUIT SYMBOL
S1
R1
S2
R2 S2
R3
S3
Differential Synchro
Figure 13
STATOR
CONNECTIONS
STATOR
WINDINGS
ROTOR
ASSEMBLY
STATOR
ASSEMBLY
ROTOR
COILS
SKEW CUT TO
ENABLE SMOOTHER
RUNNING
60
15
60 45
45
TX TR
TDX
Note that the rotors of the normal transmitter TX and receiver TR are supplied
in parallel with the single-phase ac supply. The stator windings of the TX are
connected to the stator windings of the TDX and its three rotor windings are
connected to the three-stator windings of the TR. The rotor of the TDX is not
energized by the ac supply.
The circuit is such that one input shaft turns the TX rotor and the second input
shaft drives the TDX rotor. The TDX receives an electrical signal
corresponding to a particular angular position of the TX rotor, which it modifies
by an amount corresponding to the angular position of its own rotor. This
modified signal appears at the TDX output and is transmitted to the receiver,
where it produces an angular flux, which is the difference of the rotor angles
of the two transmitters TX and TDX.
If the TDX rotor is locked in one position, the TX/TR chain acts as a normal
torque synchro system with a transformer placed between TX and TR.
CX CDX CT
ERROR
SIGNAL
As with the straight control synchro system, the ac supply is only applied to
the transmitter rotor. The transformer rotor produces an error signal, which
after amplification is applied to a motor, causing the CT rotor to move. Apart
from these differences the action of the control differential transmitter is the
same as for the torque differential synchro system.
POLAR CO-ORDINATES = r/
CARTESIAN CO-ORDINATES X = r COS
CARTESIAN CO-ORDINATES Y = r SIN
r Y
The resolver synchro consists of a stator and rotor, each having two windings
arranged in phase quadrature as shown in Figure 18.
S1
R1
R3 S4
S3 R4
R2
ROTOR STATOR
S2 R1 S1
INPUT SHAFT
R2 S2
a
R3 R4 S3 S4
Resolver Synchro
Figure 18
Figure 16b represents the resolver differently for ease of explanation. The
resolver has two coils, R1 R2 and R3 R4 at right angles to each other and
attached to an input shaft. The stator consists of two coils S1 S2 and S3 S4,
also placed at right angles to each other.
For this purpose, one of the resolver coils is short-circuited, say R3 R4, and
the other, R1 R2, has an alternating voltage applied to it. The magnitude of
this voltage (r) and the angle () through which both rotor coils are turned,
represent the polar co-ordinates r/. Figure 19 shows a resolver synchro to
carry out this function.
MAX
VOLTS
R2 S2
R COS
Consider firstly that the rotor shaft position is such that the R1 R2 coil magnetic
field links completely with the stator winding S1 S2, i.e. the coils are aligned.
The maximum voltage will therefore be induced in coil S1 S2. Since the stator
coil S3 S4 is at right angle to stator coil S1 S2, there will be no voltage
developed across it due to R1 R2 coil's magnetic field. When the shaft is
rotated at constant speed through 90, the rotor coil R1 R2 is now in phase
quadrature to stator S1 S2, which has zero volts induced in it. However, R1 R2
rotor coil is now aligned with stator coil S3 S4 and this now has maximum
voltage induced in it. As the shaft continues to rotate, a cosine voltage wave
r cos and r sin summed together result from the input voltage at R1 R2 and
rotor rotation r/. The result represents the cartesian co-ordinates.
In this arrangement, there are two voltage inputs and these represent the
cartesian co-ordinates. They are VX = r cos and VY = r sin (Refer Figure
15). VX is input to S1 S2; VY is input to S3 S4. The two together develop an
alternating magnetic flux representing the cartesian co-ordinates in the stator.
R1 R2 is connected to an amplifier, which drives the output load and the rotor
in such a direction as to null the rotor and stop the motor. R3 R4 has a voltage
induced in it dependent on the value of the alternating flux. Its value may be
calculated using Pythagoras' Theorum VY + VX . Figure 20 shows the
layout for performing the above.
R1
S1
S2
R2
SM
VX = r COS
TO LOAD
S3 S4 R3 R4
VY = r SIN VY 2 + VX2
S4 S2
S3 R3
S1 R1
CIRCUIT SYMBOL
R4 R2
A.C.
EXCITATION
SUPPLY
RESULTANT
WAVEFORM
a b
The E-bar has a coil wound round the centre limb. This coil is supplied by an
ac excitation supply. A magnetic flux is set up within the E-bar and when the
I-bar is equidistant from the outer limbs of the E-bar, the waveforms
transmitted are equal and opposite (Figure 21b). No output results. If the I-
bar is moved (in this case by capsules) one end of the I-bar is brought in
closer proximity to the opposite limb of the E-bar. The air gap here is
reduced, the magnetic field strengthens and the signal from the upper limb
coil is increased. (Figure 21b).
The opposite end of the I-Bar moves further away from its associated E-bar
limb, and the resultant signal is weaker. In the case of the servo-altimeter,
moving the E -bar back to the position nulls the signal so that no signal is
produced.
1. Airspeed Indicator.
2. Altimeter.
4. Direction Indicator
The first real attempt at establishing a standard method of grouping was the
Blind Flying Panel or Basic Six. The Gyro Horizon Unit (HGU) occupies
the top centre position, and since it provides positive and direct indications of
the aircrafts attitude, it is utilized as the Master Instrument. As control of
airspeed and altitude is directly related to attitude, the Indicated Air-Speed
(IAS), Indicator, Altimeter and Vertical Speed Indicator (VSI) flank the HGU.
Changes in direction are initiated by banking the aircraft, and the degree of
heading change is obtained from the Direction Indicator (DI). The DI
supports the interpretation of the roll attitude and is positioned directly below
the HGU. The Turn & Bank Indicator serves as a secondary reference
instrument for heading changes, so it also supports the interpretation of roll
attitude.
With the development and introduction of new types of aircraft with more
comprehensive display presentation, afforded by the indicators of flight
director systems, a review of the functions of certain instruments and their
relative positions within the group resulted in the adoption of the Basic T
arrangement as the current standard.
4. Altimeter.
ECAM
SYSTEMS
The Electronic Instrument System (EIS) also allows the flight crew to
configure the instrument layout by allowing manual transfer of the Primary
Flight Display (PFD) with the Navigation Display (ND) and the secondary
Electronic Centralised Aircraft Monitoring (ECAM) display with the ND. Figure
4 shows the switching panel from Airbus A320.
The system will also automatically transfer the primary ECAM information
onto the ND if a double failure of the ECAM display system occurs. Figure 5
shows a block schematic of the EIS for the Airbus 320.
1 NUMBERING SYSTEMS
The majority of digital computers are wired to understand one particular code.
This code usually is not the English language or the decimal numbering system
but is instead the binary numbering system. A binary code capable of
representing letters of the alphabet, decimal numbers, punctuation marks and
special control symbols is used by most digital computers on the market today.
Before discussing the binary numbering system and its use in computers, a few
rules concerning all numbering systems will be presented.
POSITION VALUE.
DIGIT VALUE.
Each position in a number has a value of BX where B is the base and X is some
exponent. For example, the decimal numbers 365 and 653 have two different
values even though they are composed of the same digits. The reason that the
numbers have different values is that digits of different values occupy positions of
different weights:
The first position 100 carries a weight of one. (Any number, except zero, when
raised to the zero power is equal to one).
The second position 101 carries a weight of 10 and the third position 102 carries a
weight of 100 etc. Note that each position is ten times greater than the preceding
position.
Each digit in a number has a value which exists between zero and the value of
the base minus one. For example in the decimal system, the digits range in value
from zero to nine. Nine is one less that the base of the system which is ten.
1.1 GENERAL
In describing numbers, one takes into account the value of the various digits and
the weight of their respective positions.
3 x 100 + 6 x 10 + 5 x 1 =
300 + 60 + 5 = 365
Thus the decimal number 365 is read as three hundred sixty five.
Fractional numbers follow the same rules. For example take the decimal number
1402.35
Note: There is an algebraic rule which states that a number raised to a negative
exponent is equivalent to one over that number raised to a positive
exponent.
The prefix 'BI indicates two of something such as bicycle, bifocal, bi-plane etc.
The binary numbering system is named after its base, which is two. Since the
base is two there are two digits in the system 0 and 1. Position values for a
binary number are 2X where x is some exponent and each position will be two
times greater in weight than that of the preceding position. Consider the binary
number 10110.
24 23 22 21 20
1 0 1 1 0
1 x 24 + 0 x 23 + 1 x 22 + 1 x 21 + 0 x 20 =
(1 x 16) + (0 x 8) + (1 x 4) + (1 x 2) + (0 x 1) =
16 + 0 + 4 + 2 + 0 = 22
In describing a binary number in terms of decimal values for the positions, one
converts from binary to decimal. Thus a binary 10110 is equivalent to a decimal
22. Often the base of a numbering system is indicated by a subscript in
parenthesis.
10110(2) = 22(10)
Since the binary system uses only digits 0 and 1 all that one needs to do when
converting from binary to decimal is to add the weights of those positions which
contain ones. For example consider the number 1101001(2)
BIT POSITION 26 25 24 23 22 21 20
POSITION WEIGHT 64 32 16 8 4 2 1
1 1 0 1 0 0 1
64 + 32 + 8 + 1 = 105(10)
When one desires to convert from decimal to binary there are several methods
that may be employed. One method is to use a table. (See table 1).
212(10) = ?(2)
The method of using the table is to find the largest number in the table, which
does not exceed the decimal number that is being converted. The number 128 is
the largest possible in this case hence a 'one' bit in the 27 position is required.
This immediately defines the size of the binary number as 8 positions (From 27 to
20). Subtracting 128 from 212 leaves a remainder of 84 to be represented by the
remaining binary positions. Since 84 is larger than 64 (which is the weight of the
26 position) a 'one' bit is required for the 26 position. Subtracting 64 from 84
leaves a remainder of 20.
A 'one' bit in the 25 position would be equivalent to 32, which is too large, thus
zero bit must be used for the 25 bit position. So far the binary result is as follows:
27 26 25 24 23 22 21 20
1 1 0
A 'one' bit in the 24 position represents a weight of 16. Sixteen from twenty
leaves a remainder of four. Four can be represented in its entirety by a 'one' bit
in the 22 position. Therefore the 23, 21 and 20 positions should hold zeros.
27 26 25 24 23 22 21 20
1 1 0 1 0 1 0 0
128 + 64 + 16 + 4 = 212
28(10) = ?(2)
0 R = 1 (MSD)
2 1 R=1
2 3 R=1
2 7 R=0
2 14 R = 0 (RIGHT MOST DIGIT OR LSD)
2 28
Division must continue until a zero quotient is obtained. The first remainder is the
rightmost digit or least significant digit (LSD) of the new number.
16 + 8 + 4 = 28
Although many digital computers do not make use of binary fractions, conversion
techniques involving them are relatively simple. Some of these techniques will be
presented in order to complete the picture of conversion between the binary and
decimal systems.
The position notation method of converting from binary to decimal can include
fractions.
NOTE: 2-1 = 1/21 = 1/2, 2-2 = 1/22 = 1/4, 2-3 = 1/23 = 1/8
Just as positions to the left of the binary point were two times greater than that of
the preceding position, so the positions to the right of the binary point are two
times smaller.
Since .5 is greater than .375 a zero bit should be placed in the 2-1 position. A one
bit should exist in the 2-2 position, however, since .25 is less than .375.
Subtracting .25 from .375 leaves a remainder of .125, which can be fully
represented by a one bit in the 2-3 position. Final result is:
.375
x2
0.750 2-1 position should hold a zero
.750
x2
1.500 2-2 position should hold a one
.500
x2
1.000 2-3 position should hold a one
Example:
.205
18.205(10) = ?(2) x2
.410 2-1 is 0
4
0 R=1 (2 ) x2
2 1 R=0 (23) . 820 2-2 is 0
2 2 R=0 (22) x2
2 4 R=1 (21) 1.640 2-3 is 1
2 9 R=0 (20) x2
2 18 1.280 2-4 is 1
18.205(10) = 1 0 0 1 0. 0 0 1 1(2)
Re-conversion would show that the binary number was not carried out to enough
places beyond the binary point to create an exact equivalent. However the
number of places of accuracy is up to individual preference.
The prefix 'OCT' implies eight of something such as octagon, octopus, etc. The
base of the octal system is eight since there are eight digits 0, 1, 2, 3, 4, 5, 6, 7.
Each position of an octal number carries a value of 8X where x is some exponent.
327(8)
82 81 80
3 2 7
3 x 82 + 2 x 81 + 7 x 80 =
3 x 64 + 2 x 8 + 7 x 1 =
192 + 16 + 7 = 215(10)
One should note that there are no 8's or 9's in the octal system and that each
position of an octal number is 8 times greater in weight than the weight of the
preceding position.
In converting from decimal to octal one may use a table, such as Table 3, or one
may use the 'division by new base' technique.
0 R = 2
8 2 R = 5
8 21 R = 1
8 169
2 x 82 + 5 x 81 + 1 x 80 =
2 x 64 + 5 x 8 + 1 x 1 =
128 + 40 + 1 = 169(10)
Just as in binary fractions many digital computers do not use octal fractions but
the rules of conversion will be presented.
81 80 8-1 8-2
3 7.2 5
3 x 81 + 7 x 80 + 2 x 8-1 + 5 x 8-2 =
24 + 7 + .250 + .078125
0 R = 1 (82)
8 1 R = 3 (81) .49
8 11 R = 0 (80) x8
8 88 3.92 8-1 is a 3
x8
7.36 8-2 is a 7
Note that only the decimal fraction is multiplied by 8 each time. Also note that
rounding off was done.
Since there are only 8 digits in the octal system, each octal digit can be
represented by some combination of three binary digits. In fact there are only 8
possible combinations for three binary digits.
Octal Binary
0 000
1 001
2 010
3 011
4 100
5 101
6 110
7 111
Conversion between the octal and binary systems then is quite simple since a
direct substitution of 3 binary digits for each octal digit is all that is required.
7 1 5
111 001 101
Therefore: 715(8) = 111001101(2)
When converting from binary to octal one marks off groups of three bits from right
to left.
Note that leading zeros are supplied to fill out 3 digits if necessary.
When dealing with fractions the only rule other than direct substitution is that
groups of three binary digits are marked off from left to right in the binary fraction.
Note that zeroes are added to the rightmost end of a fraction to fill out the number
to three digits.
1 3 7 . 0 5
001 011 111 . 000 101
or 137.05(8) = 1011111.000101(2)
Because the conversion between binary and octal is so simple the octal system is
often used as shorthand for binary. For example, a particular computer
instruction code might be as follows in binary:
0110001101110110
A programmer could write the operation in octal notation thereby reducing some
of the cumbersome notation.
061566
The input device or medium would convert the octal digits to binary prior to
entering the combination into the computer's memory.
Octal techniques in logic design likewise simplify and even save on the number of
required circuits as compared to straight binary decoding.
The big disadvantage of the octal system is the fact that humans still prefer
decimal notation in the end and thus the use of octal might require multiple
conversion facilities for data going into or coming out of the computer.
Memory dumps (print outs) often are available in a choice of codes, one of which
is usually octal.
1.7 HEXADECIMAL
Just as octal is a shorthand for binary because three binary digits can be directly
substituted by one octal digit, another numbering system known as hexadecimal,
is also a shorthand for binary because of its base. The prefix hexa implies 6 of
something and since decimal represents 10, the word hexadecimal means 6 + 10
or 16. Thus the base of the hexadecimal system is 16. By definition of the word
'base' the total number of characters in the system must also be 16. These
characters include the ten decimal digits 0-9 and six letters of the alphabet A-F.
Table 4 shows decimal-hexadecimal conversions.
HEX 0 1 2 3 4 5 6 7 8 9 A B C D E F
DECIMAL 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
Hexadecimal-Decimal
Table 4
A hexadecimal number therefore is one whose position values are 16X. The
methods of conversion discussed previously still apply.
Decimal-Hexadecimal Example 1:
108(10) = ?(16)
0 R = 13 (equivalent to D)
16 13 R = 0
16 208
Decimal-Hexadecimal Example 2:
1834(10) = ?(16)
0 R = 7
16 7 R = 2
16 114 R = 10
16 1834
16
23
16
74
64
1834(10) = 72A(16)
1.8 BINARY-HEXADECIMAL
Four binary digits can form sixteen combinations thereby providing an exact
equivalent to the hexadecimal system. This is shown in Table 5
BINARY HEXADECIMAL
0000 0
0001 1
0010 2
0011 3
0100 4
0101 5
0110 6
0111 7
1000 8
1001 9
1010 A
1011 B
1100 C
1101 D
1110 E
1111 F
Binary Hexadecimal
Table 5
Therefore, direct substitution can take place between hexadecimal and binary.
For every 4 binary digits, one hexadecimal digit can be substituted or vice versa.
1001101(2) = ?(16)
0100 1101
4 D
1001101(2) = 4D(16)
CBF(16 = ?(2) C B F
1100 1011 1111
CBF(16) = 110010111111(2)
1101110.01111(2) = ?(16)
6 E . 7 8
Note that zeros are added to fill out to multiples of 4 binary digits.
If the binary code is to be used in a computer that can handle commercial data
processing as well as communications or scientific processing, there has to be a
means of representing decimal numbers, letters of the alphabet, punctuation
marks and special symbols.
It is desirable that this special binary code is also easy to handle in terms of
decimal arithmetic. The BCD or binary coded decimal notation solves part of this
problem. Below is a chart of the BCD code as applied to decimal numbers.
Decimal BCD
0 0000
1 0001
2 0010
3 0011
4 0100
5 0101
6 0110
7 0111
8 1000
9 1001
Direct conversion of any BCD configuration gives the decimal equivalent. BCD
notation however does not make use of all 16 possible combinations for four
DIGITAL TECHNIQUES NUMBERING SYSTEM
PAGE 17 of 21
BASIC COMPLEMENTARY COURSE FOR AF & PP
binary digits and is therefore susceptible to wasting storage space. The decimal
number 15 for example in BCD code would be 0001 0101 while the pure binary
equivalent for 15 would be 1111. However, as was stated earlier, letters of the
alphabet as well as punctuation marks and special symbols are needed in some
form of a binary code. Therefore, a number of computer manufacturers use a
modified BCD code.
One of the tasks a digital computer must be able to perform is to solve complex
problems. Some problems require more complex operations than the
fundamental operation of addition, subtraction, divide and multiplication.
Complex problem solving is achieved by writing it into the computers program
(software), however digital circuits (hardware) achieve the fundamental function.
In the decimal system, the sum of 11 + 3 is 14 and it is not until the sum of the
column is greater than 9 that there is a carry from one column of the addition to
the next.. Arithmetic operation are very simple in the binary system because as
the base of the system is 2, the carry occurs much earlier, so that a sum of two
digits resulting in 2 will involve a carry function. As a result there are only four
rules to consider when adding binary numbers, which are:
1. 0 + 0 = 0.
2. 0 + 1 = 1.
3. 1 + 1 = 0 carry 1.
Example 1
1011
0011
1110
When adding three or more rows of binary numbers, the addition of all the binary numbers in one column
could be carried out as in decimal addition, however, this becomes difficult in remembering how many
carries have been made. An easier way is to add two rows at a time, adding the result to the next row and
so on.
Example 2
a. 1101
0111
10100
b. 10100
01001
11101
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1 DATA CONVERSION
1.1 ANALOGUE COMPUTERS
3. The voltage solution exists at a specific point within the system and is
made available to the operator in some form.
Generally, there are two types of analogue circuit arrangements in use. The
first is a 'general purpose' computing arrangement consisting of a large
number of networks, which are capable of providing solutions to a range of
problems. The second type is a 'special purpose' arrangement, which is
capable of serving as a model for, or simulating, a specific condition.
Digital computers are arithmetic machines: that is, they operate by a process
of counting numbers or digits (hence their name). The basic operation that a
digital computer can perform is addition.
The digital computer is, therefore, used when the problem to be solved is of
an arithmetical nature and where an exact answer is required. Digital
processing errors are very low, with accuracy in the order of 0.001% being
possible, although a digital computer operating in a controlling role will have
inputs derived from some form of measurement with consequent errors. For
specific tasks, the programme of instructions, which supplies the computer
with the information on which it operates, can be built in to the machine; digital
computers of this type have many aircraft applications.
+5V
POSITION POSITION
2 1
+5V
O/P A
+0V
TIME
A digital signal is one that contains two distinct values (1 and 0). Figure 2
shows a digital signal being produced by use of a switch. With the switch in
the open position, +0V will be present at point (logic 0). When the switch
closes, +5V will be present at point (logic 1). Digital signals are often
considered to be either ON or OFF (logic 1 or 0).
+5V A
O/P A
+5V
+0V
TIME
Systems, which are completely analogue, are limited in the accuracy that can
be achieved both physically and economically, they also suffer from error and
distortion for various reasons such as non-linearity, drift, crosstalk, noise etc.
Digital systems, especially since the advent of integrated circuits, offer
improvements over analogue systems in most respects, thus modern
processing systems employ fixed analogue and digital circuitry (hybrid
systems) in which, of course, conversion from one form to the other must take
place at certain points within the system.
Hybrid systems are more common than all digital systems presumably
because of the simplicity of analogue transducers, and the nature of the
information to be processed lends itself more readily to analogue
representation. For example it would be difficult to digitize an audio signal
without converting it from changing air pressure to an electrical analogue by
means of a microphone (transducer).
For further computing such an electrical analogue signal would be converted
into digital form.
Consider an analogue signal, which can take on any value between 0 and 7
volts. For any particular voltage there is a corresponding binary code word.
For example, using 3-bit words, the voltage analogue value between 4 and 5
volts would be represented in binary code by the word 100, which would
change to 101, when the analogue value passed through 5 volts.
7
ANALOGUE SIGNAL
0 0 0 0 1 1 1 1
0 0 1 1 0 0 1 1 3 BIT
WORD
0 1 0 1 0 1 0 1
DIGITAL SIGNAL
The levels at which the code changes are known as quantisation levels, and
the intervals between them as quantisation intervals. In the example given in
Figure 5.3.3, the quantisation levels are 0, 1, 2, 3, 4, 5, 6 and 7 volts, and the
quantisation interval is 1 volt.
Using a 3-bit word gives 23 = 8 different quantisation levels. With a 4-bit word
we would have 24 = 16 quantisation levels with 0.5 volt quantisation intervals
giving improved resolution over the same range of input voltage.
Thus the more bits available the greater the resolution for a given range of
analogue signal input. It can be seen from the above that an ADC using an n-
bit word would have a resolution of one part in 2n.
+VE
VREF
+ VOUT
VIN
Comparator Circuit
Figure 4
The output of the comparator will be logic 0 when the reference voltage is
greater than the analogue input, changing to logic 1 when the analogue
voltage is greater than the reference voltage.
Figure 5 shows the resultant digital waveforms from an analogue input signal
using an Op Amp comparator.
VREF
VIN 0
+VMAX
VOUT 0
-VMAX
Analogue/Digital waveforms
Figure 5
To convert the seven bit word to a 3-bit word an encoder circuit is used. The
circuit contains a number of logic gates that will convert the 7-bit word down to
the required 3-bit notation. Figure 6 shows the layout of an encoder circuit.
A
B
C LSB
D X
E
F
Y
G
Z
MSB
Encoder Circuit
Figure 6
Since many systems used on aircraft will require outputs in analogue form, it
will be necessary to be able to convert the digital information back into
analogue.
The input to the DAC is effectively a number, usually binary coded. This
number must be converted to a corresponding number of units of voltage (or
current) by the DAC.
The output of the DAC will thus be stepped as the digital input changes,
taking on a series of discrete values. The spacing between these values
(quantisation levels) will depend on the length of the input digital word and the
maximum range of the output voltage. For example, a DAC, which can
provide an output voltage of between 0 and 16 volts, will, with 4-bit word input,
have 1 volt between quantisation levels and is illustrated in Figure 8.
16
ANALOGUE O/P SIGNAL
14
12
10
0 0 0 0 0 0 0 0 1 1 1 1 1 1 1 1
0 0 0 0 1 1 1 1 0 0 0 0 1 1 1 1
0 0 1 1 0 0 1 1 0 0 1 1 0 0 1 1
0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1
DIGITAL I/P SIGNAL
DAC Output
Figure 8
Similarly, an output voltage range of 0 to 10 volts with 10-bit word input will
give spacing between quantisation levels of approximately 0.01 volts. The
stepped nature of the output can of course be smoothed.
MSB R
4
B
2R
I
T V OUT
W 4R
O
R
D
LSB 8R
V REF
S1
R
MSB
S2
2R
-
S3 + ANALOGUE
4 BIT 4R OUTPUT
DIGITAL VOLTAGE
INPUT
S4
8R
LSB
0V
1 DATA BUSES
The availability of reliable digital semi-conductor technology has enabled the
inter-communication task between different equipment to be significantly
improved. Previously, large amounts of aircraft wiring were required to
connect each signal with all the other equipment. As systems became more
complex and more integrated so this problem was aggravated. Digital data
transmission techniques use links, which send streams of digital data between
equipment. These data links may only comprise two or four wires and
therefore the inter-connecting wiring is very much reduced. Recognition of
the advantages offered by digital data transmission has led to standardization
in both civil and military fields. The most widely used digital data transmission
standards are ARINC 429 for civil and MIL-STD-1553B for military systems.
1.1.1 OPERATION
The ARINC 429 bus is a twisted and shielded pair of wires and the shield is
connected to ground. The data wires are white and blue. The ground
connection is a black wire. If the bus runs through a feed-through plug (for
instance on a bulkhead), then the shield is also connected to a black wire that
runs through the plug.
DATA DATA
INPUT INPUT
TX RX
RX
TINNED COPPER
CONDUCTORS ETFE TEFZEL
INSULATION ETFE TEFZEL
JACKET
DATA BUS
CABLE B
TINNED COPPER
BRAID SHIELD
DATA BUS
CABLE A
PAUSE BETWEEN
DIFFERENT TYPES
OF DATA BEING
TRANSMITTED
ARINC 429 sets specifications for the transfer of digital data between aircraft
electronic system components and is a One-way communication link
between a single transmitter and multiple receivers. ARINC 429 system
provides for the transmission of up to 32 bits of data. One of three languages
must be used to conform to the ARINC 429 standards:
1. Binary.
3. Discrete.
ARINC 429 assigns the first 8 bits as the word label; bits 9 and 10 are the
Source-Destination Indicator (SDI), bits 11 through to 28 provide data
information; bits 29 through to 31 are the Sign-Status Matrix (SSM), and bit
32 is a Parity Bit.
There are 256 combinations of word label in the ARINC 429 code. Each word
is coded in an octal notation language and is written in reverse order. The
source-destination indicator serves as the address of the 32-bit word. That is,
the SDI identifies the source or destination of the word. All information sent to
a common serial bus is received by any receiver connected to that bus. Each
receiver accepts only that information labelled with its particular address; the
receiver ignores all other information.
The parity bit will either be set to 1 or 0 depending on the parity used. The
parity used in ARINC 429 is Odd Parity. If there is an even number of 1 bits
in a transmitted word (bits 1 through 31), the parity bit must be 1 to ensure the
whole word contains an odd number of 1 bits in the word.
Figure 4 shows the layout of a 32-bit word.
32 31 - 29 28 - - - - - - - - - - - - - - - 11 10 / 9 8 ------ 1
DATAWORD LABEL
8 BITS - OCTAL 000 - 377
DATA FIELD 18 BITS
BINARY CODED DECIMAL
(BCD)
OR
PARITY BIT
BINARY FORMAT SOURCE DESTINATION
EITHER
(BNR) IDENTIFIER (SDI
ODD/EVEN
OR
DISCRETE FORMAT 0 0 - ALL SYSTEMS
0 1 - SYSTEM 1
1 0 - SYSTEM 2
1 1 - SYSTEM 3
SIGN & STATUS MATRIX (SMM)
MEANING RELATED TO
FORMAT
32 Dataword Format
Figure 4
Figure 5 represents an ARINC 429 code for a DADC word giving information
on the aircrafts indicated airspeed.
32 31 30 29 28 27 26 25 24 23 22 21 20 19 18 17 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1
1 1 1 0 0 1 1 0 1 0 1 0 0 1 0 0 01100001
DATA FIELD
PARITY
WORD LABEL
SIGN STATUS
MATRIX SOURCE DESTINATION
IDENTIFIER
The word label for airspeed is 206 and it is transmitted using the octal notation
code, which is read in reverse to achieve the word label. E.g. word label 602
would be 011 000 01 (bits 1,6 and 7 set to logic 1), 206 in reverse. The SDI
label 00 indicates transmission of this data to all receivers connected to the
serial bus. The data segment is read left to right, 0110101001 representing
the sum of; 1 x 256 (28) + 1 x 128 (27) + 1 x 32 (25) + 1 x 8 (23) + 1 x 1 (20). In
decimal form this represents 425.
The SMM 011 represents a normal operation of a plus value data; that is,
airspeed data is a positive value. The parity bit is set to 1, which denotes an
even number of 1s in the transmitted word and no errors are present
according to the parity bit.
ARINC has a return to zero format. After a bit is transmitted, the voltage
returns to zero. If logic 1 is transmitted, line A has a voltage of +5 volts and
line B has a voltage of -5 volts with respect to ground. This means that the
voltage on line A is 10 volts higher than the voltage on line B. If logic 0 is
transmitted, line A has a voltage of -5 volts and line B has a voltage of +5
volts with respect to ground. This means that the voltage on line A is 10 volts
lower than the voltage on line B. Spikes caused by interference make the
voltage on both wires increase or decrease but have no effect on the voltage
of line A with respect to line B. Therefore interference has less effect on the
bus.
HIGH +10v
LINE
NULL
1 1 1 1 1 1 1
A TO B
0 0 0 0 0 0 0
LOW -10v
LINE A +5v
TO 0
GROUND -5v
LINE B +5v
TO 0
GROUND -5v
1 2 3 4 5 6 7 8 27 28 29 30 31 32
Most digital communication data is transmitted in a serial form, that is, only
one bit at a time. Transmission of data in serial form means each bit is
transmitted for only a very short time period. In most systems, the data
transmitted requires less than a milli-second. After one bit is sent, the next bit
follows; this process is repeated until all the desired bits have been
transmitted. This type of system is often referred to as Time Sharing,
because each transmitted signal shares the wires for a short time interval.
With serial data, one pair of transmitting wires can be used to send enormous
amounts of serial data. If the data were sent using the parallel method, then
hundreds of wires would be required. Most computer systems use the parallel
method to transmit data within them, however if the data must be sent to
another system, serial data transmission is used.
PARALLEL PARALLEL
DATA BIT NUMBER DATA
0 1 1 0
1 2 2 1
1 3 3 1
DEMULTIPLEXER
0 4 SERIAL DATA 4 0
MULTIPLEXER
0 5 TRANSMISSION 5 0
6 6
7 DATA TRANSFER 00110 7
8 8
9 9
10 10
11 11
12 12
TO CENTRAL
CONTROL UNIT
B
OUTPUT
CONTROL
SIGNALS
X Y
The X and Y inputs are the control inputs selecting the data to be multiplexed.
Table 1 shows the logic table for X and Y.
X Y
0 0
1 0
0 1
1 1
0 BIT 1
S2 1 BIT 2
S1 2 BIT 3
3 BIT 4
S0
4 BIT 5
5 BIT 6
6 BIT 7
DATA 7 BIT 8
INPUT
The ARINC 573 format has been established for Digital Flight Data Recorder
(DFDR). It uses the Harvard bi-phase code, containing the bits in bit-cells.
Because each bit-cell is a phase transition, the ARINC 573 is self-clocking.
If the logic = 1, then the bit-cell will have a phase transition: for a logic 0, there
is no phase transition. If the DFDR gives no information, the ARINC 537
output is a symmetric square wave.
4 SEC 4 SEC
FRAMES
4 SUBFRAMES
ONE
FRAME SUBFRAME 1 SUBFRAME 2 SUBFRAME 3 SUBFRAME 4
64 WORDS
ONE
SUBFRAME 1 2 3 4 5 61 62 63 64
SYNC
WORD
12 BITS
ONE 1 2 3 4 5 6 7 8 9 10 11 12
WORD
+5v
ARINC 573
HARVARD 0v
BI-PHASE CODE
-5v
DATA 1 1 0 0 0 1 0 0 1 0 1 0
1.7 CONVERTERS
A
ANALOGUE TO DIGITAL CONVERTER
A
DIGITAL TO ANALOGUE CONVERTER
Converters
Figure 11
The ARINC 629 is a new digital data bus format that offers more flexibility and
greater speed than the ARINC 429 system. ARINC 629 permits up to 120
devices to share a Bi-directional serial data bus, which can be up to 100M
long. The data bus can be either a twisted pair, or a fibre-optic cable.
ARINC 629 has two major improvements over the 429 system; firstly there is
a substantial weight savings. The ARINC 429 system requires a separate
wire pair for each data transmitter. With the increased number of digital
systems on modern aircraft, the ARINC 629 system will save hundreds of
pounds by using one data bus for all transmitters.
Figure 21 shows simplified diagrams of ARINC 429 and 629 bus structures.
The ARINC 629 system can be thought of as a party line for the various
electronic systems on the aircraft. Any particular unit can transmit on the bus
or listen for information. At any given time, only one user can transmit, and
one or more units can receive data. This Open Bus scenario poses some
interesting problems for the ARINC 629 system:
TERMINAL
GAPS SYNCHRONIZATION
GAP
1 2 3 4 1
TERMINAL
INTERVAL
PERIODIC INTERVAL
TERMINAL
GAPS SYNCHRONIZATION
GAP
1 2 3 4 1
TERMINAL
INTERVAL
APERIODIC INTERVAL
Each transmitter can use the bus, provided it meets a certain set of
conditions.
The Terminal Interval (TI) is a time period common to all transmitters. The TI
begins immediately after any user starts a transmission. The TI inhibits
another transmission from the same user until after the TI time period.
A Periodic Interval occurs when all users complete their desired transmission
prior to the completion of the TI. If the TI is exceeded, an Aperiodic Interval
occurs when one or more users have transmitted a longer than average
message.
The Terminal Gap (TG) is a unique time period for each user. The TG time
determines the priority for user transmissions. Users with a high priority have a short
TG. Users with a lesser need to communicate (lower priority) have a longer TG. No
two terminals can ever have the same terminal gap. The TG priority is flexible and
can be determined through software changes in the receivers/transmitters.
The Synchronization Gap (SG) is a time period common to all users. This gap is a reset signal for the
transmitters. Since the Synchronization gap is longer than the terminal gap, the SG will occur on the
bus only after each user has had a chance to transmit. If a user chooses not to transmit for a time equal
to, or longer than, the SG, the bus is open to all transmitters once again.
TERMINAL INTERVAL
20 BITS 20 BITS
UPTO
LABEL P DATA P 256 DATA
WORDS
HI - LO HI - LO
SYNCH SYNCH
Another unique feature of the ARINC 629 bus is the Inductive Coupling
technique used to connect the bus to receivers/transmitters. The bus wires
are fed through an inductive pick-up, which uses electromagnetic induction to
transfer current from the bus to the user, or from the user to the bus. This
system improves reliability, since no break in the bus wiring is required to/from
connections. Figure 24 shows an example of Inductive Coupling.
INDUCTIVE
PICK-UP
ARINC 629
DATA BUS
COUPLING
OUTPUT
DATA
The stub cables are for bi-directional data movement between LRU and
current mode coupler. The stub cables also supply power from the LRUs to
the current couplers. The stub cable has four wires, two to transmit and two
to receive. These cables are in the normal aircraft wiring bundles.
Figure 25 shows the basic layout for connecting LRUs to the 629 data bus
using stub cables. The stub cable length is up to 50ft for TX/RX cable and
75ft for RX only cable.
ARINC 600
CONNECTOR
STANCHION
DISCONNECT STUB CABLES
(TWO SHIELDED
TWISTED PAIRS)
1 PAIR RECEIVE
1 PAIR TRANSMIT LRU TRAY
STUB CABLE
(FOUR CONDUCTORS
WITH OVERALL SHIELD)
OVERHEAD
PANEL
LRU NO 1 LRU NO 3 LRU NO 5
OPAS
1 LOGIC CIRCUITS
The term logic in electronics refers to the representation and logical
manipulation of numbers usually in a code employing two symbols. i.e., bits.
An electronic logic circuit is one whose inputs and outputs can take only one
of two states. Where the output of such a circuit depends only on the present
state of the input to the circuit, it is called a COMBINATIONAL LOGIC
CIRCUIT.
Logic circuits may have many inputs and many outputs and be made up of a
large number of elements called LOGIC GATES.
Most modern electronic logic networks are constructed from two state
components in the form of integrated circuits fabricated in a single piece of
pure silicon and often referred to as a CHIP. They are available as transistor-
transistor logic (TTL) and complementary symmetry metal oxide
semiconductor (CMOS or COSMOS) which supersede earlier resistor-
transistor logic (RTL) and diode-transistor logic (DTL).
Logic circuits are most widely used in computers and calculators, but their use
also extends to a wide range of control and test equipment. Figure 1 shows
the logic convention.
1 0 0
5V
0 0 1
0V
Logic Conventions
Figure 1
1.1 GATES
The word GATE suggests some kind of forceful control, and LOGIC GATES
are the basic elements which actively route the flow of digital information
through the logic circuits.
In a logic circuit, groups of gates working together are able to send particular
bits of information to specified locations.
A logic gate is a device (usually electronic) that has a single output terminal
and a number of inputs, or control terminals. If voltage levels representing the
binary states of 1 or 0 are fed to the input terminals, the output terminal will
adopt a voltage level equivalent to 1 or 0, depending upon the particular
function of the gate. The basic logic gates provide the functions of AND and
OR, each being represented by a distinctive symbol. It is sometimes
convenient to show the circuit action of the gates by an equivalent contact
switching circuit, and these will occasionally be employed to assist in
describing the function of a logic gate element.
Figure 2 shows the symbol that represents 2 input AND gate together with its
truth table. This gate will only adopt a 1 state at its output terminal when both
the inputs A and B, are at the 1 state. This function can be represented by
two switches, A and B, connected in series such that the circuit is made only
when both switches are CLOSED. (i.e., both in the 1 state).
A B
A B A.B
A 0 0 0
A.B
B 1 0 0
SYMBOL 0 1 0
1 1 1
Figure 3 shows the symbol that represents a 2 input OR gate together with its
truth table. This gate will adopt a 1 state at its output terminal when either
input A or B or both are at the 1 state. This function can be represented by
two switches A and B connected in parallel. Because this gate also performs
the AND function (i.e. 1.1 = 1) it is often referred to as an INCLUSIVE OR
gate.
A B A+B
B 0 0 0
1 0 1
0 1 1
A 1 1 1
A+B
B
SYMBOL
+5V A
A.B
B
SYMBOL
A.B
A TR1
A B A.B
B TR2 0 0 1
1 0 1
0 1 1
1 1 0
A
+5V
A+B
B
SYMBOL
A+B
A TR1
A B A+B
B TR2 0 0 1
1 0 0
0 1 0
1 1 0
The basic OR gate illustrated previously in Figure 3 was seen to include the
AND operation in that its output will adopt the 1 state not only when either
input A or input B is at the 1 state but also when BOTH inputs are at 1. There
are many occasions in logic circuits when it is required to perform the OR
operation only when input A or input B are exclusively at the 1 state. In other
words, a gate is required whose output adopts the 1 state only when the two
input states are not identical, and such a device is known as the EXCLUSIVE
OR gate.
"A room has two doors and a central light, and switches are to be fitted at
each door such that either switch will turn the light on and off".
As the EXCLUSIVE OR gate can occur frequently in a logic circuit, it has been
allocated its own special symbol, as shown in Figure 6, with an equivalent
circuit shown at Figure 7.
i.e.: A B = AB + AB
A
L
B
SYMBOL
UP UP
A B
A B
A B L
DOWN DOWN 0 0 0
1 0 1
0 1 1
1 1 0
XOR Circuit
Figure 7
Figure 8 shows the symbol for an inverter, where the output will produce the
complement of the input. This device is often employed when the
complement of a particular signal is required at some point in the logic circuit.
A A
A A 1 0
0 1
The Inverter
Figure 8
Either the NAND or the NOR gate can be connected to operate as a simple
inverter as illustrated in Figure 9. In diagram (a) a 2 input NAND gate is
shown with one input permanently held at the 1 state (+ 5v), and the resulting
output will be the inversion of the single input A. Diagram (b) shows a 2 input
NOR gate with one input permanently held at the 0 state (0v) again resulting
in an output which will be the inversion of the single input A. These
configurations can be particularly useful in logic circuits where the inversion of
a variable is required without the need for power amplification.
A A
A A
+5V OV
(a) (b)
NAND INVERTER NOR INVERTER
A
A
B
B
C C
D D
E E
F
F
G
G
(a) (b)
NAND SYMBOL NOR SYMBOL
Delay elements are used to 'delay' the travel of a pulse along a line for a short
period of time. This is occasionally necessary to ensure that one bit of
information does not arrive at some point in the circuit earlier than another.
Most delay times are relatively small and only amount to few milli-seconds.
Most delay elements have one input terminal and one output terminal, and if a
pulse is fed to the input a similar pulse will appear at the output after the
specified time period. Figure 12 shows two types of time delay elements.
5mS
2mS
5mS 5mS
3mS
The symbols shown in Figure12 are those used to represent delay elements,
and twin vertical lines on the symbol indicate the input side. If the element
provides a single delay the duration is included on the symbol as shown in
symbol (a). If the delay is tapped to provide multiple outputs, the delay time
with respect to the input is included adjacent to the particular tapped output as
shown in symbol (b).
Logic diagrams make extensive use of the 'active state indicator' which takes
the form of a small circle at the input or output terminals of a logic symbol. It
is used to indicate that the normal active state of the particular logic level has
been inverted at that point in the symbol. Throughout this section the 'positive
logic' convention has been adopted and the 1 state has been used to signify
the 'active' state with regard to the symbols and the truth tables. In this
instance therefore, the significance of an active state indicator attached to a
symbol can be defined as follows:
(1) A small circle at the input to any element indicates that a 0 state will
now activate the element at that particular input only.
(2) A small circle at the output of any element indicates that the output
terminal of that element will adopt the 0 state when activated.
A A
AB A+B
B B
A B AB A B A+B
1 0 0 1 0 0
1 1 0 1 1 1
0 0 0 0 0 1
0 1 1 0 1 1
A B C ABC
0 0 1 0
1 0 1 0
A
B ABC 0 1 1 0
1 1 1 0
0 0 0 0
1 0 0 0
C
0 1 0 0
1 1 0 1
1 state.
Logic circuits have many uses within aircraft systems, form some simple
circuits controlling landing gear selection to complex circuits within systems
controlling navigation and system operation.
Figure 24 shows a simple logic circuit for an aircraft landing gear system.
+v
RIGHT MAIN GEAR DOWN
DOWN SWITCH
+v
NOSE GEAR
DOWN SWITCH
+v
LEFT MAIN GEAR
DOWN SWITCH
WARNING
HORN
+v
THROTTLE
SWITCH
In order for the DOWN light to illuminate, all three landing gear legs must be
down and locked, for this function an AND gate is used. If all three gears
are not down and locked and the throttle is moved back to approach, then the
NOR gate will activate the horn to warn the crew that they have not selected
the gear DOWN, with the throttle at approach.
The logic circuit at Figure 25 details the various means of starting an engine.
GROUND PNEUMATIC
CONNECTION 2
1-2 VALVE
ENG 1 AIR
PNEUMATIC OVER- AND
PRESSURE (ENG 1) AND OR
OR
ENG 3 AIR
PNEUMATIC OVER-
AND
PRESSURE (ENG 3)
2-3 VALVE
IAS >60kts.
When these conditions are met, a time delay of 5 seconds ensures the aircraft
is airborne sufficiently to make a report with relevant Take-off information.
Figure 26 shows the layout of F50 Mini Aids take-off report.
(GND/FLT) FLT = 0
TAKE-OFF NON
REPORT VOLATILE
VOLITILE
MEMORY
5 SECS
There are two stable cruise reports, Stable Cruise 1 and Stable Cruise 2.
The mini AIDS makes these reports under different conditions. The
conditions of stable cruise 2 are more critical than the conditions of stable
cruise 1. Both cruise reports require the need for the following conditions:
These variations may not exceed these limits for a time period of 64 seconds.
The more critical conditions for an automatic stable cruise 2 report generation
are:
The mini AIDS also monitors the stable cruise 2 variation for a time period of
64 seconds.
COLLECTED
TECHNICAL TRAINING DEPARTMENT
DIGITAL TECHNIQUES
INFORMATION
STABLE
AIR TEMP < 2 C
CRUISE TIME
1 DELAY
ALTITUDE < 300 ft
X 1 SEC
AIRSPEED < 3 kts
RESET
TIME AFTER
DELAY 15 MIN LANDING
2X32SEC COUNTER
DELAY
NON
Figure 27
VOLATILE
MEMORY
PWR
ALTITUDE > 8 000 ft
INTERRUPT
AIRSPEED 145 kts
COLLECTED
NO CHANGE AIR COND
INFORMATION
WRITE
PRESSURE REGULATION TIME INHIBIT
STABLE
CRUISE
ALTITUDE < 100 ft
2
AIRSPEED < 2 kts
STABLE
HIGH PRESS TURB < 0.5% RPM TIME CRUISE
DELAY 1
ENGINE TORQUE < 1% 2X32SEC STABLE
CRUISE
ENGINEERS
2
ENABLE
Figure 27 shows a block schematic diagram of the mini AIDS cruise reporting.
LOGIC CIRCUITS
PAGE 19 of 20
BASIC COMPLEMENTARY COURSE FOR AF & PP
BASIC COMPLEMENTARY COURSE FOR AF & PP
1.14.3 OPERATION
So that the aircraft first meets the conditions for stable cruise 1, the mini AIDS
collects the stable cruise1 report information but does not store it in the non-
volatile memory. A 15-minute counter starts to count at the moment the
aircraft meets the stable cruise 1 conditions.
When the aircraft meets the more critical condition of the stable cruise 2 within
the 15 minutes stable cruise 1 is counting, the mini AIDS stores the stable
cruise 2 information in the non-volatile memory. When the aircraft does not
meet the stable cruise 2 conditions within the 15 minutes, the mini AIDS finally
stores stable cruise 1 into the non-volatile memory.
If the aircraft does not fly for a total of 15 minutes in a stable cruise 1 condition
the mini AIDS stores the stable cruise 1 report in the landing phase 33
seconds after touchdown.
After storage of a report 1 or 2, further stable cruise reports are inhibited for
that flight. There is however an exception;
After a power interrupt, the mini AIDS stores the collected stable
cruise 1 report in the non volatile memory but does not inhibit a new
storage of a stable cruise 1 or 2.
To retrieve the data within the non-volatile memory, a data collector unit, or
Laptop computer downloads the data.
The computer uses the digits "1" and "0" of the binary numbering system to
represent "OFF" and "ON". All data and program information must, therefore,
be converted into binary form, before being fed into the computer circuitry.
In general, aircraft computers only have to perform one particular task so that
fixed programs can be used.
Since the input and output information is continuously changing during flight,
analogue computation provides an obvious means of solving the navigation
problems.
ANALOGUE
INPUT OUTPUT
COMPUTING
DEVICES DEVICES
ELEMENTS
The input devices are radio sensors such as VOR, DME, Omega, ADF,
Doppler, Loran, Decca, ILS, and non-radio sensors such as the Air Data Unit
and Inertial Navigation System. The output of such sensors will be electrical
analogues of the quantities being monitored. The electrical signals contain
the necessary information needed to solve the navigation problem, the
solution being achieved by the computer.
This lack of flexibility, together with limited accuracy and susceptibility to noise
and drift, has led to the introduction of digital computers, made possible by
integrated circuits. Even so, the analogue computer, or rather analogue
computing circuits, are still extensively used because as stated above, the
sensors produce analogue signals.
ANALOGUE
COMPUTING
DME O/P GROUND
DISTANCE DISTANCE SPEED
TO GO INDICATOR
TIME
TIMING
In the digital computer there are basically two types of input, namely
Instructions, and Data from the various radio and non-radio sensors, which
will be referred to collectively as information. Information must of course, be
coded into a form, which the rest of the computer can understand, such as
digital form.
CONTROL
ARITHMETIC
The arithmetic unit performs the actual arithmetic operations called for by
instructions. It can be compared with a calculator.
The control unit directs the overall functioning of the computer according to
the program of instructions in store. This program is known as software as
opposed to the actual circuitry, which is termed hardware. Although control is
drawn as a separate unit in the functional block diagram, the control
hardware, which comprises timing circuits and electronic switches, is spread
throughout the computer.
Information is read into the appropriate address of the store under the control
of the software. In aircraft navigation applications, incoming data from
sensors updates the contents of the store at a rate dependent upon the timing
of the computer control.
The final control function will be to transfer data from store to the output as a
result of built in instructions, or on specific instructions from the pilot.
1.4 BUSES
It can be seen from Figure 4 that there are three buses - the data bus, the
address bus, and the control bus. Each bus consists of a group of parallel
wires.
The data bus transfers data between memory, CPU and I/O units, under the
control of signals sent through the control bus. For example, if data is to be
transferred (sent) from the CPU to a memory location, the control unit within
the CPU places an output instruction on the CPU, and write instruction on the
memory unit. When the data arrives at the memory, it must be written into the
memory at a given address. The address is already present, having been
sent by the CPU along the address bus. Hence, data is stored at the memory
address given. Note that if the transfer had been from the CPU to an I/O
device, the address of the I/O device would have been given.
The address bus is one-way only. The control bus usually has one set of
wires for input sensing lines, and one set for output controls.
Data buses are usually bi-directional; that is, data is either transferred, or
fetched along the same set of wires. The control unit usually decides in which
direction data will travel. If there are several peripherals, and these all wish to
use the CPU at the same time, some method of priority must be established.
There are various ways of achieving this. One method uses the control unit to
select the lucky peripheral, whilst another method lets the peripherals
themselves automatically decide which peripheral takes control.
ADDRESS
I/P CONTROL
INPUT/OUTPUT CLOCK
CLOCK CONTROL &&
INPUT/OUTPUT
MEMORY ARITHMETIC
ARITHMETIC
UNIT
UNIT
O/P UNIT
UNIT
CPU
CONTROL BUS
DATA BUS
Computer Buses
Figure 4
This unit provides the interface between the computer and the computer
peripherals. A computer peripheral is any unit, which is attached to, but is not
part of, the computer - e.g. visual display units, teleprinters, etc. A simple
computing system may have only one input and one output. In such cases,
an analogue-to-digital converter (ADC) may suffice for the input, and a digital-
to-analogue converter (DAC) for the output. Alternatively, complex-computing
systems can literally service thousands of peripherals.
Figure 5 illustrates a simple I/O unit. The I/O unit can be described as a fan-
out (and fan-in) device. The computer's 8-bit bi-directional data bus can be
connected to port 1, 2 or 3. The port chosen is dependent upon the address,
on the address bus. The system illustrated allows three peripherals to
communicate with the computer. Only one peripheral at a time can send data
to the computer, or receive data from the computer. However, this is not a
problem, because the computer works very much faster than the peripheral,
and hence, it appears that the computer services all three peripherals
ADDRESS BUS
simultaneously.
Input/Output Unit
Figure 5
1.6 MEMORY
The memory unit is used for the storage of binary coded information.
Information consists of instructions and data where:
There are two types of semi-conductor primary memory: ROM (Read Only
Memory) and RAM (Random Access memory). Both types employ solid state
circuitry, and are packaged in IC form.
DATA BUS
TO TO
INPUT/OUTPUT CPU
DEVICE
ROM RAM
TO
INPUT/OUTPUT FROM
DEVICE CPU
ADDRESS BUS
The RAM-type memory will allow data to be written into it, as well as read
from it.
With very few exceptions, RAMS lose their contents when the power is
removed
and are thus known as Volatile memory devices. All computers use RAM to
store data and programs written into it either from keyboard, or external
sources
such as magnetic tape/disk devices.
RAMs are often described in terms of the number of bits, i.e. 1s and 0s, of
data
that they hold, or in terms of the number of data words, i.e. groups of bits,
they
can hold. Thus a 16384 bit ram can hold 16384 1s and 0s. This data could
be
arranged as 16384 1-bit words, 4096 4-bit words or 2084 8-bit words.
Semiconductor memories vary in size, e.g. 4K, 64K, 128K, etc. Hence we are
K =210 = 1024
Static RAM.
Dynamic RAM.
The essential difference between them is the way in which bits are stored in
the RAM chips. In a static RAM, the bits of data are written in the RAM just
once and then left until the data is either read or changed. In a dynamic RAM,
the bits of data are repeatedly rewritten in the RAM to ensure that the data is
not forgotten.
Flip-Flops are the basic memory cells in a static RAM. Each flip-flop is based
on either two bipolar transistors or two Metal Oxide Semiconductors Field-
Effect Transistors (MOSFETS). As many of these memory cells are needed
as there are bits to be stored. Thus, in a 16K-bit static memory there are
16384 flip-flops, i.e. 32768 transistors. All these transistors are
accommodated on a single silicon chip approximately 4mm2. Figure 7 shows
a basic memory cell in a static RAM
+5V
TR1 TR2
= 32,768 TRANSISTORS
The 7489 TTL Ram package has 64 memory cells, each cell is capable of
holding a single bit of data. The cells are organised into locations, and each
location is capable of holding a 4-bit word. Thus the 7489 is capable of
storing 4-sixteen 4-bit words, i.e. four memory cells are used at each location.
Figure 8 shows the memory organisation of the 7489 static RAM.
OUTPUT 4
OUTPUT 3
INPUT 4
INPUT 3
ADDRESS
SENSE
DATA
SENSE
DATA
B,C & D
Vcc
16 15 14 13 12 11 10 9
B C D D4 S4 D3
A
S3
ME WE D1 S1 D2 S2
OUTPUT 2
OUTPUT 1
INPUT 1
INPUT 2
SENSE
SENSE
DATA
DATA
1 0 1 1 0
A
0 1 1 0 1
ENABLES 0 0 1 1 2
0 1 0 0 3
4
4 BIT
ADDRESS 5
6
16 LOCATIONS
1101 7
EACH HOLDING
8 FOUR BITS
9
10
11
READ/WRITE
SIGNALS 12
1 1 0 1 13
14
15
4 BIT 1 1 0 1 1 1 0 1 4 BIT
DATA IN DATA OUT
Each location is identified by a unique 4-bit address so that data can only be
written or read from that location. The number of words stored in the memory
determines the length of the address word. I.E. 16 = 24.
The problem with RAM is that its memory is volatile, i.e. it loses all its data
when the power supply is removed. A non-volatile memory is a permanent
memory that never forgets its data. One type of non-volatile memory is the
Read Only Memory (ROM). A ROM has a pattern of 0s and 1s imprinted in its
memory by the manufacturer. It is not possible to write new data into a ROM,
which is why it is called a Read-Only Memory.
Although the wire carrying the current is wound round the ring, the same
effect is obtained if the wire passes through the ring. This is a more
convenient way to set the magnetic state of each ring when a plane of cores
is built. The advantage of this type of memory is that when the power is
removed it holds its state, i.e. it is a non-volatile memory. A matrix of cores
containing 16 bits of information is shown in Figure 10.
Y1 Y2 Y3 Y4
CURRENT IS
X1 INSUFFICIENT
TO MAGNETIZE
CORE WITH ONLY
ONE CURRENT
X2
X3
X4
X1 & Y1 CURRENT
MAGNETIZES THE
CORE
The user can program a PROM after purchase. Each memory bit element in
the PROM contains a nichrome or silicon link that acts as a fuse. The user
can selectively 'but out' or 'blow' these fuses by applying pulses of current to
the appropriate pins of the IC. A memory element with a non-ruptured fuse
stores a 1 and a ruptured fuse stores a 0. The programming is irreversible, so
it must be right first time. Figure 11 shows the circuit for a PROM.
0
FUSE 1
TR1 LINK NO FUSE
LINK
ADDRESS
LINE LOGIC LOGIC
0 1
TR2
0V
PROM Circuit
Figure 11
PROMs are capable of high operating speeds, but consume a relatively large
amount of power. However, since they are non-volatile, they can be switched
off when not being accessed.
This memory device combines the non-volatility of the ROM with the
electrically alterable characteristic of the RAM. It is, therefore, considered as
a non-volatile RAM.
The CPU is the heart of any computing system. It executes the individual
machine instructions, which make up a program. The CPU is formed from the
following interconnected units:
2. Registers.
3. Control Unit.
CPU
ARITHMETIC INPUT
C
UNIT OUTPUT
O UNIT
M
P
U
T
CONTROL E
R
CLOCK
H
I
G
H MEMORY
W
MEMORY A
(REGISTERS) Y
ALU. This is where the mathematics and logic functions are implemented.
Registers. These are temporary storage units within the CPU. Some
registers have dedicated uses, such as the program counter register and the
instruction register. Other registers may be used for storing either data or
program information. Figure 14 illustrates the principal registers within the
CPU.
PROGRAM
COUNTER PORT 1
REGISTER
INPUT
OUTPUT
ADDRESS PORT 2
INSTRUCTION DECODE
DECODE
REGISTER PORT 3
CONTROL I
UNIT N
T
E
R
N
A
ACCUMULATOR L
REGISTER
H MEMORY
I ADDRESS
TIMING G REGISTER
H
W
A
Y
TEMPORARY REGISTER
MEMORY
STATUS FLAG
REGISTER
The accumulator register. This register is really part of the ALU, and it is
the main register used for calculations. Consequently, it always stores one of
the operands, which is to be operated on by the ALU. The other operand may
be stored in any temporary register.
There are many other registers within a CPU, some of which are general-
purpose registers. These can be used to store operands or intermediate data
within the CPU, thus eliminating the need to pass intermediate results back
and forth between memory and accumulator.
The control unit. This unit is responsible for the overall action of the
computer. It coordinates the units, so that events take place in the correct
sequence and at the right time. Because it is responsible for timing
operations it includes a clock (normally crystal controlled), so that instructions
and data can be transferred between units under strict timing control
(synchronous operation). The crystal and the clock generator may either be
contained within the CPU, or supplied as separate components.
The three fundamental units, which comprise a CPU, have now been
discussed in general terms. So too has a microprocessor, because a
microprocessor can be defined as the central processing part of a computer
contained within an IC (Integrated Circuit). Figure 15 illustrates how a
microprocessor can be used as part of a microcomputer.
OUTPUT
INPUT/
OUTPUT
PORTS INPUT
ROM
MICROPROCESSOR
COMPUTER HIGHWAY
(CPU)
RAM
Elementary Microcomputer
Figure 15
2. Performance Management.
The FMS utilizes two Flight Management Computers (FMC) for redundancy
purposes. During normal operation both computers crosstalk; that is, they
share and compare information through the data bus. Each computer is
capable of operating completely independently in the event of one failed unit.
FMS FMS
CDU 1 CDU 2
AFCAS
EICAS
FMC 1 FMC 2
TMS
The FMC contains a large nonvolatile memory that stores performance and
navigation data along with the necessary operating programs. Portions of the
nonvolatile memory are used to store information concerning:
Since this information changes, the FMS incorporates a Data Loader. The
data loader is either a tape or disk drive that can be plugged into the FMC.
This data is updated every 28 days.
ROLL AILERON
NAV DATA CHANNEL CONTROL
BASE
PITCH ELEVATOR
BUFFER
CHANNEL CONTROL
A
F DAT
PER
OPERATION
MODE THRUST
MEMORY STORAGE PROGRAM TARGET LEVER
16 BIT WORDS REQUESTS CONTROL
Variable parameters for a specific flight are entered into the FMS by either
data loader, or Control Display Unit (CDU). This data will set the required
performance for least-cost or least-time en-route configuration.
The CDU provides a means for the crew to communicate with the FMC. It
contains pushbutton key controllers and a display screen. The keys are of
two types: -
When, for example, a departure point is entered using alphanumeric keys, the
information is often held in a temporary register and displayed to the pilot; this
is known as a scratchpad display. Once the pilot has checked the information
is correct, he can enter the data into the computer store by pressing the
appropriate dedicated key typically labelled "Load" or "Enter".
LINE
SELECT
KEYS
DISPLAY
SCREEN
ALPHANUMERIC
FUNCTION KEYPAD
SELECT
KEYS
NEXT
PPOS PHASE PERF 1 2 3
EXEC
AIR
DIR FUEL PORTS 4 5 6
HDG MSG
SEL DATA FIX 7 8 9
DISPLAY
START 0 CLEAR BRIGHTNESS
ENG CONTROL
OUT
A B C D E F G
SPEC
F-PLN H I J K L M N
O P Q R S T U
V W X Y Z /
FMS CDU.
Figure 18
During a normal flight, the FMS sends navigation data to the EFIS, which can
then display a route map on the EHSI. If the flight plan is altered by the flight
crew en-route, then the EHSI map will change automatically.
FROM CONTROL
SENSORS:
VOR/DME - OMEGA
A
DOPPLER - COMPASS D
ETC
REGISTERS TO
FROM CONTROL SEQUENCING STORE
MAGNETIC TAPE &
CASSETTE/CARTRIDGE ADDRESSING
PUSH BUTTON
CONTROLLER
ALPHANUMERIC
DEDICATED
TO CONTROL
Computer Inputs
Figure 19
These analogue signals must be converted into digital signals before being
fed to the computer memory. ADCs, which may be an integral part of the
Many different kinds of output device are used, including traditional devices
such as relative bearing indicators and steering indicators. With these,
suitably designed digital to analogue converters must be used. Similar
outputs could be fed to an autopilot.
Digital read out can be obtained by use of hybrid (digital and analogue) servo
systems, which position an output counter drum or alternatively by use of 7
segment indicators. A ROM, which has the wired in program to convert from
binary code to the appropriate drive, drives the segments, which may be light
emitting diodes (LED) or liquid crystals (LCD).
Cathode ray tubes (CRT) are being increasingly used as output devices both
for display of alphanumeric information and, less commonly, electronic maps.
CRTs are essentially analogue devices and as such require DACs, which will
provide the necessary fairly, complicated drives.
The time interval required to communicate with the memory, or storage unit of
a digital computer, or the time interval between the instant at which the
arithmetic unit calls for information from the memory and the instant at which
this information is delivered.
1.17.2 ADDRESS
1.17.6 DECODER
1.17.8 INSTRUCTION
1.17.9 LANGUAGE
1.17.12 PROGRAMME
The actual time during which a physical process takes place and a
computation related to it, resulting in its guidance: or, As it happens.
1.17.14 ROUTINE
An ordered set of characters which has at least one meaning and is stored,
transferred, or operated upon by the computer circuits as a unit.
1 FIBRE OPTICS
Light travels in straight lines, even though lenses and mirrors can deflect it,
light still travels in a straight line between optical devices. This is fine for most
purposes; cameras, binoculars, etc. wouldnt form images correctly if light
didnt travel in a straight line. However, there are times when we need to look
round corners, or probe inside places that are not in a straight line from our
eyes. That is why FIBRE OPTICS have been developed.
The working of optical fibres depend on the basic principle of optics and the
interaction of light with matter. From a physical standpoint, light can be seen
either as Electromagnetic Waves or as Photons. For optics, light should
be considered as rays travelling in straight lines between optical elements,
which can reflect or refract (bend) them.
The most important optical measurement for any transparent material is its
refractive index (n). The refractive index is the ratio of the speed of light (c) in
a vacuum to the speed of light in the medium:
The angle of incidence and refraction are measured not from the plane of the
surfaces but from a line perpendicular to the surfaces. The relationship is
known as Snells Law, which is written; ni sin I = nr sin R, where ni and nr are
the refractive indexes of the initial medium and the medium into which the
light is refracted. I and R are the angles of incidence and refraction.
ANGLE OF
INCIDENCE
LIGHT AIR
NORMAL LINE
I PERPENDICULAR
TO GLASS SURFACE
GLASS
R
ANGLE OF
REFRACTION
Snells law indicates that refraction cant take place when the angle of
incidence is too large. If the angle of incidence exceeds a critical angle,
where the sine of the angle of refraction would equal one, light cannot get out
of the medium. Instead the light undergoes total internal reflection and
bounces back into the medium.
Figure 2 illustrates the law that the angle of incidence equals the angle of
reflection. It is this phenomenon of total internal reflection that keeps light
confined within a fibre optic.
TOTAL
INTERNAL
REFLECTION
41.9
1 2
Critical Angle
Figure 2
The two key elements of an optical fibre are its Core and Cladding. The
core is the inner part of the fibre, through which light is guided. The cladding
surrounds it completely. The refractive index of the core is higher than that of
the cladding, so light in the core that strikes the boundary with cladding at a
glancing angle is confined in the core by total internal reflection. Figure 3
shows the make up of a fibre optic.
CORE
LIGHT RAY
CLADDING
LIGHT RAY STRIKES THE CLADDING
AT AN ANGLE GREATER THAN THE
CRITICAL ANGLE, THEREFORE THE
LIGHT RAY IS REFLECTED RATHER
THAN BEING REFRACTED.
When fibre optics were first developed in the 1950s, no one believed that
much light could be coupled into a single fibre. Instead they grouped fibres
into bundles to collect a reasonable amount of light. Only when LASERS
made highly directional beams possible did researchers seriously begin to
consider using single optical fibres.
Figure 4 shows light coupling into a fibre optic and the construction of a fibre
optic cable.
ACCEPTANCE
ANGLE
FILLER
OPTICAL
FIBRES
OPTICAL
SEPARATOR FIBRES
TAPE
ARAMID
YARN OUTER
JACKET
SEPARATOR
FILLER
END TAPE
STRANDS
VIEW
1.4 ALIGNMENT
Coupling light between fibres requires careful alignment and tight tolerances.
The highest efficiency comes when the ends of the two fibres are permanently
joined. Temporary junctions between two fibre ends, made by connectors,
have a slightly higher loss but allow much greater flexibility in reconfiguring a
fibre optic network.
LATERAL MISALIGNMENT
ANGULAR MISALIGNMENT
AXIAL MISALIGNMENT
FIBRE OPTIC
CABLE
STRAIN RELIEF
BOOT
BACKSHELL
THREADED
COUPLING
JACK
COUPLING
SCREW
RING
FIBRE CERAMIC
OPTIC TERMINUS
ALIGNMENT ALIGNMENT
HOLE SLEEVES
PINS
RECEPTACLE PLUG
Type A Connector
Figure 6
FIBRE OPTIC
CABLE
STRAIN RELIEF
BOOT
BACKSHELL
THREADED
COUPLING
COUPLING
RING
PROTECTIVE ALIGNMENT
ALIGNMENT WINDOW HOLE
PINS
RECEPTACLE PLUG
Type B Connector
Figure 7
BACKSHELL
PROTECTIVE RECEPTACLE
WINDOW CONNECTOR
Type C Connector
Figure 8
Figure 9 shows how the light is transferred in the type B and C connectors
using miniature lenses and protective window.
TYPE A PLUG
CONNECTOR
ASSEMBLY
STRAIN
IDENTIFICATION
RELIEF
SLEEVE
MATE WITH
BACKSHELL IDENTIFICATION
SLEEVE
TYPE B PLUG
CONNECTOR
ASSEMBLY
STRAIN
IDENTIFICATION
RELIEF
SLEEVE
MATE WITH
BACKSHELL IDENTIFICATION
SLEEVE
TYPE C PLUG
CONNECTOR ASSEMBLY
STRAIN
IDENTIFICATION
RELIEF
SLEEVE
MATE WITH
BACKSHELL IDENTIFICATION
MOUNTING SLEEVE
FLANGE
Difficult to join.
1.8 SAFETY
Before the face of the connector is examined either one of these conditions
must be satisfied:
3. The infra-red light is launched into the fibres, which conduct it to the
receiver.
BEND
RADIUS
>1.5" FIBRE
OPTIC
CABLE
STRAIN
RELIEF
1" MIN
EQUIPMENT
TYPE B
PLUG
This is the European standard data bus with a 20 Mbit/sec data rate and will
enter service with the new Eurofighter 2000. This advanced data bus system
provides an evolutionary increase in capability by using MIL STD 1553B as
the controlling protocol for high speed (20Mbit/sec), message transfer over a
fibre optic network. Figure 17 shows the architecture of the STANAG 3910
data bus system.
UPTO 31
SUB-SYSTEMS
CONTROL &
LOW SPEED
DATA BUS
HIGH SPEED
DATA BUS FIBRE OPTIC
STAR
COUPLER
The optical star coupler allows light signals from each fibre stub to be coupled
into the other fibre stubs and then to the other sub-systems. The data bus
also has the normal operation of the MIL STD 1553B data bus.
The USA is developing its own version of a fibre optic data bus system. This
is a High Speed Data Bus (HSDB), and uses Linear Token Passing as its
controlling protocol. It operates at 50 Mbits/sec and operates to connect up to
128 sub-systems. Figure 18 shows the architecture of the Linear Token
Passing High Speed Data Bus (LTPHSDB).
UPTO 128
SUB-SYSTEMS
FIBRE OPTIC
STAR
COUPLER
Extensive tests have been carried out using the Fly-by-Light technology. It
has huge advantages over the current Fly-by-Wire systems. Fibre optic
cabling is unaffected by EMI and has a considerably faster data transfer rate
(20 Mbit/sec to 100 Mbit/sec). The systems are also lighter than conventional
screened cabled systems, since fibre optic cable is lighter than conventional
cable and offers great weight saving. Figure 19 shows the configuration of a
fly-by-light system
MOTION
SENSORS ELECTRICAL CABLE
FLIGHT ACTUATOR
CONTROL CONTROL
COMPUTER ELECTRONICS
ACTUATOR
AIR
DATA
COMPUTER
CONTROL
SURFACE
Fly-By-Light System
Figure 19
1.10.4 OPERATION
Fibre optic cable interconnects the units of the flight control system and
eliminates the possibility of propagating electrical faults between units. They
are bi-directional and can be used to convey the system status to the flight
crews control and display panel.
1 ELECTRONIC DISPLAYS
1.1 GENERAL
There are three different methods for displaying digital data, these are:
Displays of LED and LCD types are usually limited to the application in which
a single register of alphanumeric values is required, and are based on the
seven segment or the dot matrix configuration. CRT type displays have a
wider use and can display navigation, engine performance and system status
information. Table 1 shows the different applications for electronic displays.
Figure 1 shows a typical flight-deck instrument panel and the different types of
display used.
LED
DISPLAYS
CRT LCD
DISPLAYS DISPLAYS
SEVEN-SEGMENT CONFIGURATION
THIRTEEN-SEGMENT CONFIGURATION
In the dot matrix display the patterns generated for each individual character
is made up of a specific number of illuminated dots arranged in columns and
rows. Figure 3 shows the arrangement for a 4 X 7 configuration (4 columns
and 7 rows).
7
ROWS
4 COLUMNS
One of the most common light sources used in electronics is the Light
Emitting Diode (LED). A LED is a two terminal semiconductor device
comprising a p-n junction, which conducts in one direction only. This
semiconductor material emits light when the p-n junction is forward biased
and a current is flowing through it. LEDs can be manufactured to emit visible
or invisible (infra-red) light.
LEDs are reliable and have a very long life if treated carefully. Light emission
in different colours of the spectrum can, when required, be obtained by
varying the proportions of the elements comprising the chip, and also by a
technique of "doping" with other elements, i.e. nitrogen. Current consumption
(typically about 5 20 mA) generally limits the usefulness of a LED to
equipment that is not battery powered.
1.3.1 OPERATION
The phenomenon which results in the emission of light from a LED is called
Electroluminescence, or Injection Luminescence, and is due to the
hole/electron recombinations that take place near a forward biased p-n
junction.
When electrons are injected into the n region of a p-n diode and are swept
through the region near the junction, they recombine with holes in the region.
This generates electromagnetic waves of a frequency determined by the
difference in the energy levels of the electron and the hole. In order for this
recombination to result in luminescence, there must be a net change in the
energy levels, and the proton generated must not be recaptured in the
material. Figure 4 shows the operation of a LED.
BIAS
RECOMBINATIONS
JUNCTION
INJECTED
CONTACT ELECTRONS
LED Operation
Figure 4
LEDs can also be used in a dot-matrix configuration. Each dot making up the
decimal numbers is an individual LED and can be arranged either in a 4 X 7
or 5 X 9 configuration. Figure 7 shows an Engine Speed Indicator, the dial
portion of the indicator is an analogue type, however it uses an LED dot-
matrix configuration for the digital readout of engine speed.
ANALOGUE
ENGINE
DOT MATRIX SPEED
LED DISPLAY 40 INDICATOR
ENGINE SPEED 20 60
N1
0 % RPM 80
100
Smith's
The digital counter is of unique design in that its signal drive circuit causes an
apparent "rolling" effect of the digits which simulates the action of a
mechanical drum-type counter as it responds to the changes in engine speed.
MAN SET
% RPM
12 0 12 0 4 X 7 MATRIX
72 65 4 DISPLAY
72 65
10 2 10 2
8
6
4 N 8
6
1
84 8
7
84 87
EGT
% RPM
LED
DISPLAY
5 5
100 4 N 100 4
2
X1000
6 0 6 0
2
5
4
27 1 2
1 5
27 21 1
4 2
3 3
FF/FU
PULL PULL
KGPH/KG
TO TO
SET SET
N1 N1
RESET
FUEL FUEL
PUSH
USED USED
Liquid Crystal Displays (LCD) are not actually light sources - they generate no
light, merely filtering incident light, in a controlled manner. The LCDs seen in
watches, clocks and calculators etc, all work by the same principle.
However, a voltage applied across the plates causes the liquid crystals to
change direction in an attempt to repolarise themselves with the applied
voltage. As they turn, they interact with the current flowing between the plates
and a state of turbulence is created. The moving particles scatter the incident
light, randomly reflecting and refracting it. Little light is reflected back to the
observer, so the area between the transparent plates appears dark.
Selection of the areas, which are turned dark by using a number of plates and
different shaped plates, means that practically any shape of character may be
displayed.
TRANSPARENT
CONDUCTIVE
PLATES
INCIDENT LIGHT
REFLECTED LIGHT
TRANSPARENT OPAQUE
LED Operation
Figure 9
LIQUID CRYSTAL
LAYER
(TYPICAL SPACING = 10 MICRONS) SEVEN SEGMENT
ELECTRODE
MIRROR IMAGE
(NOT SEGMENTED)
FRONT PLATE
BACK PLATE
SEGMENT
CONTACTS
COMMON
RETURN
CONTACT
Seven-Segment LCD
Figure 10
The space between the plates is filled with a liquid crystal compound, and the
complete assembly is hermetically sealed with a special thermoplastic
material to prevent contamination.
1 0
1
1
2 0 BCD TO 7 0
SEGMENT 0
4 1 DECODER
1
8 0 0
0
Displays of this type, which are based on the electron beam scanning
technique, have been used in aircraft for many years. They were first used to
display weather radar information and have continued to be an essential part
of the Avionics Fit in todays modern aircraft.
The CRT is a thermionic device, i.e. one in which electrons are liberated as a
result of heat energy. It consists of an evacuated glass envelope inside which
are positioned an Electron Gun, Beam-Focusing and Beam-Deflection
system. The inside surface of the screen is coated with a crystalline solid
material known as a phosphor.
GRAPHITE COATING
(COLLECTS SECONDARY ELECTRONS
TO PREVENT SCREEN BECOMING
NEGATIVELY CHARGED)
DEFLECTING
COILS
CATHODE
ANODE
HEATER
GRID GLASS
ENVELOPE ELECTRON
BEAM
PERMANENT
MAGNETS
(BEAM FOCUSING) SCREEN
The cathode is a tube of metal closed at one end, with a coating of material
that will emit electrons when heated, covering the closed end. To operate the
cathode needs to be heated; this is achieved using a coil of insulated wire
connected to the cathode.
Because the screen of the CRT contains conducting material at a high voltage
(5 - 15kV), electrons will be attracted away from the cathode.
The free electrons have to pass through a pinhole in a metal plate (Control
Grid). Altering the voltage of the grid can control the movement of the
electrons through this hole. The voltage of the grid is always negative w.r.t.
Cathode.
The free electrons are then formed into a beam by the action of the first
anode. The anode is of a cylindrical shape and by adjusting the voltage on
the anode, the beam can be made to come to a small point at the screen end
of the CRT. The screen end of the CRT is coated with a material called a
Phosphor, which will glow when struck by electrons. The phosphor is usually
coated with a thin film of aluminum so that it can be connected to the final
accelerating (anode) voltage. The whole tube is formed as a vacuum.
CONNECTED TO
CONDUCTIVE COATING
ON GLASS
CATHODE
HEATER
0V -50V +300V +5 kV
CRT Voltages
Figure 13
This arrangement will produce a point of light at the centre of the screen, but
to make the CRT useful for displaying data, this beam of electrons must be
able to be moved around the screen. For this, two sets of metal plates are
used and if a voltage is passed through them, then the beam will deflect on
the screen. These plates are called Deflection Plates. These plates are
arranged at right angles to each other. The beam can be deflected if a
voltage is applied to these plates; this is called Electrostatic deflection.
Movement of the beam left/right is controlled by the X Plates, with the Y
Plates controlling movement up/down.
Y DEFLECTION
PLATES
ANODE
X DEFLECTION
PLATES
The other method used for deflection is Electromagnetic. This method is used
for TV, computer monitors and most aircraft CRT displays. As an electron
moves, it constitutes an electric current, and so a magnetic field will exist
around it in the same way as a field around a current-carrying conductor.
In the same way that a conductor will experience a deflecting force when
placed in a permanent magnetic field, so an electron beam can be forced to
move when subjected to electromagnetic fields acting across the space within
the tube. Coils are therefore provided around the neck of the tube, and are
configured so that fields are produced horizontally (Y-axis field) and vertically
(X-axis field). The coils are connected to the signal sources whose variables
are to be displayed. The electron beam can be deflected to the left or right,
up or down or along a resultant direction depending on the polarities produced
by the coils, and on whether one alone is energised, or both are energised
simultaneously.
MAGNETIC FIELD
N
NECK OF
THE TUBE
ELECTRON BEAM S
COMING OUT OF
THE PAPER
VERTICALLY DISPOSED MAGNETIC
COIL PRODUCES HORIZONTAL
DEFLECTION OF THE BEAM
N
S
Electromagnetic Deflection
Figure 15
The most common form of deflection for CRT is a Linear Sweep. This means that the beam is taken
across the screen at a steady rate from one edge to the other, and is then returned very rapidly (an
action called Fly Back). To generate such a linear sweep in electrostatic deflection, a Saw-tooth
Waveform is used. . Figure 16 shows a Saw-tooth Waveform.
RAMP OR
CURRENT SWEEP
FLYBACK
TIME
Saw-tooth Waveform
Figure 16
The sawtooth voltage waveform derived for the electrostatic time base is no
use for electromagnetic coil deflection because a voltage sawtooth will not
produce a linear rise of current through the deflection coils.
Inductor voltage is proportional to the rate of change of current and since the
rate of change of current is constant, then the voltage across the inductor
must also be constant. A constant applied voltage, therefore, will produce a
linear current ramp in an inductor.
To provide for both resistance and inductance, the voltage applied to the scan
coils to produce a linear current ramp must be a constant value for the
inductance and a voltage ramp for the resistance, giving the distinctive
ELECTRONIC INSTRUMENT SYSTEM ELECTRONIC DISPLAYS
PAGE 20 of 21
BASIC COMPLEMENTARY COURSE FOR AF & PP
MAX
IDEAL
CURRENT 0
MAX
VOLTAGE
ACROSS R 0
MAX
VOLTAGE
ACROSS L 0
MAX
RESULTANT
TRAPEZOIDAL
VOLTAGE
0
Effect on Aircraft FAR 25.1309 & No significant Reduction of the aircraft capability or Prevention of
and occupants of JAR 25.1309 degradation of of the crew ability to cope with continued safe
failure conditions definitions aircraft capability adverse operating conditions flight and landing
or design error or crew ability of the aircraft
Large reduction
Slight reduction Significant in safety margins
of safety reduction in Physical distress
margins, safety margins or workload such
Slight increase in Reduction in the that the flight
ACJ No 1 workload, e.g. ability of the flight crew cannot be
Jar 25.1309 routine changes crew such that relied upon to Loss of aircraft
definitions in flight or plan or they cannot be perform their and/or fatalities
Physical effects relied upon to tasks accurately
but no injury to perform their or completely, or
occupants tasks accurately, serious injury to
or injury to or death of a
occupants relatively small
proportion of the
occupants
ACJ No 1 to JAR 25.1309 Minor Effect Major Effect Hazardous Effect Catastrophic
Definition of Criticality Category Effect
FAA Advisory Circular 25.1409-1 Non-essential Essential Critical
definition of Criticality Category
DO-178A/ED-12A Level 3 Level 2 Level 1
Software level*
Table 1
The size of the final software design should be stated, e.g. in terms of
memory bytes, number of modules. The language(s) used should also
be stated.
(b) Criticality Categories and Software Levels This section should state
the software levels applicable to the various parts of the software. The
rationale for their choice should be stated, either directly, or by
reference to other documents.
(c) Design Disciplines This section should briefly describe the design
procedures and associated disciplines, which were applied to ensure
the quality of the software. The Organisations which were involved in
the production and testing (including flight-testing) of the software
should be identified and their responsibilities stated.
(e) Software Verification Plan This section should briefly summarise the
plan (Document No. 11 as defined in DO-178A/ED-12A) and the test
results.
The CAA will require the design and investigation of modifications, including
those proposed by the aircraft operator, to involve the support service
provided by the responsible Design Organisation. The re-certification effort
will need to be related to the software levels.
Aircraft operators will need to ensure that their defect reporting procedures
will report software problems to the responsible Design Organisation.
1 ELECTROMAGNETIC ENVIRONMENT
With the development of electronics and digital systems in aviation, aircraft
are becoming increasingly susceptible to High Intensity Radio Frequencies
(HIRF). Design philosophies in the area of aircraft bonding for protection
against HIRF employ methods which may not have been encountered
previously by maintenance personnel. Because of this, HIRF protection can
be unintentionally compromised during normal maintenance, repair and
modification. It is therefore critical that procedures contained in assembly and
repair manuals contain reliable procedures to detect any incorrect installation,
which could degrade the HIRF protection features.
There are three primary areas to be considered for aircraft operating in HIRF
environments.
Tests of HIRF protection carried out depend upon the criticality of the system
under test. Types of test are as follows.
1.4 DC RESISTANCE
The milliohm meter is often used to measure the ground path resistance of
ground straps or bonding. This technique is limited to the indication of only
single path resistance values.
The test set-up requires simple test equipment, refer to Figure 1. A current of
about 1 kHz is fed into the conduit under test while measuring the voltage
necessary to drive that current. Other versions of the loop impedance test
arrangement use different frequencies (200 Hz is typical), and provide the
resistive and reactive parts of the loop impedance.
VOLTAGE CURRENT
GENERATOR MONITOR
(AC MILLI-VIOLTS)
CLAMP-ON CURRENT
TRANSFORMER
V1 II
CLAMP-ON CURRENT
FIXING HARDWARE TRANSFORMER
PROVIDING ELECTRICAL
BONDING
CONDUIT
STRUCTURE
If, in practice, the current is set to 1A, the voltage figure, when expressed in
millivolts, gives the loop impedance in milliohms directly. The loop impedance
is normally in the range 1-100 milliohms. In this range, accurate results can
easily be achieved.
If too high loop impedance is found, the joint determining the problem has to
be identified. This can be performed by measuring the voltage drop across
each joint. The joint with the high voltage drop across it is the defective one,
refer to Figure 2.
VOLTAGE
GENERATOR
VOLTAGE
CLAMP-ON CURRENT MONITOR
TRANSFORMER
V1
V2
FIXING NUT
BAD JOINT
FERRULE
BRACKET
CONDUIT
STRUCTURE
As there is no need for a wide band swept RF generator, the test equipment
can be quite simple and easy to handle. Hand held battery powered test
equipment, especially designed for production monitoring and routine
maintenance, is available on the market.
1.9 DEGAUSSING
1.1.1 INTRODUCTION
In the ECAM system (originally developed for Airbus aircraft), data relating to
the primary system is displayed in checklist, pictorial or abbreviated form on
two Cathode Ray Tube (CRT) units.
WARN WARN
CAUT CAUT
ECAM
CONTROL PANEL
The two FWCs acquire all data necessary for the generation of alert
messages associated with the relevant system failures:
Directly form the aircraft sensors or systems for warnings (mainly identified
by red colour).
Through the SDACs for cautions from the aircraft systems (mainly
identified by amber colour).
The two SDACs acquire from the aircraft systems malfunctions/failure data
corresponding to caution situations and send them to the FWCs for
generation of the corresponding alert and procedure messages. The two
SDACs acquire then send to the 3 DMCs all aircraft system signals necessary
for display of the system information and engine monitoring secondary
parameters through animated synoptic diagrams.
All signals (discrete, analog, digital) entering the SDACs are concentrated and
converted into digital format.
The 3 DMCs are identical. Each integrates the EFIS/ECAM functions and is
able to drive either ECAM display units (engine/warning or system/status).
The DMCs acquire and process all the signals received from various aircraft
sensors and computers in order to generate proper codes of graphic
instructions corresponding to the images to be displayed.
400
350 60
1
300 8 4 0 80
MACH 9
250 120
IAS
240 KNOTS
140
220
180
200
LDG GEAR
5
GRVTY EXTN
RESET
OFF
DOWN
There are four display modes, three of which are automatically selected and
referred to as phase-related, advisory (mode and status), and failure-related
modes. The fourth mode is manual and permits the selection of diagrams
related to any one of 12 of the aircrafts systems for routine checking, and the
selection of status messages, provided no warnings have been triggered for
display.
In normal operation the automatic flight phase-related mode is used, and the
displays will be appropriate to the current phase of aircraft operation, i.e. Pre-
flight, Take-off, Climb, Cruise, Descent, Approach, and post landing. Figure 7
shows display modes. The upper display shows the display for pre-take off,
the lower is that displayed for the cruise.
ENGINE
VIB (N1)
5 10 5 10 0.8 0.9
F.USED
8 7. 0 6 5. 0 KG
N1 1530 1530
% FOB : 14000KG VIB (N2)
OIL 1.2 1.3
10 10 QTY
5 5 FLAP
S F 11.5 11.5
6 50 4 80
EG T
C AIR
LDG ELEV AUTO 500FT
N2 FULL
80 % 80.2
CAB V/S FT/MIN
CKPT 20 FWD 22 AFT 23
FF
1500 KG/H
1500 24 22 24 250
CAB ALT FT
4150
NO SMOKING: ON
SE AT BE LTS: ON LDG INHIBIT
SP LRS: FULL APU BLEED
TAT +19 C G.W. 60300 KG
FLAPS : FULL
SAT +17 C 23 H 56 C.G. 28.1 %
This mode provides the flight crew with a summary of the aircrafts condition
following a failure and the possible downgrading of systems. Figure 8 shows
an advisory message following a Blue Hydraulic failure.
5 10 5 10
87.0 65.0
N1
% FOB : 14000KG
5 10 5 10
S FLAP F
650 480
EGT
C
ADVISORY
N2 FULL
MESSAGES 80 80.2
%
FF
1500 KG/H
1500
The failure-related mode takes precedence over the other modes. Failures
are classified in 3 levels
Level 3: Warning
Level 2: Caution
Level 1: Advisory
This gives the flight crew information on aircraft configuration that requires the
monitoring, mainly failures leading to a loss of redundancy or degradation of a
system, e.g. Loss of 1 FUEL TANK PUMP LH or RH but not both.
The advisory mode will not trigger any aural warning or attention getters but
a message appears on the primary ECAM display.
AP CAB ALT
PSI V/S FT/MIN
FT
ALTN MODE UP
FAN FAN 2
8 10
0 1150
CKPT 20 FWD 22 AFT 23 0 4.1 2 0 4150
DN
24 22 24
MAN
SYST 1 SYST 2 SAFETY
C H C H C H
VENT
HOT INLET EXTRACT
AIR
PACK 1 PACK 2
ELEC
BAT 1 BAT 2 F/CTR
28V DC BAT 28V GBY
150A 150A
DC 1 DC 2
DC ESS
TR 1 TR 2 SPD BRK
L R
28V ESS TR EMERG GEN 28V
150A 28V 116V 150A AIL PITCH TRIM G Y AIL
130A 400HZ BG 3.2 UP GB
AC 1 AC ESS AC 2
RUD R
L
GEN 1 GEN 2 GBY ELEV
26% APU 26%
ELEV
116V 26%
EXT PWR
116V BG YB
116V
400HZ 116V 400HZ
400HZ
400HZ
APU 28750
3000 PSI 3000 PSI 3000
LEFT RIGHT
CTR
WHEEL BLEED
24 C 20 C
C H C H
RAM AIR 230 C
50 C
LO HI LO HI
C C
170 140 140 140
1 REL 2 3 REL 4
1 GND 2
APU
AUTO BRK
LP HP HP LP
N
10 %
EMER ARM ARM
EX IT 0 80
CARG O FLAP OPEN
BULK EG T
ARM ARM 5 7 C
CABIN
3 580
FAULT FAULT
OFF OFF
STATUS
MESSAGE RECALL
SWITCH SWITCH
SYSTEM SYNOPTIC
DISPLAY SWITCHES
PAGE
INTENTIONALLY
BLANK
The EADI is often referred to as the Primary Flight Display (PFD) and the
EHSI as the Navigation Display (ND). The EADI and EHSI are arranged
either side by side, with the EADI positioned on the left, or vertically, with the
EADI on the top.
3. Control Panel.
These provide the analog, discrete and digital signal interfaces between the
aircrafts systems, the display units and the control panel. They provide
symbol generation, system monitoring, power control and the main control
functions of the EFIS overall.
Figure 15 shows the interface between the modules within the SG.
MAIN
PROM
WX
INPUT
MAIN DISPLAY
WX
RAM RASTER
UNIT
VIDEO
WX MEMORY RASTER
2 X 16K RAMS GENERATOR
DISPLAY COUNTER I/O BUS
TRANSFER BUS
FMC
RAD ALT
VOR
INPUT STROKE
POSITION
EFIS 1 DATA
CONTROL
DISPLAY STROKE
SEQUENCER GENERATOR
IRS
ILS INPUT CHARACTER DISPLAY
UNIT
DME DATA
VOR 2 RASTER/STROKE
SELECT
Module Function
Input 1 & 2 Supply of data for use by the main computer.
Main Processor Carries the main control and data processing of the SG.
Main RAM Address decoding, read/write memory and input/output
functions for the system.
Main PROM Read-only memory for the system.
Display Control Master transfer bus interface.
WX Input Time scheduling and interleaving for raster, refresh, input and
standby function of weather radar input data.
WX Memory RAM selection for single input data, row and column shifters for
rotate/translate algorithm, and shift registers for video output.
Display Loads data into registers on stroke and raster generator cards.
Sequencer
Stroke Generates all single characters, special symbols, straight and
Generator curved lines and arcs on display units.
Raster Generates master timing signals for raster, stroke, EADI and
Generator EHSI functions.
Display Driver Converts and multiplexes X and Y digital stroke and raster
inputs into analog for driver operation, and also monitors
deflection outputs for correct operation.
6. Convergence Card.
LIGHT SENSOR
RASTER BRIGHTNESS
RED
GREEN
BLUE
BEAM TEST VIDEO MONITOR CRT
DIGITAL LINE CARD
SYNCHRONIZING RECEIVERS
INTENSITY
RASTER/STROKE
DAY/NIGHT
CONVERGENCE
CARD
All a.c. and d.c. power requirements for the overall operation of the DU is
provided by a low power supply and a high power supply. They are supplied
by 115V 400Hz from the aircraft power supplies. Supplies are automatically
regulated and monitored for under/over voltage conditions.
Receives digital signals from the SG (R,G,B control, test signal, raster and
stroke signals and beam intensity). It contains a Digital/Analog converter so
that it can provide analog signals to the Video Monitor card.
Provides X and Y beam deflection signals for stroke and raster scanning.
Takes X and Y deflection signals and develops drive signals for the three
radial convergence coils (R, G and B) of the CRT. Voltage compensators
monitor the deflection signals in order to establish on which part of the CRT
screen the beams are located. Right or left for the X comparator: top or
bottom for the Y comparator.
Figure 17 shows the EFIS units and signal interface in block schematic form.
Honeywell
ATT 2 GS
AOA 20 20
F
10 10
G
FULL GS SC
WX ET MAP REV 10 10
ARC TTG CP
S
DIM DH BOT TOP CMD 20 20
CRS HDG
M .99
I
TEST 200DH DH 140RA
RASTER DIM
AIR EFIS SG No 1
DATA
COMP NAV VLF FMS INS 1 INS 2 ATT
HDG
Honeywell
ADF 2 VOR 2
VOR 1 CRS NAV 1
INERTIAL
ADF 1
ADF 2
AUTO
ADF 1 345 H 2.1 NM
OFF +0 N
OFF
33 3
REF BRG BRG
30
6
W
SYSTEM
E 1
VOR 1
24
2
ADF 1 21 15
S
HDG GSPD
NAV AID 013 130 KTS
ILS/VOR
EFIS SG No 3
RAD ALT
Honeywell
ATT 2 GS
WEATHER AOA 20 20
F
RADAR 10 10
G
10 10
S
DME CMD
M .99
20 20
FULL
ARC
WX
GS
TTG
ET MAP
SC
CP
REV 200DH DH 140RA
RASTER DIM
AFCS EFIS SG No 2
Honeywell
30
ADF 1
ADF 2
6
AUTO
ADF 1
W
OFF
E 1
OFF VOR 1
BRG BRG
24
2
ADF 1 21 15
S
HDG GSPD
013 130 KTS
Allows the crew to select the required display configuration and what
information is to be displayed. Both Captain and Co-Pilot have their own
display controllers. The controllers have two main functions:
Display Controller: Selects the display format for EHSI as FULL, ARC, WX
or MAP.
Source Select: Selects the system that will provide information required for
display. The source information will be VOR, ADF, INS, FMS, VHF and NAV.
EFIS Display Controller is shown at Figure 18, and the Source Controller is at
19.
FULL GS SC
WX ET MAP REV
ARC TTG CP
TEST
ADF 2
VOR 1 VOR 2
ADF 1 ADF 2
AUTO ADF 1
OFF OFF
BRG BRG
The EADI displays traditional attitude information (Pitch & Roll) against a two-
colour sphere representing the horizon (Ground/Sky) with an aircraft symbol
as a reference. Attitude information is normally supplied from an Attitude
Reference System (ARS).
The EADI will also display further flight information. Flight Director commands
right/left to capture the flight path to Waypoints: airports and NAVAIDS and
up/down to fly to set altitudes: information related to the aircrafts position
w.r.t. Localizer (LOC) and Glideslope (GS) beams transmitted by an ILS.
Honeywell
LOC HDG GS
ATT 2
20 20
F
10 10
10 10
S 20 20
M
M .99 AP ENG
200 DH 140 RA
The EHSI presents a selectable, dynamic colour display of flight progress with
plan view orientation. The EHSI has a number of different modes of
operation, these are selectable by the flight crew and the number will be
dependent on the system fitted.
Honeywell
CRS NAV 1
315
+0 H 2.1 NM
33
30 N
WPT
W
3
24
G
6
VOR 1
21
ADF 1 12
S 15
HDG
350
GSPD
130 KTS
Honeywell
DTRK
FMS1
317 320 30 NM
33
30
N
V
VOR 1
50
ADF 1
HDG 25
350 15 GSPD
130 KTS
Honeywell
DTRK
FMS1
317 320 30 NM
33
30
N
V
VOR 1
50
ADF 1
HDG
350 GSPD
130 KTS
25
The MAP mode will allow the display of more navigational information in the
partial compass mode. Information on the location of Waypoints, airports,
NAVAIDs and the planned route can be overlaid.
Weather information can also be displayed in the MAP mode to give a very
comprehensive display.
Honeywell
DTRK
FMS1
317 320 30 NM
33
30
05 04
05 N
V
VOR 1
50 03
ADF 1
HDG
350 GSPD
130 KTS
25
In the event of a display unit failure, the remaining unit can display a
Composite Display. This display is selected via the Display Controller and it
consists of elements from an EADI and EHSI display.
Honeywell
CRS FR 120 NM
HDG
ATT 2 ILS
20 20
F
10 10
10 10
010 000
S
M .99 M
200 DH 33 00 03
DH 140 RA
1.3.16 TESTING
Test is controlled from the DH/TEST knob located on the EFIS control panel.
The test, if carried out using the First Officers control panel, will have the
following effect on the Captains EADI:
When the TEST button is pressed on the Captains EFIS control panel the
same test sequence takes place. The test altitude value remains displayed as
long as the TEST button is pressed. Releasing the knob causes actual
altitude to be displayed and digits of the DH display to show the selected
value at the end of the test.
The test sequence can be initiated during flight except during APP
(Approach).
RANGE FORMAT
320 10
BRG CRS
PLAN ROSE
160 20
WPT OFF 80 MAP ARC OFF
BRT
EFIS ND WX
PFD
SELF-TEST
DH
BUTTON
TEST
COMPACT
WX OFF
DIMMING PANEL
The Display unit will now display the Maintenance Master Menu format as
shown in Figure 27. Using the backspace forward space controls on the
EFIS control panel, select SG SELF TEST.
FAULT REVIEW
FAULT ERASE
TEST PATTERN
SG SELF TEST
OPTIONS/CONFIG
FAULT REVIEW
FAULT ERASE
TEST PATTERN
SG SELF TEST
OPTIONS/CONFIG
SELF TEST
IN PROGRESS
PASS
FAIL
SG Self-Test Process
Figure 28
The test fail message will appear if any failures internal to EFIS are detected.
Depressing the Forward Space key after FAIL, on completion of the self-
test, brings up a self-test failure page that lists the first test that failed.
Depressing the Forward Space key again brings up the Interface Status
page.
After confirming the status of the Self-test Failures and Interface Status,
then the operator can reselect the Maintenance Format page to carry out
further testing.
PAGE
INTENTIONALLY
BLANK
1.4.1 INTRODUCTION
EICAS comprises two display units, a control panel and two computers, which
receive analogue and digital signals from engine and system sensors. Only
one computer is in control, the other being on standby in the event of failure
occurring. It may be selected automatically or manually. A functional diagram
of an EICAS layout is shown at Figure 29.
ENGINE
PRIMARY
EICAS COMPUTER No 2 DISPLAY
&
WARNINGS
CAUTIONS
ENGINE ADVISORIES
&
AIRCRAFT
SYSTEM
INPUTS ENGINE SECONDARY
EICAS COMPUTER No 1 DISPLAY
OR
STATUS DISPLAY
OR
MAINTENANCE DISPLAY
CONF ENG
EPCS
CANCEL RESET MCDP EXCD
TEST
1.4.3 DESCRIPTION
Referring to Figure 29, the upper DU displays warnings and cautions and the
engine primary parameters:
N1 Speed.
EGT.
N2 Speed.
Fuel Flow.
Engine Temperature
Engine Vibration.
Other system status messages can also be presented on the lower DU for
example:
1.4.4 DISPLAYS
CAUTION
TAT 15c
0.0 0.0
CANCEL RECALL 10 10
2 2
6 6
N1
0 0
EGT
V VV VV V V
88.00 88
50 50
OIL PRESS N2
120 120 86 86
OIL TEMP
N3
18 18 4.4 4.4
OIL QTY
N1 FAN
FF
3.1 1.9
VIB
Operation Mode.
Status Mode.
Maintenance Mode.
The Operational Mode is selected by the crew and displays engine operating
information and any alerts requiring action by the crew in flight. Normally only
the upper unit displays information. The lower unit remains blank and can be
selected to display secondary information as required.
When selected this mode displays data to determine the dispatch readiness of
an aircraft, and is closely associated with details contained in an aircrafts
Minimum Equipment List. Shown on the lower display unit is the position of
the flight control surfaces (Elevator, Ailerons and Rudder), in the form of
pointers registered against vertical and horizontal scales. Also displayed are
selected sub-system parameters, and equipment status messages.
Selection is normally done on the ground, either as part of the Pre-flight
checks of dispatch items, or prior to shut-down of electrical power to aid the
flight crew in making entries in the aircrafts technical log.
L C R 0.0 FF 0.0
HYD QTY 0.99 1.00 0.98
RUD
Control of EICAS functions and displays is via the EICAS Control Panel. This
can be used both in flight and on the ground. It is normally located on the
centre pedestal of an aircraft's flight deck, and its controls are as follows:
Status Display Switch: Also of the momentary-push type, this is used for
displaying the status mode information, referred to earlier, on the lower
display unit.
Display Brightness Control: The inner knob controls the intensity of the
displays, and the outer knob controls brightness balance between
displays.
Thrust Reference Set Switch: Pulling and rotating the inner knob
positions the reference cursor on the thrust indicator display (either EPR or
NI) for the engine(s) selected by the outer knob.
Level A
These warnings require immediate action by the crew to correct the failure.
Master warning lights are also illuminated along with corresponding aural
alerts from the central warning system.
Level B
These cautions require immediate awareness of the crew and also may
require possible corrective action. Caution lights and aural tones, were
applicable, may accompany the caution.
Level C
The messages appear on the top line at the left of the display screen. In
order to differentiate between a caution and an advisory, the advisory is
always indented one space to the right.
RED
LEVEL A
WARNING TAT 15c
WARNING APU FIRE
R ENGINE FIRE 70.0 110.0
CABIN ALTITUDE 10 10
CAUTION 2 2
LEVEL B C SYS HYD PRESS 6 6
R ENG OVHT
CAUTION AUTOPILOT N1
CANCEL
AMBER C HYD QTY
R YAW DAMPER 999
RECALL 775
L UTIL BUS OFF
LEVEL C
ADVISORY
MASTER WARNING EGT
& CAUTION LIGHTS
VVVVVVV
A - WARNING (RED)
B - CAUTION (AMBER)
C - ADVISORY (AMBER)
The master warning and caution lights are located adjacent to the display
units together with a Cancel and Recall switch (see Figure 29). Pushing
the Cancel switch removes only the caution and advisory messages,
warning messages cannot be cancelled. The Recall switch is used to recall
the previously cancelled caution and advisory messages for display. On the
display, the word RECALL appears on the bottom of the display.
Messages are automatically removed from the display when the associated
condition no longer exists. If more than one message is being displayed, then
as a message is automatically removed, all messages below it will move up
one line. If a new fault appears, its associated message is inserted on the
appropriate line of the display. This will cause old messages to move down
one line.
If there are more messages than can be displayed at one time, the whole list
forms what is termed a Page, and the lower messages are removed and a
page number appears on the lower right-hand side of the list. Additional
pages are selected by pressing the Cancel switch on the Master
Warning/Caution panel.
PERFORMANCE AND
AUXILLIARY POWER SELECTS DATA FROM
UNIT FORMATS AUTO OR MANUAL EVENT
IN MEMORY
ENVIRONMENTAL CONTROL ELECTRICAL AND HYDRAULIC
SYSTEM AND MAINTENANCE SYSTEM FORMAT
MESSAGE FORMATS
CONF ENG
MCDP EXCD
TEST
A self-test of the whole system, which can only be activated when an aircraft
is on the ground and the parking brake set, is performed by means of the
TEST switch on the maintenance panel.
The message 'TEST IN PROGRESS' appears at the top left of display unit
screens and remains in view while testing is in progress. On satisfactory
completion of the test, the message 'TEST OK' will appear. If a computer or
display unit failure has occurred, the message 'TEST FAIL' will appear
followed by messages indicating which of the units has failed.
A test may be terminated by pressing the 'TEST' switch a second time or, if it
is safe to do so, by releasing an aircraft's parking brake. The display units
revert to their normal primary and secondary information displays.
Figure 35 shows the display formats seen during the Maintenance format.
96.1 96.1
PARKING BRAKE 85.0 85.0
10 10
2 2
6 6
N1
450 450
AUTO EVENT
ELEC/HYD SYSTEM FAILURES
STBY APU GND AUTOMATICALLY
BAT L R BAT PWR
RECORDED DURING
LOAD 0.78 0.85 0.00 0.00
AC-V 0 120 125 0 0
FLIGHT
FREQ 0 402 398 0 0
DC-A 10 140 150 0
DC-V 28 28 27 28
L C R
HYD QTY 0.82 O/FULL 0.72
HYD PRESS 3230 3210 2140
HYD TEMP 50 47 115
PAGE
INTENTIONALLY
BLANK
The flight data recorder receives and stores selected aircraft parameters from
various aircraft systems and sensors in a crash-protected solid state memory.
The Digital Flight Data Acquisition Unit (DFDAU) of the Aircraft Information
Management System (AIMS) receives all the FDR data. The DFDAU then
processes the data and sends it to the FDR, where it is stored.
The FDRS operates during any engine start, while the engine is running,
during test, or when the aircraft is in the air. The FDR records the most recent
25 hours of flight. In addition to the data recording function, the FDR also has
monitor circuits, which send fault information back to the DFDAU.
Note: FDRS fitted to a Helicopter start recording only when the rotors turn (i.e.
take-off).
1.5.1 OPERATION
The AIMS receives power control data from several aircraft systems, power
goes to the FDR when the logic is valid. Power control data includes:
Engine Start.
Engine Running.
Air/Ground Logic.
Test.
The DFDAU receives status and maintenance flag data from the FDR. The
DFDAUs receive key events from the VHF and HF LRUs and variable
analogue data from the TAT, AOA and engine RPM sensors.
The ARINC 429/629 buses provide engine, airframe data and air/ground logic.
Commands.
Actual Thrust.
The DFDAU receives status from the engine and airframe sensors. The
DFDAU also receives data and status from the electrical power system.
The flight controls ARINC629 buses provide flight data and navigational data.
Commands
Status.
Acceleration data.
Status.
Radio Frequencies.
Mode.
Parameters.
Status.
NAV data is the aircrafts present position (LAT/LONG) and sensor status.
COMM data is radio control panel frequencies and sensor status.
The left AIMS cabinet sends left/right DFDAU data on the ARINC 573 data
bus to the FDR. The DFDAU sends fault data, status and ground test results
to the Central Maintenance Computer. Figure 113 shows a FDR.
UNDERWATER
LOCATING
DEVICE
FDR
ARINC 429
ANALOGUE
AIRCRAFT
SYSTEMS ANALOGUE
DISCRETES
ARINC 629
ARINC 573
FAULT
MONITORING
DFDAU
AIMS
2. On helicopters, it shall always be in use from the time the rotors first turn
for the purpose of taking off until the rotors are next stopped.
Pressure instruments
Gyroscopic instruments
Compasses
Mechanical indicators
Electronic instruments
An Air Data system of an aircraft is one which the total pressure created by the
forward motion of an aircraft, and the static pressure of the atmosphere
surrounding it, are sensed and measured in terms of speed, altitude and rate of
change of altitude. The measurement and indication of these three parameters
may be achieved by connecting the appropriate sensors, either directly to
mechanical-type instruments, or to a remotely-located Air Data Computer (ADC),
which then transmits the data in electrical signal format to electro-mechanical or
servo-type instruments.
The basic Air Data Instruments display airspeed, altitude, Mach number and
vertical speed. All are calculated from air pressure received from a Pitot/Static
source.
1. Static air pressure, which is simply the outside air pressure at the instant of
measuring.
2. Pitot pressure is the dynamic pressure of the air due to the forward motion of
the aircraft and is measured using a tube, which faces the direction of travel.
SYSTEMS INSTRUMENTS
PAGE 1 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
Figure 1 shows a Pressure head as fitted to aircraft to allow Pitot and Static
pressures to the relevant indicators.
STATIC LINE
PITOT LINE
HEATER
CONNECTION
FORWARD
Indicated Airspeed (IAS), Mach No, Barometric Height (Height above sea level),
and Vertical speed (Rate of climb/dive) are derived from the Pitot/Static inputs.
SYSTEMS INSTRUMENTS
PAGE 2 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
FUSELAGE
STATIC
VENT
STATIC
PIPE
SYSTEMS INSTRUMENTS
PAGE 3 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
Pitot and static pressures are transmitted through seamless and corrosion-
resistant metal (light alloy) pipelines. Flexible pipelines are also used when
connections to components mounted on anti-vibration mountings is required. In
order for an Air Data System to operate effectively under all flight conditions,
provision must also be made for the elimination of water that may enter the
system as a result of condensation, rain, snow, etc. This will reduce the
probability of Slugs of water blocking the lines. This provision takes the form of
drain holes in the probes, drain taps and valves in the systems pipelines. The
drain holes within the probes are of diameter so as not to introduce errors into the
system.
SYSTEMS INSTRUMENTS
PAGE 4 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
Methods of draining the pipelines varies between aircraft types and are designed
to have a capacity sufficient to allow for the accumulation of the maximum
amount of water that could enter the system between maintenance periods.
Figure 4 shows a typical water drain valve.
ORANGE
TRANSPARENT FLOAT
PLASTIC PIPE INDICATOR
DRAIN
BAYONET
VALVE
FITTING
(SELF SEALING) CAP
The IAS is often combined to display Mach No as well as indicated airspeed and
is referred to as the Combined Speed Indicator.
Figure 5 shows the connection and equations for the primary Air Data
instruments.
SYSTEMS INSTRUMENTS
PAGE 5 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
SYSTEMS INSTRUMENTS
PAGE 6 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
1.2 ALTIMETER
0
9 1
SBY 1013
8 2
X 100 ft
7 3
3 5 0 00
5
6 4
5
MB
Altimeter
Figure 6
SYSTEMS INSTRUMENTS
PAGE 7 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
1. QNH.
2. QFE.
3. QNE.
QNH: Setting the barometric pressure to make the altimeter read airport
elevation above-sea level on landing and take-off. When used for landing and
take-off, the setting is generally known as Airport QNH. Any value set is only
valid in the immediate vicinity of the airport concerned.
SYSTEMS INSTRUMENTS
PAGE 8 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
Since an altimeter with a QNH setting reads altitude above sea level, the setting
is also useful in determining terrain clearance when an aircraft is en-route. Fir
this purpose, the UK and surrounding seas are divided into fourteen Altimeter
Setting Regions, each transmitting an hourly Regional QNH forecast.
QNE: Also known as the Standard Altimeter Setting (SAS). The barometric
pressure is set to 1013.25 mb and is used for flights above a prescribed
Transmission Height and has the advantage that with all aircraft using the same
airspace and flying on the same altimeter setting, the requisite separation
between aircraft can more readily be maintained. The transition altitude within
the UK airspace is usually 3000 - 6000'. Figure 8 shows QNH, QFE and QNE
definitions.
QNE
FLIGHT LEVEL
QNH
HEIGHT ABOVE
SEA LEVEL
QFE
HEIGHT ABOVE
AIRFIELD
STANDARD SETTING
1013.25 MILLIBARS
SEA LEVEL
The internal mechanism consists of two elements (pointer and fixed scale for IAS
and a digital readout for Mach No). There is also a second pointer on the IAS
scale, this is known as the Velocity Maximum Operating (Vmo). It indicates the
aircrafts maximum safe operating speed over its operating altitude range.
To set the desired speed for operation, the flight crew uses the command bug.
This speed in turn is the datum speed for the Autothrottle or Fast/Slow speed
indicator. The external index bugs are used to set various reference speeds
(take-off, flap retract speeds etc.).
SYSTEMS INSTRUMENTS
PAGE 10 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
PITOT
STATIC
IAS Operation
Figure 10
SYSTEMS INSTRUMENTS
PAGE 11 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
These indicators (also known as Rate-of Speed indicators) are very sensitive
differential pressure gauges, designed to indicate the rate of altitude change from
variations in static pressure alone. Figure 11 shows a VSI.
RATE OF
RATE OF CLIMB SCALE
CLIMB/DIVE 1,000 ft per sec
POINTER
1 2
1000FT PER MIN 4
.5 VSI
UP 6 MAX INDICATED
0DOWN 6,000 ft per sec
6
VERTICAL
.5 SPEED
1 4 RATE OF
2 DIVE SCALE
1,000 ft per sec
Since the rate at which the static pressure changes is involved in determining
vertical speed, a time factor has to be incorporated as a pressure function. This
is accomplished by using a special air-metering unit in the sensing system. Its
purpose is to create a lag in static pressure across the system and so establish
the required pressure difference.
SYSTEMS INSTRUMENTS
PAGE 12 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
METERING
UNIT
STATIC
VENT CLIMB
POINTER
0 AND
SCALE
DIVE
MECHANICAL
CAPSULE LINKAGE
VSI Operation
Figure 12
The complexity of an Air Data System depends primarily upon the type and size
of the aircraft, the number of locations at which primary air data is to be
displayed, the type of instruments installed, and the number of other systems
requiring air data inputs.
SYSTEMS INSTRUMENTS
PAGE 13 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
PRESSURE HEADS
LOWER
UPPER
F/O
PITOT
VS
MS 2
ALT
STATIC
PITOT
VS
IAS
A/S 2 ADC 2
CAPT
UPPER
LOWER
PRESSURE HEADS
SYSTEMS INSTRUMENTS
PAGE 14 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
Tilting Freedom: About a horizontal axis at right angles to the spin axis
(axis of tilt YY).
The three degrees of freedom are obtained by mounting the rotor in two
concentrically pivoted rings, called inner and outer rings. The whole assembly is
known as the gimbal system of a free or space gyroscope. The gimbal system is
mounted in a frame so that in its normal operating position, all the axes are
mutually at right angles to one another and intersect at the center of gravity of the
rotor.
The system will not exhibit gyroscopic properties unless the rotor is spinning.
When the rotor is spinning at high speed the device becomes a true gyroscope
possessing two important fundamental properties:
Precession.
1.7.2 Rigitity
The property, which resists any, force tending to change the plane of rotor
rotation. It is dependent on:
SYSTEMS INSTRUMENTS
PAGE 15 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
1.7.3 Precession
The angular change in direction of the plane of rotation under the influence of an
applied force. The change in direction takes place, not in line with the force, but
always at a point 90 away in the direction of rotation. The rate of precession
also depends on:
Z
FRAME
Y
X
ROTOR
OUTER
RING
Y
INNER
RING
Gyroscope.
Figure 14
SYSTEMS INSTRUMENTS
PAGE 16 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
Gyro Rigidity
Figure 15
Gyro A has its spin axes parallel with the Earth's spin axes, located at the North
Pole. It could hold this position indefinitely.
Gyro B has its spin axes parallel to the Earth's spin axes, but located at the
Equator. As the Earth rotates, it would appear to continually point North.
Gyro C is also situated at the Equator. As the Earth rotates, it appears to rotate
about its axes, however it is the Earth that is rotating and not the gyro.
SYSTEMS INSTRUMENTS
PAGE 17 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
This rigidity can be used in a number of gyro instruments including the directional
gyro.
If an external force is applied to a spinning gyro, its effect will be felt at 900 from
the point of application, in the direction of gyro rotation. This is known as
precession. It can be seen in Figure 16, that if a force is applied to the bottom of
the rotating wheel, it will rotate about its horizontal axis.
This property is not wanted in some instruments, such as directional gyros. The
use of precession is used in turn indicators, which will be covered later.
SPIN AXIS
90
APPLIED DIRECTION
FORCE OF
PRECESSION
Gyro Precession
Figure 16
SYSTEMS INSTRUMENTS
PAGE 18 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
Figure 17 shows the effects on a free gyro in an aircraft circling the earth. As can
be seen, it would only be perpendicular to the earth's surface at two points.
SYSTEMS INSTRUMENTS
PAGE 19 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
In order for the gyro to be used to indicate the aircraft's attitude, it has to be
corrected to continually be aligned to the vertical. These corrections are very
slow and gentle, since the amount of correction needed, for example, in a ten-
minute period is small. Figure 18 shows a vertical gyro corrected to the local
vertical.
SYSTEMS INSTRUMENTS
PAGE 20 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
Instruments that use either the rigidity or the precession of gyros are:
Direction Indicator.
Turn Co-ordinator.
The Gyro Horizon Unit gives a representation of the aircrafts pitch and roll
attitudes relative to its vertical axis. For this it uses a displacement gyroscope
whose spin axis is vertical. Figure 19 shows a displacement gyro and the two
axis of displacement.
ROLL PITCH
Displacement Gyro
Figure 19
SYSTEMS INSTRUMENTS
PAGE 21 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
Indications of attitude are presented by the relative positions of two elements, one
symbolizing the aircraft itself, the other in the form of a bar stabilized by the
gyroscope and symbolizing the natural horizon. Figure 20 shows a typical Gyro
Horizon Unit.
AIRCRAFT
SYMBOL
SPERRY HORIZON
6
6
BAR
3 3
ROLL
SCALE
ROLL
POINTER\
The gimbal system is so arranged so that the inner ring forms the rotor casing
and is pivoted parallel to an aircrafts lateral axis (YY1); the outer ring is pivoted at
the front and rear ends of the instrument case, parallel to the longitudinal axis
(ZZ1). The element symbolizing the aircraft may either be rigidly fixed to the
case, or it may be externally adjustable for setting a particular pitch trim
reference.
SYSTEMS INSTRUMENTS
PAGE 22 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
OUTER
RING ROTOR
Y Z1
SYMBOLIC BALANCE
AIRCRAFT WEIGHT
PIVOT
Z POINT
Y1
HORIZON
ROLL
X1 BAR
POINTER
& SCALE
In operation the gimbal system is stabilized so that in level flight the three axes
are mutually at right angles. When there is a change in the aircrafts attitude,
example climbing, the instrument case and outer ring will move about the YY1 of
the stabilized inner ring.
SYSTEMS INSTRUMENTS
PAGE 23 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
The horizon bar is pivoted at the side and to the rear of the outer ring and
engages an actuating pin fixed to the inner ring, thus forming a magnifying lever
system. The pin passes through a curved slit in the outer ring. In a climb attitude
the pivot carries the rear end of the bar upwards so that it pivots about the
stabilized actuating pin. The front end of the bar is therefore moved downwards
through a greater angle than that of the outer ring, and since the movement is
relative to the symbolic aircraft element, the bar will indicate a climb attitude.
Z
1
X
HORIZON BAR 1
SYSTEMS INSTRUMENTS
PAGE 24 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
Changes in the lateral attitude of an aircraft, i.e. rolling, displaces the instrument
case about the axis (ZZ1), and the whole stabilized gimbal system. Hence, lateral
attitude changes are indicated by movement of the symbolic aircraft element
relative to the horizon bar, and also by relative movement between the roll angle
scale and pointer. Figure 23 shows roll attitude operation.
Y Y
1
BANK TO
PORT
DATUM
X
1
Freedom of gimbal system movement is 360 for roll axis and 85 for the and
pitch axis. The pitch scale is restricted by means of a resilient stop. This will
prevent gimbal lock.
SYSTEMS INSTRUMENTS
PAGE 25 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
This unit performs the same functions as a Gyro Horizon unit; i.e. it establishes a
stabilized reference about the pitch and roll axes of an aircraft. Instead, however,
of providing attitude displays by direct means, it is designed to be operated via a
synchro system, which produces and transmits attitude-related signals to the
indicator. The synchro system includes a attitude reference source and a
computer linked into the aircrafts navigational system to produce flight director
signals for the flight crew to follow to ensure the aircraft follows the required
course. Figure 24 shows a typical Attitude Director Indicator (ADI)
FD GSL
2
F
1
S 2
RW
A TT Y
TEST
SYSTEMS INSTRUMENTS
PAGE 26 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
ROLL
SCALE
AIRCRAFT
SYMBOL 20 20
POWER
OFF
FLAG
20 20
D
PITCH
SCALE
C
PITCH ERECTION/
TRIM KNOB
The gyro is powered by 115V; three phase ac supplied from a static inverter,
which in turn is supplied by 28V from the battery busbar. In place of the
stabilized horizon bar a stabilized attitude sphere is used as the reference. The
upper element is coloured blue to display climb attitudes, and black/brown for
descending attitudes.
SYSTEMS INSTRUMENTS
PAGE 27 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
A pitch trim adjustment and fast erection facility is provided, both being controlled
by a knob on the lower right-hand corner of the indictor. When the knob is
rotated the aircraft symbol can be positioned through !5, thereby establishing a
variable pitch trim reference. Pulling the knob out and holding it actuates the fast-
erection circuit.
In its basic form, the outer ring of the gyro carries a circular card, graduated in
degrees, and referenced against a lubber line fixed to the gyro frame. When the
rotor is spinning, the gimbal system and card are stabilized so that, by turning the
frame, the number of degrees through which it is turning may be read on the
card. Figure 26 shows a Directional Indicator.
HEADING
SCALE LUBBER
LINE
180 170
CAGING/SETTING
KNOB
Directional Indicator
Figure 26
SYSTEMS INSTRUMENTS
PAGE 28 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
In the directional gyro, the rotor is enclosed in a case, or shroud, and supported
in an inner gimbal which is mounted in an outer gimbal, the bearings of which are
located top and bottom on the indicator case. The front of the case contains a
cut-out through which the card is visible, and also a lubber line reference.
The caging/setting knob is provided at the front of the case to set the indicator
onto the correct heading (magnetic). When the setting the heading, the inner
gimbal has to be caged to prevent it from precessing as the outer gimbal is
rotated. Figure 27 shows the construction of a directional gyro.
VERTICAL GIMBAL
ROTOR RING
ASSEMBLY
INNER
GIMBAL
RING COMPASS
CARD
SYNCHRONISER
RING
CAGING/
SETTING
KNOB
Directional Gyro
Figure 27
SYSTEMS INSTRUMENTS
PAGE 29 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
A gimbal ring and magnifying system, which moves the pointer in the correct
sense over a scale calibrated in what is termed Standard Rates, actuate the
rate of turn pointer. Although they are not always marked on a scale, they are
classified as follows:
RATE OF TURN
INDICATOR
2 MIN
SLIP/SLIDE
RATE OF INDICATOR
TURN
2 MIN - 360
SYSTEMS INSTRUMENTS
PAGE 30 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
For the detection of rates of turn, a rate gyroscope is used and is arranged in the
manner shown in figure 29.
INPUT
AXIS
FWD
X Y1
F
Y X1
P
It differs in two respects from the displacement gyro as it only has one gimbal ring
and a calibrated spring restraining in the longitudinal axis YY1. When the
indicator is in its normal operating position the rotor spin axis, due to the spring
restraint, will always be horizontal and the turn pointer at the zero datum. With
the rotor spinning, its rigidity will further ensure that the zero position is
maintained.
SYSTEMS INSTRUMENTS
PAGE 31 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
When the aircraft turns to the left about the vertical input axis the rigidity of the
rotor will resist the turning movement, which it detects as an equivalent force
being applied to its rim at point F. The gimbal ring and rotor will therefore be
tilted about the longitudinal axis as a result of precession at point P.
As the gimbal ring tilts, it stretches the calibrated spring until the force it exerts
prevents further deflection of the gimbal ring. Since precession of a rate gyro is
equal to its angular momentum and the rate of turn, then the spring force is a
measure of the rate of turn.
Actual movement of the gimbal ring from its zero position can, therefore, be taken
as the required measure of turn rate.
In the normal level flight the ball is held at the center of the tube by the force of
gravity. Let us assume the aircraft turns left at a certain airspeed and bank angle.
The indicator case and the tube move with the aircraft and centrifugal force (CF)
in addition to that of gravity acts upon the ball and tends to displace it outwards
from the center of the tube. However, when the turn is executed at the correct
bank angle and matched with airspeed, then there is a balanced condition
between the two forces and so the resultant force (R) hold the ball in the center of
the tube.
If the airspeed were to be increased during the turn, then the bank angle and
centrifugal force would also be increased. As long as the bank angle is correct
for the appropriate conditions, the new resultant force will still hold the ball
central.
If the bank angle for a particular rate of turn is not correct (under-banked/over-
banked), then the aircraft will tend to either skid or slip. In the skid condition the
centrifugal force will be the greatest, whereas in the slip condition the force of
gravity is greatest.
SYSTEMS INSTRUMENTS
PAGE 32 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
Bnk Indications
Figure 30
SYSTEMS INSTRUMENTS
PAGE 33 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
The final instrument in this group is the turn co-ordinator. Basically, its
mechanism is changed slightly from the turn and slip indicator, so that it senses
rotation about the longitudinal axis, (bank) as well as the vertical axis, (turn). This
gives a more accurate indication to the pilot, of the turning of the aircraft.
AIRCRAFT
SYMBOL
TURN COORDINATION
RATE OF
TURN L R
2 MIN
NO PITCH
INFORMATION
TURN
COORDINATOR
SYSTEMS INSTRUMENTS
PAGE 34 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
This indicator derives its name from the fact that its display presents a pictorial
plan of the aircrafts situation in the horizontal plane in the form of its heading,
VOR/LOC deviation and other data relating to navigation.
SYSTEMS INSTRUMENTS
PAGE 35 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
The aircraft symbol is fixed at the center of the instrument and displays the
heading of the aircraft in relation to a rotating compass card and the VOR/LOC
deviation bar (lateral bar). The selector knobs at the bottom corners of the
instrument permit the setting of desired magnetic heading and VOR course.
SYSTEMS INSTRUMENTS
PAGE 36 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
The compass has, since the earliest times, given information to travellers with
regards to the direction to go. Mounting a compass on a moving object, whether it
was a vehicle, a ship or an aircraft poses certain problems. This includes how to
mount the compass without the, motion (maybe violent), upsetting the device.
Another problem that besets compasses is the fact that they usually point to
magnetic north, which slowly moves, and not true north, the difference between
the two is something like 1,300-miles/2,000 km. This is of little concern if we are
moving slowly, on a boat, in the vicinity of the equator, but vital in an aircraft flying
what is known as a 'Trans-polar route' from say, New York to Tokyo. The effect
this has on navigational charts is referred to as 'variation'.
Figure 33 shows the difference between True North and Magnetic North.
GEOGRAPHICAL
NORTH POLE
MAGNETIC
NORTH POLE
11 W
VARIATION
0 E
17.5 E VARIATION
VARIATION
SYSTEMS INSTRUMENTS
PAGE 37 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
Standby Compass
Figure 34
SYSTEMS INSTRUMENTS
PAGE 38 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
The bowl is of a plastic (diakon) and so moulded that it has a magnifying effect on
the card and its graduations. It is filled with a silicone fluid to prevent the card
oscillating or overshooting after changes of heading. The fluid also provides the
system with a certain buoyancy, thereby reducing the weight on the pivot and so
diminishing the effects of friction and wear.
Changes in the volume of the fluid due to temperature changes, and their
resulting effects on damping efficiency, are compensated by a bellows type of
expansion device secured to the rear of the bowl.
B C
CO-EFFICIENT B CO-EFFICIENT C
ADJUSTMENT ADJUSTMENT
21 S 15 12
CO-EFFICIENT A LUBBER
ADJUSTMENT LINE
ELECTRICAL
CONNECTION
FOR LIGHTING
Standby Compass
Figure 35
SYSTEMS INSTRUMENTS
PAGE 39 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
The detector unit detects the effect of the earths magnetic field as an
electromagnetically induced voltage and controls the heading indicator by means
of a variable secondary output voltage signal. The construction of the element
takes the form of a three-spoked wheel, slit through the rim between the spokes
so that they, and their section of rim, act as three individual flux collectors. Figure
36 shows the construction of a flux valve.
LAMINATED
COLLECTOR A
HORNS A
AC POWER
EXCITER B
COIL
C B
SECONDARY
C
PICK-OFF
COILS
SYSTEMS INSTRUMENTS
PAGE 40 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
The paths taken by the earths magnetic field through the spokes for different
headings is shown at Figure 37.
PATH OF
EARTHS
FIELD
A
A
B
C
C
C
B
B
A
A
The detector unit on its own is not very accurate by virtue of its limited pendulous
suspension arrangement. Errors will occur as a result of its tilting under the
influence of acceleration forces, e.g. during speed changes on a constant
heading and during turns. It is necessary to incorporate within the system a
means of monitoring the detectors output. The horizontal directional gyro is used
to give the system short-term accuracy with the detector unit providing long-term
accuracy.
SYSTEMS INSTRUMENTS
PAGE 41 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
115v 400 Hz
B C
+ _+ _
N 3
33
0
6
W 3
A A
24
12
D D
F 21 15 F
S
VOR VOR
SLAVED
DG SYNC
VOR/ADF
SYSTEMS INSTRUMENTS
PAGE 42 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
CT
M W E 26V AC
400 Hz
S
TG
CX
CT
DETECTOR GYRO
UNIT
SYSTEMS INSTRUMENTS
PAGE 43 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
Apart from the main flight instruments, one item of information that the pilot needs
to know at various stages of flight is the angle of attack. Earlier aircraft had a
range of devices that gave the pilot indication of an approaching stall, which was
an essential indicator but knowing the angle of attack has become an essential
part of flying modern, larger aircraft.
The simplest forms of angle of attack indicators are the AOA probe and the stall
vane. The probe contains slots on the leading edge of the probe itself and,
depending on the angle of attack; the air flowing through the different slots move
a 'paddle' which indicates the AOA electrically in the cockpit.
The stall vane is rather like a small weather vane mounted on the side of the
aircraft. The vane follows the airflow, much like the weather vane, but indicating,
not pitch angle, but the angle of the airflow relative to the aircraft centerline. i.e.
the angle of attack. Figure 40 shows a vane type Angle of Attack transducer.
ANGLE
OF
ATTACK VANE ARM
AIRCRAFT ANGLE OF ATTACK
LONGITUDINAL TRANSDUCER
AXIS
FLIGHT PATH
AIRFLOW
SYSTEMS INSTRUMENTS
PAGE 44 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
To maintain lift at low airspeed, the angle of attack is increased. When this angle
is above a critical angle, the aircraft wings will not produce enough lift to support
the aircraft, which will begin to stall. Before this situation occurs, the aircraft will
shake heavily, this being a natural alert to the pilot.
If, however, the aircraft is configured for an approach (Wheels & Flaps down), the
airspeed difference between the natural warning and the actual stall is very small,
so an alert must be generated before the stall occurs.
Modern performance aircraft use the output from an Angle of Attack probe,
connected to a Stall Warning system. The stall warning system also has other
sensor inputs (Flap, Slat positions). Once the critical angle prior to actual stall is
reached, the stall warning system initiates a "Audio warning" and operates a
"Stick Shaker", which actually shakes the control column. Figure 41 shows
simple stall warning system.
28V DC
SUPPLY
ANGLE
OF
ATTACK
>17.5
M
STICK
SHAKER
SYSTEMS INSTRUMENTS
PAGE 45 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
There are endless different instrument displays, which show the pilot's or flight
engineer, the condition of the aircraft's many systems, the range of instruments
depending on the size of the aircraft. On earlier airliners there could have been
dozens of instruments on the panels to pass on information regarding, for
example, oil temperature & pressure, cabin altitude, hydraulic oil quantity,
electrical power being used, etc.
Information required by the flight crew to enable them to monitor the engines
include:
1. Fuel Contents.
2. Fuel Flow.
3. Engine RPM.
4. Engine Temperature.
5. Engine pressure.
Most modern aircraft have a number of fuel tanks within the wing structure and
each individual tank's contents must be known. There are two main methods of
indicating fuel contents:
Resistance Gauges.
This type of gauge tends to found on smaller aircraft. It has a float in the fuel tank
that is connected to a variable resistor. As the fuel level changes, the float will
move, thus changing the resistance, which in turn will alter the current flow
through a DC circuit, which in turn will operate a meter indicating fuel contents.
SYSTEMS INSTRUMENTS
PAGE 46 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
INDICATOR
N
S
TANK
RESISTOR
+ DC
POWER
FUEL TANK
Resistance Gauge
Figure 53
This has the advantage over other quantity systems in that it can give accurate
readings in very large or unusually shaped tanks. The probes within the fuel tank
are actually capacitors. The two plates of the capacitor will be separated by fuel
on the lower end and air on the upper end. Since fuel and air have different
dielectric constant values, the amount of capacitance will change as the fuel level
rises and falls. The probes will then send signals to the flight deck gauges to
indicate fuel contents. This system usually includes a totalizer, which will give a
reading of the total fuel on board. Some fuel systems will also include indications
of fuel used since take-off.
SYSTEMS INSTRUMENTS
PAGE 47 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
TANK UNIT
LOOP
IS A
EMPTY LOOP
IB B
REF C
FULL
2 - PHASE DISCRIMINATION
MOTOR STAGE
AMPLIFIER
STAGE
INDICATOR
REF
PHASE AMPLIFIER UNIT
SYSTEMS INSTRUMENTS
PAGE 48 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
As the name suggests, these indicators show the amount of fuel flowing into the
engines. Fuel flow information can be represented as either LBS/HR, Gallons/HR
or PSI. Some indicators will show both PSI and either LBS/HR or Gallons/HR.
Figure 55 shows a fuel flow indicator.
PSI SCALE
50
2.5 PSI
45
55
65
FUEL
L 75
FLOW 100
LBS/HR LBS/HR
80
R
SCALE
LEFT ENGINE
195 PSI T.O. 95
FUEL FLOW
170 150
RIGHT ENGINE
FUEL FLOW
SYSTEMS INSTRUMENTS
PAGE 49 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
Some engines have a fuel pressure gauge that displays the pressure of the fuel
supplied to the fuel control unit. Most display the pressure in pounds per square
inch (psi) and provide indications to the pilot that the engine is receiving the fuel
required for a given power setting. Figure 56 shows a fuel pressure gauge.
30
10 PSI
POINTER
FUEL
50
PRESS
125 PSI
100 80
PSI
SCALE
SYSTEMS INSTRUMENTS
PAGE 50 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
Is made with a metal tube that is formed in a circular shape with a flattened cross-
section. One end is open while the other is sealed. The open end of the bourbon
tube is connected to a capillary tube containing pressurized fuel. As the
pressurized fuel enters the bourbon tube, the tube tends to straighten. Through a
series of gears, this movement is used to move the indicating pointer on the
instrument face. Figure 57 shows a Bourbon type fuel pressure gauge and its
operation.
POINTER BOURBON
STAFF TUBE
ANCHOR
POINT
GEARING
SYSTEMS INSTRUMENTS
PAGE 51 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
DIAPHRAGM
SYSTEMS INSTRUMENTS
PAGE 52 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
These instruments indicate the rotational speed of the engine. Low Pressure
Compressor (N1), Intermediate Pressure Compressor (N2) and High Pressure
Compressor (N3). Figure 59 a RPM gauge for N1 measurement.
N1 RPM Gauge
Figure 59
SYSTEMS INSTRUMENTS
PAGE 53 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
The indicator use electromagnetic sensors (which contains a coil of wire that
generates a magnetic field) to measure the RPM of the respective compressor
blades. The sensor is mounted in the shroud around the fan so, when each fan
blade passes the sensor, the magnetic field is interrupted. The frequency at
which the fan blades cut across the field is measured by an electronic circuit and
then transmitted to a RPM gauge in the cockpit. Figure 60 shows the operation
of a N1 & N2 gauges.
SYSTEMS INSTRUMENTS
PAGE 54 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
There are a number of different terms and abbreviations used for the gas
temperature in turbine engines, these are:
POINTER
TEMERATURE
SCALE
5
3 EGT OVER-TEMP
C X 100 7 LIMIT POINTER
1
9
7 6 5
OVER-TEMPERATURE
WARNING LIGHT
DIGITAL
READ-OUT
EGT Indicator
Figure 61
SYSTEMS INSTRUMENTS
PAGE 55 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
SYSTEMS INSTRUMENTS
PAGE 56 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
SYSTEMS INSTRUMENTS
PAGE 57 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
The EPR is the ratio of turbine discharge pressure to compressor inlet pressure.
Pressure measurements are recorded by total pressure pickups, or EPR probes,
installed in the engine inlet Pt2 section and at the exhaust Pt7 section. Once
collected, the data is sent to a differential pressure transducer, which drives a
cockpit EPR gauge. Figure 64 shows the operation of an EPR indicator.
SYSTEMS INSTRUMENTS
PAGE 58 of 59
BASIC COMPLEMENTARY COURSE FOR AF & PP
Figure 65 shows the engine instrument grouping for a twin engine aircraft.
1.0 1.0
0.8 1.0 1.2 1.2 1.0 0.8
1 5 0 1.4 150
EPR EPR
1.4
EPR EPR
1.6 1.6
1 5 0 1 5 0
20 40 60 60
40 20
N1 N1
0 % RPM 80 80 % RPM 0
%RPM %RPM
100 100
9 2 9 2
5 5
3 EGT EGT 3
C X 100 7 7 C X 100
EGT 1
9 9
1 EGT
7 6 5 7 6 5
3 4 5 5 4 3
FF FF
2 6 6 2
FF 1
X 1000
8 8
X 1000
1
FF
6 5 8 8 5 6
SYSTEMS INSTRUMENTS
PAGE 59 of 59
A319/A320/A321
TECHNICAL TRAINING MANUAL
EFFECTIVITY Page i
ALL 22 CONTENTS Dec 31/00
_A319/A320/A321 TECHNICAL TRAINING MANUAL
GENERAL FAMILIARIZATION COURSE 22 AUTO FLIGHT SYSTEM
22 AUTO FLIGHT SYSTEM
UFD0100 TABLE OF CONTENTS Page
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GENERAL FAMILIARIZATION COURSE 22 AUTO FLIGHT SYSTEM
CONTENTS:
General Concept
Navigation
Flight Plan
Operation
AFS/Fly by Wire
System Design
TMUFMGS01 LEVEL 1
UFD0100
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GENERAL FAMILIARIZATION COURSE 22 AUTO FLIGHT SYSTEM
The Auto Flight System (AFS) calculates orders to There are several ways to use the Auto Flight System.
automatically control the flight controls and the The normal and recommended way to use the Auto Flight
engines. System is to use it to follow the flight plan
The Auto Flight System computes orders and sends them automatically.
to the Electrical Flight Control System (EFCS) and to Knowing the position of the aircraft and the desired
the Full Authority Digital Engine Control (FADEC) to flight plan (chosen by the pilot), the system is able
control flying surfaces and engines. to compute the orders sent to the surfaces and engines
When the AFS is not active, the above mentioned so that the aircraft follows the flight plan.
components are controled by the same systems but orders The pilot has an important monitoring role.
are generated by specific devices (i.e. side sticks
and thrust levers). NOTE: During Auto Flight System operation, side sticks
and thrust levers do not move automatically.
NAVIGATION
AFS/FLY BY WIRE
A fundamental function of the Auto Flight System is
to calculate the position of the aircraft. If the pilot moves the side stick when the Auto Flight
When computing the aircraft position, the system uses System is active, it disengages the autopilot.
several aircraft sensors giving useful information for Back to manual flight, when the side stick is released,
this purpose. the Electrical Flight Control System maintains the
actual aircraft attitude.
FLIGHT PLAN
SYSTEM DESIGN
The system has several flight plans in its memory.
These are predetermined by the airline. To meet the necessary reliability, the AutoFlight
A flight plan describes a complete flight from System is built around four computers:
TMUFMGS01-T01 LEVEL 1
departure to arrival, it includes vertical information Two interchangeable Flight Management and Guidance
and all intermediate waypoints. Computers (FMGCs) and two interchangeable Flight
It can be displayed on the instruments (CRTs). Augmentation Computers (FACs).
It is a FAIL OPERATIVE system.
UFD0100
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GENERAL FAMILIARIZATION COURSE 22 AUTO FLIGHT SYSTEM
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UFD0100
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GENERAL FAMILIARIZATION COURSE 22 AUTO FLIGHT SYSTEM
CONTENTS:
General
Controls
FMGCs
FACs
Other Systems
Self Examination
TMUFGCA01 LEVEL 1
UFD0100
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GENERAL FAMILIARIZATION COURSE 22 AUTO FLIGHT SYSTEM
GENERAL FMGCs
The Auto Flight System (AFS) provides the pilots with There are two interchangeable FMGCs.
functions reducing their workload and improving the Each FMGC is made of two parts: the Flight Management
safety and the regularity of the flight. part called FM part and the Flight Guidance part called
The Auto Flight System is designed around: FG part.
- 2 Flight Management and Guidance Computers (FMGCs), The Flight Management part provides functions related
- 2 Flight Augmentation Computers (FACs), to flight plan definition, revision and monitoring.
- 2 Multipurpose Control and Display Units (MCDUs), The Flight Guidance part provides functions related
- 1 Flight Control Unit (FCU). to the aircraft control.
CONTROLS FACs
The FCU and the MCDUs enable the pilots to control the The basic functions of the FACs are the rudder control
functions of the FMGCs. and the flight envelope protection.
The FAC engagement pushbuttons and the rudder trim
control panel are connected to the FACs. NOTE: The FAC includes an interface between the Auto
The MCDUs are used for long-term control of the Flight System and the Centralized Fault Display
aircraft and provide the interface between the crew System (CFDS) called Fault Isolation and
and the FMGC allowing the management of the flight. Detection System (FIDS).
The FCU is used for short term control of the aircraft This function is activated only in position 1
and provides the interface required for transmission (FAC 1).
of engine data from the FMGC to the Full Authority
Digital Engine Control (FADEC). OTHER SYSTEMS
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GENERAL FAMILIARIZATION COURSE 22 AUTO FLIGHT SYSTEM
TMUFGCA01-P01 LEVEL 1
UFD0100
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SELF EXAMINATION
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GENERAL FAMILIARIZATION COURSE 22 AUTO FLIGHT SYSTEM
CONTENTS:
FCU
MCDUs
NDs
PFDs
Thrust Levers
Side Sticks
Rudder Pedals
Resets
RMPs
EWD/SD
Attention Getters
TMUFGCH01 LEVEL 1
UFD0100
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GENERAL FAMILIARIZATION COURSE 22 AUTO FLIGHT SYSTEM
FCU MCDUs
The Flight Control Unit (FCU) is installed on the Two Multipurpose Control and Display Units (MCDUs) are
glareshield. The FCU front face includes an Auto Flight located on the center pedestal.
System (AFS) control panel between two Electronic The MCDU is the primary entry/display interface between
Flight Instrument System (EFIS) control panels. the pilot and the FM part of the FMGC.
The AFS control panel allows and displays the MCDU allows system control parameters and flight plans
engagement of autopilots (APs) and autothrust (A/THR), to be inserted, and is used for subsequent
and the selection of guidance modes and flight modifications and revisions.
parameters. The MCDU displays information regarding flight
progress and aircraft performances for monitoring and
NOTE: The EXPEDite pushbutton can be optionally review by the flight crew.
removed from the AFS control panel.
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UFD0100
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GENERAL FAMILIARIZATION COURSE 22 AUTO FLIGHT SYSTEM
NDs PFDs
The two Navigation Displays (NDs) are located on the The two Primary Flight Displays (PFDs) are located on
main instrument panel. the main instrument panel.
The Navigation Display is built from: The Flight Mode Annunciator (FMA) is the top part of
- flight plan data, the Primary Flight Display (PFD).
- data selected via the FCU, Each PFD displays:
- aircraft present position, - AP/FD/A/THR engagement status on the FMA,
- wind speed/direction, - AP/FD and A/THR armed/engaged modes on the FMA,
- ground speed/track. - FD orders,
- FAC characteristic speeds on the speed
scale.
TMUFGCH01-T02 LEVEL 1
UFD0100
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TMUFGCH01-P02 LEVEL 1
UFD0100
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GENERAL FAMILIARIZATION COURSE 22 AUTO FLIGHT SYSTEM
THRUST LEVERS
SIDE STICKS
RUDDER PEDALS
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TMUFGCH01-P03 LEVEL 1
UFD0100
AUTO FLIGHT SYSTEM CONTROL AND INDICATING - THRUST LEVERS, SIDE STICKS & RUDDER PEDALS
EFFECTIVITY
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GENERAL FAMILIARIZATION COURSE 22 AUTO FLIGHT SYSTEM
RESETS
The FMGC, FAC, FCU and MCDU resets are possible in the
cockpit.
Depending on the computer (1 or 2), the circuit
breakers are located either on the overhead circuit
breakers panel 49VU or on the rear circuit breakers
panel 121VU.
TMUFGCH01-T04 LEVEL 1
UFD0100
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TMUFGCH01-P04 LEVEL 1
UFD0100
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GENERAL FAMILIARIZATION COURSE 22 AUTO FLIGHT SYSTEM
RMPs
EWD/SD
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GENERAL FAMILIARIZATION COURSE 22 AUTO FLIGHT SYSTEM
TMUFGCH01-P05 LEVEL 1
UFD0100
EFFECTIVITY
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ATTENTION GETTERS
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TMUFGCH01-P06 LEVEL 1
UFD0100
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EFFECTIVITY
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GENERAL FAMILIARIZATION COURSE 22 AUTO FLIGHT SYSTEM
CONTENTS:
General
Data Base Loading
Power-up Test FD Engagement
MCDU Initialization
A/THR Engagement
AP Engagement
Self Examination
TMUFGCQ01 LEVEL 1
UFD0100
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GENERAL FAMILIARIZATION COURSE 22 AUTO FLIGHT SYSTEM
This sequence describes the operational use of the As soon as electrical power is available, the Flight
Flight Management and Guidance Computers (FMGCs) in a Director (FD) is automatically engaged provided that
normal operation with a total availability of the the power-up test is successful.
concerned functions. No guidance symbols are displayed as long as no AP/FD
The short-term pilot orders are entered through the mode is active.
Flight Control Unit (FCU). The long-term pilot orders
are entered through the Multipurpose Control and MCDU INITIALIZATION
Display Unit (MCDU).
Four key-words for the control principle and both types First, MCDU STATUS page is displayed. Then, the pilot
of guidance are to be kept in mind in order to avoid uses the MCDU for flight preparation, which includes:
handling errors. - choice of the data base,
Aircraft control is AUTOMATIC (Autopilot or - flight plan initialization,
autothrust), or MANUAL (Pilot action on side sticks - radio nav entries and checks,
or on thrust levers). Aircraft guidance is MANAGED
- performance data entry (V1, VR, V2 and FLEX
(Targets are provided by the FMGC), or SELECTED
TEMP).
(Guidance targets are selected by the pilot through
V2, at least, must be inserted in the MCDU before
the FCU).
take-off.
Entry of the flight plan (lateral and vertical) and
DATA BASE LOADING V2 into the MCDU is taken into account by the Flight
Management (FM) part and confirmed by the lighting of
The data base must be loaded and updated to keep the
the associated lights on the FCU.
system operational.
EFFECTIVITY
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TMUFGCQ01-P01 LEVEL 1
UFD0100
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Autothrust (A/THR) engagement occurs when the pilot Either autopilot (AP) can only be engaged 5 seconds
moves the thrust levers to the TO/GA or FLX/MCT gate. after lift off. Only one autopilot can be engaged at
Then: a time, the last in, being the last engaged.
. the FMGC automatically engages: After the normal climb, cruise and descent phases,
- the take-off modes for yaw and longitudinal selection of LAND mode (Autoland) allows both APs to
guidance (RunWaY (RWY) and Speed Reference be engaged together.
System (SRS)), After touchdown, during ROLL OUT mode, APs remain
- the autothrust function (but it is not active). engaged to control the aircraft on the runway
. the FD symbols appear on the PFD (Green FD yaw bar centerline.
and pitch bar). Then the pilot disengages the APs at low speed, taxies
For take-off, the thrust levers are set to the TO/GA and stops the aircraft.
gate or the FLEX/MCT gate if a flexible temperature
has been entered on the MCDU.
At the thrust reduction altitude, the FM part warns
the pilot to set the thrust levers to CLB gate.
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SELF EXAMINATION
When is FD engaged?
A - As soon as at least one AP is engaged.
B - As soon as A/THR is engaged.
C - At the end of a successful power-up test.
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TECHNICAL TRAINING MANUAL
23 COMMUNICATIONS
This document must be used for training purpose only
EFFECTIVITY Page i
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GENERAL FAMILIARIZATION COURSE 23 COMMUNICATIONS
23 COMMUNICATIONS
UFD0100 TABLE OF CONTENTS Page
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GENERAL FAMILIARIZATION COURSE 23 COMMUNICATIONS
23 - COMMUNICATIONS
CONTENTS:
VHF
HF (Option)
SELCAL (SELective CALling)
CIDS
Passenger Address
Interphone
Cockpit Voice Recorder
TMUCOG101 LEVEL 1
UFD0100
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VHF INTERPHONE
The Very High Frequency (VHF) system serves for short There are 3 interphone systems on the aircraft:
range voice communications. the flight interphone, the cabin interphone and the
service interphone.
HF (Option) - The flight interphone system allows
communication between the flight crew members,
The High Frequency (HF) system serves for all and between the flight crew and the ground
long-distance voice communications between different mechanic at the external power receptacle or
aircraft (in flight or on the ground), or between the in the avionics bay.
aircraft and one or several ground stations. - The cabin interphone system allows
communication between the cockpit and the cabin
SELCAL (SELective CALling) attendant stations, and between the cabin
attendant stations.
The purpose of the SELCAL system is to give visual and - The service interphone system enables
aural indications to the crew, concerning calls communication between the different service
received from ground stations through VHF and HF interphone jacks, the cockpit and the cabin
systems. attendant stations.
The Cabin Intercommunication Data System (CIDS) is The Cockpit Voice Recorder (CVR) records in-flight and
designed to interface flight crew, cabin attendants, on-ground crew conversations and radio communications.
passengers, ground service and various cabin systems
dedicated to cabin attendant or passenger use.
The CIDS is used to control, test and monitor various
cabin systems dedicated to cabin attendant or passenger
TMUCOG101-T01 LEVEL 1
use.
PASSENGER ADDRESS
UFD0100
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TMUCOG101-P01 LEVEL 1
UFD0100
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23 - COMMUNICATIONS
CONTENTS:
Cockpit
Cabin
Avionics Bay
Nose Landing Gear
TMUCOG202 LEVEL 1
UFD0100
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COCKPIT
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UFD0100
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CABIN
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UFD0100
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AVIONICS BAY
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SYSTEM CONTROL AND INDICATING - AVIONICS BAY & NOSE LANDING GEAR
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23 - COMMUNICATIONS
CONTENTS:
COM/NAV Systems
RMP
ACP
AMU
SELCAL
Static Discharging
Self Examination
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Communication and navigation systems are connected to The audio management unit (AMU) ensures the interface
the AMU for analog inputs and to the RMP for frequency between the user (jack panel and ACP) and the various
selection. radio communication and radio navigation systems.
The Audio Management Unit is equipped with a TEST
RADIO MANAGEMENT PANEL circuit (BITE) which enables connection to the CFDIU.
The AMU ensures the following functions:
The radio management panels (RMP) centralize radio - Transmission
communication frequency control. - Reception
RMP 1 and RMP 2 can also serve as backups for the - SELCAL and display of ground crew and Cabin
flight management and guidance computers (FMGC) for Attendant calls
radio navigation frequency control (VOR, DME, ILS,
- Flight interphone
ADF).
- Emergency function for the Captain and First
The aircraft is equipped with three RMPs which are
Officer stations.
identical and interchangeable.
The 3rd RMP is optional.
SELCAL
AUDIO CONTROL PANEL
The selective calling system provides visual and aural
indication of calls received from ground stations.
The ACPs supplies the means:
- to use the various radio communication and
STATIC DISCHARGING
radio navigation facilities installed on the
aircraft for transmission and reception of the
The purpose of the static discharges is to discharge
audio signals.
static electricity and to prevent interference of
- to display the various calls (SELCAL, ground communication systems.
crew call and calls from the Cabin Attendants).
TMUCOMA02-T01 LEVEL 1
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UFD0100
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23 - COMMUNICATIONS
CONTENTS:
Radio Management Panel (RMP) Description
Windows
Transfer P/B
Communication Keys
SEL Indicator
Dual Selector Knob
Navigation Keys
ON/OFF Switch
Self Examination
TMUCOMB03 LEVEL 1
UFD0100
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The RMPs are used for the selection of radio There are 6 pushbutton keys for the radio communication
communication frequencies. They are also used for the systems. 3 of them are used for VHF, the 3 others for
standby selection of radio navigation frequencies in HF.
back-up mode. The AM key controls the selection of the AM mode for
3 RMPs are used for frequency selection, each one can HF transceivers provided that HF1 or HF2 is selected.
control any VHF (HF) frequency. When a key is pressed, the relevant active and the
Note: the third RMP is optional. standby frequencies are automatically displayed in the
The 3 RMPs permanently dialog so that each RMP is dedicated windows.
informed of the last selection made on any of the other
RMPs. If two RMPs fail, the remaining RMP controls all SEL INDICATOR
the VHF transceivers.
The transmission of data to the communication and Although one RMP can control frequencies of any
navigation systems and the dialog between the RMPs are transceiver, each RMP has dedicated systems.
performed through ARINC 429 buses. The normal configuration is:
- RMP1 allocated with VHF1, VHF3 and HF1, if
WINDOWS installed,
- RMP2 allocated with VHF2 and HF2, if installed.
There are 2 display windows: If the optional RMP3 is installed, it will be allocated
- The active window displays the operational with VHF3 and HF systems which are no longer dedicated
frequency to RMP1 or RMP2.
- The standby/course window displays the standby The SEL indicator light will come on white on the RMPs
frequency or the course in back-up navigation involved, when an RMP takes control of a non dedicated
mode. system frequency selection.
The windows are liquid crystal displays with a high For example, if VHF2 is selected on RMP1, the SEL
contrast. indicator lights come on on RMP1 and RMP2.
TMUCOMB03-T01 LEVEL 1
When the transfer key is pressed, the standby frequency The dual selector knob is used for the selection of
UFD0100
becomes the operational frequency, and the operational the frequency/course displayed in the standby/course
frequency becomes the standby frequency. window.
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UFD0100
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NAVIGATION KEYS
ON/OFF SWITCH
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23 - COMMUNICATIONS
CONTENTS:
General
Transmission
Reception
Flight Interphone
Selective Calling (SELCAL)
Calls
Self Examination
TMUCOMH02 LEVEL 1
UFD0100
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GENERAL INTERPHONE
The AMU centralizes the Audio Signals used by the crew. The flight interphone function allows interpone links
The crew controls and operates these functions between the various crew stations in the cockpit and
independently with the Audio Control Panels. with the groud crew through the jack at the external
The audio management system provides: power receptacle panel (108 VU) and the avionics
- radio communication and navigation for crew compartment jack panel (63 VU).
utilization
- flight interphone system SELCAL
- selective calling system (SELCAL)
The Selective Calling system enables reception with
- visual indication of ground crew and cabin
aural and visual indication of calls from ground
attendant calls.
stations equipped with a coding device
Each cockpit occupant Audio Equipment includes:
- oxygen mask,
NOTE: The SELCAL decoding unit is located inside the
- headset, AMU.
- boomset,
- handmicrophone, CALLS
except for the 4th occupant which is only equipped
with a jack box. Cabin attendant and mechanic calls are indicated on
the Audio Control Panels.
TRANSMISSION
RECEPTION
stations.
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UFD0100
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23 - COMMUNICATIONS
CONTENTS:
General
Transmission Keys
Reception Knob
Interphone/Radio Selector Switch
Voice Filter
Reset
Passenger Address
Self Examination
TMUCOMI01 LEVEL 1
UFD0100
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3 Audio Control Panels (ACPs) are provided in the Fifteen pushbutton knobs are used to select reception
cockpit for the Captain, the First Officer and the and to adjust the volume of received signals.
third occupant. When the reception channel is selected, the pushbutton
Each ACP allows: knob pops out and comes on white.
- the use of various radio communication and
radio navigation facilities installed in the INTERPHONE/RADIO SELECTOR SWITCH
aircraft for transmission and reception of the
audio signals, The INTerphone/RADio selector switch permits the
- the display of various calls received through utilization of the interphone or the radio, when the
the SELCAL system, from ground mechanics and boomsets or oxygen masks are used by the crew.
from cabin attendants, The INT position allows direct flight interphone
- the use of flight, cabin and service interphone transmission:
systems. - whatever the transmission key selected and
provided no Push-To-Talk switch is activated,
TRANSMISSION KEYS - when no transmission key is selected.
The neutral position allows reception only.
Eight rectangular electronic keys are used for the The RAD position is used as a Push-To-Talk switch when
selection of the transmission channel and for the a transmission key is selected.
display of various calls received through SELCAL
system, from ground mechanics and from cabin VOICE FILTER
attendants.
MECH light on the INTerphone key flashes amber to A voice filter can be used on the ADF and VOR channels.
indicate a ground mechanic call. When used, the identification signals transmitted by
ATT light on the CABin key flashes amber to indicate the navaids are greatly attenuated (32 dB) so as to
a cabin attendant call. hear only voice signals.
TMUCOMI01-T01 LEVEL 1
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UFD0100
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RESET
PASSENGER ADDRESS
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23 - COMMUNICATIONS
CONTENTS:
Purpose
Principle
Components
TMUCOMF02 LEVEL 1
UFD0100
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PURPOSE
PRINCIPLE
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UFD0100
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UFD0100
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CONTENTS:
SELCAL Philosophy
SELCAL Operation
Self Examination
TMUCOML01 LEVEL 1
UFD0100
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SELCAL PHILOSOPHY
SELCAL OPERATION
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UFD0100
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23 - COMMUNICATIONS
CONTENTS:
Ground Mechanic to Flight Crew Call
Flight Crew to Ground Mechanic Call
Self Examination
TMUCOMO02 LEVEL 1
UFD0100
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TMUCOMO02-P01 LEVEL 1
UFD0100
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23 - COMMUNICATIONS
CONTENTS:
General
Components
Recorder Panel
Self Examination
TMUCOMY01 LEVEL 1
UFD0100
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GENERAL
COMPONENTS
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UFD0100
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RECORDER PANEL
GROUND CONTROL
The CVR is automatically energized in flight and on
ground when at least one engine is running and for 5
minutes after the last engine is shut down.
For manual control, on the ground, the CVR has to be
energized by pressing the ground control (GND CTL)
pushbutton on the recorder (RCDR) panel.
CVR TEST
When the CVR TEST pushbutton is pressed, either on
ground or in flight, a test tone is generated 4 times
for approximately 0.8 seconds.
A headset connected to the CVR HEADSET jack mounted
on the cockpit maintenance panel enables monitoring.
CVR ERASE
The CVR ERASE pushbutton is used for manual erasure
of the recording, only on ground with parking brake
applied.
It must be pressed for at least 2 seconds.
For complete manual erasure of the recording, the CVR
has to be energized.
TMUCOMY01-T02 LEVEL 1
UFD0100
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UFD0100
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23 - COMMUNICATIONS
CONTENTS
INT Selection
RAD Selection
INT Key and Knob
Self Examination
TMUCOMN01 LEVEL 3
UFD4200
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The INT position of the INT/RAD selector switch enables The flight interphone can also be used like a VHF
permanent use of the flight interphone without any transceiver. Selection of the INT transmission key
further action and whatever the radio key selected lights the green bars, indicating that the flight
(Here VHF 1). interphone is ready to operate.
This is a stable position. Pressing and releasing the INT reception knob enables
adjustment of the interphone level. If done, the knob
NOTE : The radio function has priority over the flight comes on white.
interphone function. Placing and holding the INT/RAD switch in RAD position
So, even with the INT/RAD switch in INT enables the operator to talk through the flight
position, the flight interphone is momentarily interphone system.
cut during a radio emission ( Radio key selected
and hand microphone or side-stick Push To Talk
actuated).
RAD SELECTION
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UFD4200
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TECHNICAL TRAINING MANUAL
34 NAVIGATION
This document must be used for training purpose only
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34 NAVIGATION
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34 - NAVIGATION
CONTENTS:
General
ADIRS
Landing and Taxiing Aids Systems
Independent Position Determining Systems
Dependent Position Determining Systems
TMUNA2001 LEVEL 1
UFD0100
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SYSTEM PRESENTATION
The aircraft navigation systems provide the crew with The Head-Up Display (HUD) is used as a piloting aids
the data required for flight within the most system for roll out, take-off and landing (optional).
appropriate safety requirements. The Instrument Landing System (ILS), is use to obtain
This data is divided into four groups: the optimum aircraft position during an approach and
- AIR DATA/INERTIAL REFERENCE SYSTEM (ADIRS), landing phase.
- LANDING AND TAXIING AIDS, The Marker (MKR) system is used to indicate the
- INDEPENDENT POSITION DETERMINING, distance to the runway threshold during an ILS descent.
The aircraft is equipped with:
- DEPENDENT POSITION DETERMINING.
- 1 HUD (optional),
ADIRS - 2 ILS,
- 1 MARKER (Included in the VOR receiver).
The ADIRS is an integrated Air Data System and an Frequency Control is achieved either automatically or
Inertial Reference System. One part called Air Data manually (through the MCDU) by the Flight Management
Reference mainly computes speed and altitude and Guidance Computers (FMGCs) or manually through the
information from air parameters. The other part called Radio Management Panels (RMPs).
Inertial Reference mainly computes heading, attitude
and position from gyros and accelerometers.
The ADIRS is composed of three Air Data/Inertial
Reference Units (ADIRUs).
Besides the ADIRUs, there are still standby
instruments:
- Altimeter and Airspeed indicators directly
supplied by pressure lines,
- Standby Compass,
TMUNA2001-T01 LEVEL 1
- Standby Horizon.
UFD0100
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SYSTEM PRESENTATION
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SYSTEM PRESENTATION
INDEPENDENT POSITION DETERMINING SYSTEMS The Distance Measuring Equipment (DME) system gives
the aircraft slant distance to a ground station.
This part of the navigation systems, called independent The Air Traffic Control system (ATC) enables a ground
system, provides information regarding the safety of operator to identify and track the aircraft without
the aircraft without taking reference from any ground having to communicate with the flight crew.
station. The Automatic Direction Finder (ADF) system is a radio
The Weather Radar / Predictive Windshear (WR/PWS) compass system providing the azimuth of a Non
system detects the position and intensity of Directional Beacon (NDB) with respect to the aircraft
precipitations which are shown on the Navigation center line.
Displays (NDs). The VHF Omni Range (VOR) system gives the bearing of
The windshear capability serves to detect any sudden a ground VOR Station with respect to the magnetic North
change of wind speed and/or direction (Optional). and the aircraft angular deviation related to a
The Radio Altimeter (RA) system gives the aircraft preselected course.
height above the ground, independently of the The Global Positioning System (GPS) is based on the
atmospheric pressure. measurement of the transmission time of signals
The Traffic Collision Avoidance System (TCAS) detects broadcast by satellites.
the aircraft in the immediate vicinity. This part of the Navigation includes:
The Enhanced Ground Proximity Warning System (EGPWS) - 2 DME,
warns the flight crew about the aircraft behaviour in - 2 ATC,
dangerous configuration when approaching the ground. - 1 ADF (the second is optional),
This part of the Navigation system includes:
- 2 VOR,
- 1 Weather Radar / Predictive Windshear (WR/PWS) - 2 GPS.
(the second is optional),
- 2 Radio Altimeter (RA), NOTE 1: The VOR or DME frequency control is achieved
- 1 Traffic Collision Avoidance System (TCAS), either automatically or manually (through the
- 1 Enhanced Ground Proximity Warning System MCDU) by the FMGCs or manually though the RMPs.
TMUNA2001-T01 LEVEL 1
(EGPWS).
NOTE 2: Although the Marker Beacon belongs to the
DEPENDENT POSITION DETERMINING SYSTEMS Landing Aids System, it is physically
integrated into the VOR receiver.
This part of the navigation system, called dependent
UFD0100
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34 - NAVIGATION
CONTENTS:
Automatic Tuning
Manual Tuning
Back-Up Tuning
Self Examination
TMUNAV701 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY Page
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AUTOMATIC TUNING
MANUAL TUNING
BACK-UP TUNING
EFFECTIVITY
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TMUNAV701-P01 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY Page
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SELF EXAMINATION
EFFECTIVITY
EFFECTIVITY Page
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34 - NAVIGATION
CONTENTS:
Multipurpose Control Display Unit (MCDU)
ADIRS Control Display Unit (ADIRS CDU)
Radio Management Panel (RMP)
Audio Control Panel (ACP)
TMUNA2101 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY Page
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EFFECTIVITY Page
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TMUNA2101-P01 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY Page
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EFFECTIVITY
EFFECTIVITY Page
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TMUNA2101-P02 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY Page
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EFFECTIVITY
EFFECTIVITY Page
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TMUNA2101-P03 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY Page
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EFFECTIVITY
EFFECTIVITY Page
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TMUNA2101-P04 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY Page
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EFFECTIVITY
EFFECTIVITY Page
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34 - NAVIGATION
CONTENTS:
Standby Compass
Standby Horizon
Standby Altimeter
Standby Airspeed Indicator (ASI)
Metric Altimeter (Option)
TMUNAVE03 LEVEL 1
UFD0100
EFFECTIVITY
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STANDBY COMPASS
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TMUNAVE03-P01 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY Page
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STANDBY HORIZON
EFFECTIVITY
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TMUNAVE03-P02 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY Page
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STANDBY ALTIMETER
EFFECTIVITY
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TMUNAVE03-P03 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY Page
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EFFECTIVITY
EFFECTIVITY Page
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TMUNAVE03-P04 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY Page
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EFFECTIVITY
EFFECTIVITY Page
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TMUNAVE03-P05 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY Page
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EFFECTIVITY
EFFECTIVITY Page
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34 - NAVIGATION
CONTENTS:
General
Standby Navigation Keys
Rotating Knob
Standby/Course (STBY/CRS) Window
Active Window
TMUNA2201 LEVEL 1
UFD0100
EFFECTIVITY
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NOTE: The Microwave Landing System (MLS) key is a The active window shows the frequency in use of the
provision. system identified by the green LED on the selected
key.
ROTATING KNOB
digits.
EFFECTIVITY
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TMUNA2201-P01 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY Page
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EFFECTIVITY
EFFECTIVITY Page
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34 - NAVIGATION
CONTENTS:
General
Normal Operation
Failure and Non Computed Data (NCD)
Self Examination
TMUNAVF02 LEVEL 1
UFD0100
EFFECTIVITY
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DDRMI PRESENTATION
GENERAL
NORMAL OPERATION
EFFECTIVITY
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TMUNAVF02-P01 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY Page
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DDRMI PRESENTATION
EFFECTIVITY
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TMUNAVF02-P02 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY Page
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SELF EXAMINATION
EFFECTIVITY
EFFECTIVITY Page
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34 - NAVIGATION
CONTENTS:
General
ADM Functional Description
ADM Inputs
ADM Output
ADR Computation
IR Strapdown
Ring Laser Gyro
Accelerometer
IR Computation
TMUADI001 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY Page
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ADIRS PRINCIPLE
GENERAL
EFFECTIVITY
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TMUADI001-P01 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY Page
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ADIRS PRINCIPLE
ADM INPUTS
ADM OUTPUT
EFFECTIVITY
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TMUADI001-P02 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY Page
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ADIRS PRINCIPLE
ADR COMPUTATION
EFFECTIVITY
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TMUADI001-P03 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY Page
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ADIRS PRINCIPLE
IR STRAPDOWN
EFFECTIVITY
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TMUADI001-P04 LEVEL 1
UFD0100
ADIRS PRINCIPLE - IR
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ADIRS PRINCIPLE
The three ring laser gyros, one for each rotation axis,
provide inertial rotation data and are composed of two
opposite laser beams in a ring.
At rest, the two beams arrive at the sensor with the
same frequency.
An aircraft rotation creates a difference of
frequencies between the two beams.
The frequency difference is measured by optical means
providing a digital output which, after computation,
will provide rotation information.
EFFECTIVITY
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TMUADI001-P05 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY Page
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ADIRS PRINCIPLE
ACCELEROMETER
IR COMPUTATION
EFFECTIVITY
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TMUADI001-P06 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY Page
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EFFECTIVITY Page
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34 - NAVIGATION
CONTENTS:
General
MCDU
ADIRS CDU
Probes
FCU
GPS
DMC
DMC/PFD & ND
ADIRS Switching
Users
Self Examination
TMUADIA01 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY Page
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ADIRS PRESENTATION
GENERAL FCU
The Air Data Inertial Reference System (ADIRS) is The ADIRUs receive, from the Flight Control Unit (FCU),
composed of three Air Data Inertial Reference Units the Baro correction set by the crew.
(ADIRU), each having their own set of probes and
sensors and a common Control Display Unit (CDU). GPS
EFFECTIVITY
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TMUADIA01-P01 LEVEL 1
UFD0100
ADIRS PRESENTATION
EFFECTIVITY
EFFECTIVITY Page
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ADIRS PRESENTATION
ADIRS SWITCHING
USERS
EFFECTIVITY
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SELF EXAMINATION
EFFECTIVITY
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EFFECTIVITY
EFFECTIVITY Page
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34 - NAVIGATION
CONTENTS:
Pitot Probes
Static Ports
AOA Sensors
TAT Sensors
Water Drain
Self Examination
TMUADIB01 LEVEL 1
UFD0100
EFFECTIVITY
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The total pressure is sent from the Pitot Probes to The three ADIRUs receive Total Air Temperature
the Air Data Modules which convert it into ARINC words information from two Total Air Temperature sensors.
used by the Air Data Inertial Reference Units.
Three pitot probes provide total pressure to three Air NOTE: that ADIRU3 receives the Total Air Temperature
Data Modules (ADM) which convert this pressure into (TAT) from the TAT 1 sensor which is composed
digital format (ARINC 429). of two elements.
ARINC words are then sent to the corresponding Air
Data Inertial Reference Unit (ADIRU). The standby pitot WATER DRAIN
probe supplies the standby Airspeed Indicator (ASI)
and ADR3 through its related ADM. The probes are installed in such a way that their
pressure lines do not require a water drain, except
STATIC PORTS for that of the standby static ports.
AOA SENSORS
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TMUADIB01-P01 LEVEL 1
UFD0100
EFFECTIVITY
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EFFECTIVITY
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34 - NAVIGATION
CONTENTS:
General
ILS Principle
GPS Principle
Components
ILS Indicating
GPS Indicating
Self Examination
TMUMMRA01 LEVEL 1
UFD0100
EFFECTIVITY
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GENERAL
ILS PRINCIPLE
EFFECTIVITY
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TMUMMRA01-P01 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY Page
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GPS PRINCIPLE
SPATIAL SEGMENT
The spatial segment is composed of a constellation of
24 satellites.
These satellites are arranged in six separate orbital
planes of four satellites each on a circular orbit and
have the following characteristics:
- 55 inclination to the Equator,
- an altitude of approx 20200 km with an orbital
period of 12 sideral hours.
These satellites give:
- the satellite position (Ephemeris of the
constellation),
- the constellation data (Almanach).
- the atmospheric corrections.
TMUMMRA01-T02 LEVEL 1
UFD0100
EFFECTIVITY
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TMUMMRA01-P02 LEVEL 1
UFD0100
EFFECTIVITY
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CONTROL SEGMENT
The control segment is composed of four monitor
stations and one master control station which track
the satellites, compute the ephemeris, clock
corrections and control the navigation parameters and
transmit them to the GPS users.
The four monitor stations are located at:
- KWAJALEIN
- HAWAII
- ASCENCION ISLAND
- DIEGO GARCIA
The master control station is located at:
- COLORADO SPRINGS.
TMUMMRA01-T03 LEVEL 1
UFD0100
EFFECTIVITY
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UFD0100
EFFECTIVITY
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USER SEGMENT
The principle of GPS position computation is based on
the measurement of transmission time of the GPS signals
broadcast by at least 4 satellites.
This segment is constitued by the GPS receiver and
defined as follows:
- signal acquisition,
- distance calculation,
- navigation computation (Satellite choice,
positioning, propagation corrections),
- detection and isolation of failed satellites
(GPS PRIMARY).
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TMUMMRA01-P04 LEVEL 1
UFD0100
EFFECTIVITY
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COMPONENTS
EFFECTIVITY
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TMUMMRA01-P05 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY Page
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ILS INDICATING
EFFECTIVITY
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TMUMMRA01-P06 LEVEL 1
UFD0100
EFFECTIVITY
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GPS INDICATING
EFFECTIVITY
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TMUMMRA01-P07 LEVEL 1
UFD0100
EFFECTIVITY
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SELF EXAMINATION
EFFECTIVITY
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34 - NAVIGATION
CONTENTS:
Principle
Components
Indicating
TMURADG01 LEVEL 1
UFD0100
EFFECTIVITY
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PRINCIPLE
EFFECTIVITY
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CONTENTS:
Principle
Components
Indicating
Self Examination
TMUTCAB05 LEVEL 3
UFD0100
EFFECTIVITY
EFFECTIVITY Page
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34 - NAVIGATION
CONTENTS:
General
Principle
Components
Indicating
TMUEGPA01 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY Page
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CONTENTS:
Principle
Components
Indicating
TMUDMEH01 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY Page 105
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CONTENTS:
Principle
Components
TMUATCF08 LEVEL 1
UFD0100
EFFECTIVITY
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CONTENTS:
Principle
Components
Indicating
TMUADFF01 LEVEL 1
UFD0100
EFFECTIVITY
EFFECTIVITY Page 119
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34 - NAVIGATION
CONTENTS:
VOR Principle
MKR Principle
Components
VOR Indicating
MKR Indicating
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UFD0100
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BASIC COMPLEMENTARY COURSE FOR AF & PP
In flight monitoring and ground test capabilities are provided by the MFC
system (as fitted to the ATR 72). It consists of two independent computers
MFC1 and MFC2. The use of these two computers has meant the removal of
a total of 9 redundant LRUs.
1.1.1 FUNCTION
After processing the input information, the unit will output to the various
systems to:
FAULT FAULT
ACTIVATE ACTIVATE
INPUTS INPUTS
MFC 1A MFC 1B
OUTPUTS OUTPUTS
MFC
1A 1B 2A 2B
FAULT FAULT FAULT FAULT
NORM
FLT
ERS WOW & L/G
MFC DOORS
MAG
3 BOOTS
IND
PTA/ERS TEST
2 NAV
MISC
1 BRK
FLT
CTL
Bite Loaded Indicator - Indicates when a fault has been recorded by the
maintenance system.
System Selector Switch - Normally placed in the NORM FLT position. During
Bite Advisory Display - Indicates, through illuminated lights, the code of the
failure recorded. Combination of illumination of these lights enables up to 14
failures per system to be coded.
Test push-button - Used to check operation of the "BITE LOADED" magnetic indicator.
Data Bus connector - Enables the connection of the Maintenance Test Set
system to be connected. This enables the down load of all faults onto a
Notebook type computer.
The failure codes are all listed in the aircraft maintenance manual. Table 1
shows an example of the code/failure relationship.
SYSTEM: WOW/L/G
CODE 8 4 2 1 DEFINITION
1 F Right Main Gear Prime DnLk Prox Switch Fail
2 F Nose Gear Prime DnLk Prox Switch Fail
3 F F Left Main Gear Prime DnLk Prox Switch Fail
4 F Right Main Gear Sec DnLk Prox Switch Fail
5 F F Nose Gear Sec DnLk Prox Switch Fail
6 F F Left Main Gear Sec DnLk Prox Switch Fail
7 F F F Left Main Gear WOW 1 Prox Switch Fail
8 F Nose Gear WOW 1 Prox Switch Fail
9 F F Right Main Gear WOW 1 Prox Switch Fail
A F F Left Main Gear WOW 2 Prox Switch Fail
B F F F Nose Gear WOW 2 Prox Switch Fail
C F F Right Main Gear WOW 2 Prox Switch Fail
D F F F
E F F F
F F F F End of list for selected system
The BITE continuously tests the various systems and stores all fault
information to be recalled later, either by the flight crew or a maintenance
team. Once the appropriate repair has been made, the BITE system can then
be used to reset the system for operation. Most BITE systems are capable of
isolating system faults with at least 95% probability of success on the first
attempt.
The introduction of digital systems on the aircraft has made BITE systems
possible. Discrete digital signals are used as the code language for BITE
systems. The BITE system interprets the various combinations of digital
signals to determine a system's status. If an incorrect input value is detected,
the BITE system records the fault and displays the information upon request.
This information may be by illuminating a number of Light Emitting Diodes
(LED's), or, as with modern systems, a display on a CRT or TV display.
Operational Test
Maintenance test
POWER
POWER
UP
UP PROTECTION
PROTECTION
RESET
RESET
INITIALIZE
INITIALIZE CONTROL
CONTROL OPERATIONAL
OPERATIONAL
BITE
BITE
INPUT
INPUT OUTPUT
OUTPUT
Input signals.
Protection circuitry.
Control circuitry.
Output signals.
The maintenance program of the BITE is entered into only when the aircraft is
on the ground and the "Maintenance Test" routine is requested.
On aircraft fitted with Flight Management System FMS, a more complex BITE
system is provided. In the Boeing 737, the FMS BITE provides fast and
accurate diagnosis of the main FMS components.
1.1.4 OPERATION
BITE is controlled via the FMS Control Display Unit, CDU. The FMS display
will display (in plain English), system status for all systems under test. The
operator simply selects from a menu of test options and inputs interactive
responses via the CDU. BITE runs the test and provides corrective action
diagnostics. The system is designed for line maintenance fault isolation to a
single line replacement unit (LRU), within minutes. The BITE system will also
carry out system verification; to check interfaces after corrective maintenance
action.
429 BUS
DISK STORAGE DISK STORAGE INTERFACE
POWER
PROG CHNG COMP RDY XFER R/W FAIL
SPARE
FUSE
The Navigation database (NDB) contains data that describes the environment
in which the aircraft operates. The type of information loaded includes:
Approaches.
Country Name.
Waypoints.
Airports.
Runways.
Marker Beacons.
Holding Patterns.
The source data and the NDB are updated on a 28-day cycle that it
corresponds to the normal revision cycle for navigation charts. Each update
disk contains the data for the current cycle and the next one. This
arrangement provides the user with greater flexibility since it is not necessary
to load a new disk on a specific day. Each PCMCIA card contains 8
megabytes of storage.
The CMCS supports both line and extended maintenance functions through
menu selections on the Maintenance Access Terminal (MAT) or Portable
Maintenance Access Terminal (PMAT). Other menu selections support
special maintenance functions, on-line help and report production. Figure 9
shows the location of the MAT.
MAT KEYBOARD
MAT KEYBOARD
SLOT
MAINTENANCE ACCESS
TERMINAL (MAT)
FLIGHT COMPARTMENT
REAR RIGHT SIDEWALL
FDE inform the flight and ground crews of the conditions relating to the safe
operation of the aircraft. The ground crew must find the cause of an FDE to
find the corrective action. The FDE data is used along with the aircrafts
maintenance manuals to isolate the fault.
The MAT has a display screen and controls for selecting and viewing fault
data. A keyboard is also provided (stored when not in use) which allows
certain entries and controls displayed data. The MAT also has a cursor
control device, which has a power supply module that receives 115V ac via
the MAINT ACCESS TERMINAL circuit breaker located on the overhead
panel. This PSM then distributes power for the remainder of the MAT. The
cursor control device contains the following controls:
Track Ball.
Selection Keys.
Brightness Control.
MAT DUAL
DISK DRIVE
MAT DISPLAY
POWER SUPPLY
MODULE
ERASE
GO BACK
FAULT
The PMAT is stored within the electronics bay and has the same functions as
the MAT. There is a PMAT terminal receptacle located on the MAT position.
There are also four other PMAT receptacles located throughout the aircraft.
These are located:
Electronics Bay.
Nose Gear.
Stabilizer Bay.
SELECTION
PMAT SWITCHES
POWER
SWITCH
CURSOR
CONTROL
LCD
PMAT RECEPTACLE
DISPLAY
KEYBOARD
DISK
DRIVE
The ACMS (Boeing 777) collects monitors and records data from the aircrafts
system. The data collected by the system is used to produce reports. These
reports are used to:
Analyze trends.
Troubleshoot faults.
QAR CMCF
AIMS
FMCF DCMF
TMCF FDCF DA
TA
DFDAF
RH QAR
DISPLAY
LH FLIGHT COMPARTMENT
DISPLAY MAT PRINTER
PMAT
A
FLIGHT CONTROL VHF
I
ARINC 629 BUS (3) TX/RX
R SDU
C SYSTEMS
R ARINC 629 BUS (4)
A
ARINC 429
F ANALOG
T DISCRETES
Report Format.
Report Content.
Triggers.
Triggers are logic equations that detect conditions and cause data to be
recorded, e.g. engine exceedances. The ACMF sends data to the following
units:
Note: The DCMF is used to send data to the airline base while the aircraft is
airborne via either the VHF communication or Satellite communication
system.
The ACMS collects data to record and sends reports to many output devices.
The MAT and PMATs allows the user to see the ACMS data and control the
function of the ACMS. Aircraft systems send data into the AIMS cabinet
input/output modules on:
Analog Inputs.
Discrete Inputs.
SYSTEMS ON BOARD MAINTENANCEPAGE
20 of 26
BASIC COMPLEMENTARY COURSE FOR AF & PP
The QAR records data sent from the ACMF onto a 3.5 inch 128 MB optical
disk and holds 41 hours of data. A spare disk is located within the unit should
the active disk become full. Figure 15 shows a QAR and optical disk.
PRESS
SPARE DISK
DISPLAY
DISPLAY PENNY
&
GILES
FAIL
LOW CAPACITY
MAINTENANCE
EJECT
The optical disk has a magnetic surface with an infrared laser optically
tracking the disk. Data from the ACMF (Core Processing Module, CPM) is
received by the QARs CPU. The CPU does a self-test to check the validity of
the data and then sends control information to the memory device.
2. Formatter memory.
The flash memory holds configuration data, system data and identification
files and sends this data to the formatter. The formatter arranges the received
data, then sends it to the cartridge drive circuits.
The cartridge drive circuits control the position of the laser tracking recording
head. They also write data on and read data from the optical disk. The front
keyboard is used to read information from the optical disk and to run
functional tests. The CPU also sends data to the 16 bit LCD displays. These
displays show:
Stored data.
QAR menus.
Test results.
Messages.
The QAR sends data and status to the CPM/COMM in the left AIMS cabinet.
The ACMF monitors the data and status.
The AIMS collects and calculates large quantities of data and manages this
data for several integrated aircraft systems. The AIMS has software functions
that do all the calculations for each aircraft system. The AIMS has two
cabinets, which do the calculations for these systems. Each cabinet contains:
Cabinet Chassis.
The IOM and CPM are in the cabinet chassis, which has a backplane data
bus and a backplane power bus to distribute data and power to the IOMs and
CPMs.
The IOMs transfer data between the software functions in the AIMS CPMs
and external sources. The CPMs supply the software/hardware to do the
calculations. There are four types of CPMs:
AIMS System
Figure 16
The flight compartment printer supplies high-speed hard copies of text for the
following systems:
The flight compartment printer receives data from the print driver partition of
the Data Communication Management Function (DCMF). The DCMF is
located within the AIMS. The DCMF prioritises data sent to the printer in the
following order:
The printer can print at 300 dots per inch (DPI). It uses a roll of paper, which
is 125 feet long and is A4 European Air standard paper. The printer contains
all mechanical components and electronics necessary for printer operation.
The mechanical components include:
Printer head.
Processor board.
Controller board.
Interconnection board
RESET TEST
FAIL PAPER CUT SLEW
TOP VIEW
SIDE VIEW
Processing Board Processes all inputs for the left AIMS cabinet and
changes the data signals to control the thermal printer.
23 - COMMUNICATIONS
CONTENTS:
General
Principle
Passengers Functions
Crew Functions
Cabin Systems Functions
Monitoring And Test Functions
Aircraft Systems Functions
Cockpit Controls And Indicating
TMUCI2A02 LEVEL 1
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MECHANICS / ELECTRICS & AVIONICS COURSE 23 COMMUNICATIONS
The PTP is also used to test the entire CIDS. - reading lights test,
- extended emergency lighting test.
UFD4200
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- call panel,
- evac panel,
- NS/FSB panel,
- PA handset,
- service interphone.
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23 - COMMUNICATION
CONTENTS:
General
Directors
Type A Decoder Encoder Units
Type B Decoder Encoder Units
Forward Attendant Panel
Programming and Test Panel
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The CIDS consists of the following components: The type A DEUs provide the interface between the
- the Directors including ON Board Replaceable directors and the passenger related systems.
Memories (OBRM),
- the Programming and Test Panel (PTP) including TYPE B DECODER ENCODER UNITS
Cabin Assignment Module (CAM),
- the Forward Attendant Panel (FAP), The type B DEUs provide the interface between the
directors and the attendant and cabin related systems.
- the Additional Attendant Panels,
- the Type A Decoder Encoder Units (DEUs A),
FORWARD ATTENDANT PANEL
- the Type B Decoder Encoder Units (DEUs B),
- Cockpit equipment, The Forward Attendant Panel (FAP) is installed at the
- Cabin equipment. forward attendant station.
From the FAP, the various cabin systems can be
DIRECTORS controlled and monitored.
For redundancy, two directors are installed. PROGRAMMING AND TEST PANEL
In normal operation of the CIDS, director 2 is in hot
stand-by. The Programming and Test Panel (PTP) is installed at
Both directors receive the same inputs and perform the the forward attendant station next to the FAP.
same computations. The outputs of the director in hot The PTP contains the Cabin Assignment Module (CAM)
stand-by are disabled. which is used to store all information for the actual
The directors are connected through two CIDS busses cabin layout.
to the type A and type B DEUs to carry the various
data to the cabin equipment.
The FAP, PTP and other systems are connected directly
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CONTENTS:
DEU A
DEU B
Self Examination
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DEU A LOUDSPEAKERS
The loudspeakers are installed in the Passenger Service
Twenty six type A Decoder Encoder Units (DEUs) are Unit (PSU), in each lavatory and close to the attendant
installed above the windows in the cabin ceiling and station.
close to the center ceiling for the DEUs in the entrance They are all identical and are used for:
area. - Passenger address announcements,
The type A DEUs are connected to the directors via a - Call chimes (optional).
top-line data bus (i.e. : two wire twisted and shielded
cable). PASSENGER CALL
A broken wire in one top-line bus will only affect the Pushbuttons are fitted in the PSU above each seat row
type A DEUs behind the crack on this bus. and in the lavatories.
The type A DEUs of the other top-line bus will work
without disturbance. READING/LIGHT POWER UNIT
One R/L power unit for three reading lights is
PASSENGER SIGNS installed in each Passenger Service Unit (PSU).
The passenger signs include NO SMOKING or the optional
NO ELECTRONIC DEVICE lights, FASTEN SEAT BELT lights,
NON SMOKER ZONE lights and RETURN TO SEAT lights in
the lavatories.
Furthermore, for the PAX call system, the seat row
lights are connected to the type A DEUs.
CABIN LIGHTS
The cabin lights include:
- Entrance area lights,
- Lavatory lights,
- Attendant lights,
TMUCI2C03-T01 LEVEL 3
- Reading lights,
- Cabin fluorescent strip lights.
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DEU B EPSUs
The Emergency Power Supply Units (EPSUs) are connected
Basically 4 type B DEUs (max. 6 - Optional) are to type B DEUs for the emergency lighting system test.
installed near the exit doors in the center ceiling.
They are connected to the directors via a middle line DRAIN MAST
data bus. The directors receive signals from the drain mast
There are two supplementary DEU B mounts installed as control unit via type B DEUs.
a provision. If the drain mast heater or the control unit fails the
The fig. on the next page shows a typical Type B DEU CIDS CAUTION light on the FAP comes on.
interface. It may vary with different locations and
with specific airline requirements. ATTND AND PANEL
One Attendant Indication Panel is installed near each
SLIDE PRESSURE SYSTEM (Optional) attendant seat for message purposes.
The directors receive signals from the bottle pressure
sensors via type B DEUs. AREA CALL PANEL
If the pressure is low, the CIDS CAUTION light on the One basic and one optional ACP can be connected to
FAP comes on. each DEU B.
interphone connections.
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23 - COMMUNICATIONS
CONTENTS:
General
PES
PES Video
PRAM
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through the PCU, have priority over the music and video
sound entertainment channels.
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BASIC COMPLEMENTARY COURSE FOR AF & PP
The ACARS is a digital data link for either ground-air or air-ground connections.
The system reduces the flight crews workload because it transmits routine
reports automatically and simplifies other reporting.
Airborne System.
Ground Network.
Demand Mode.
Polled Mode.
The demand mode allows the flight crew of airborne equipment to initiate
communications. To transmit a message, the MU determines if the ACARS
channel is free from other communications from other ACARS, if it is clear, the
message is sent. If the ACARS VHF channel is busy, then the MU waits until the
frequency is available. The ground station sends a reply to the message
transmitted from the aircraft. If an error reply or no reply is received, the MU
continues to transmit the message at the next opportunity. After six attempts
(and failures), the airborne equipment notifies the flight crew.
In the polled mode, the ACARS only operates when interrogated by the ground
facility. The ground facility routinely uplinks questions to the aircraft equipment
and when a channel is free the MU responds with a transmitted message. The
MU organises and formats flight data prior to transmission and upon request, the
flight information is transmitted to the ground facility.
The ground station receives and relays messages or reports to the ARINC
ACARS Control Centre. The control centre sorts the messages and sends them
to the operator's control centre (several airlines participate in the ACARS
network).
The ACARS also reduces the congestion of the VHF communication channels
because transmissions of ACARS take fractions of a second while the same
report/message in aural form may have taken in excess of ten seconds.
ACARS may be connected to other airplane systems such as the Digital Flight
Data Acquisition Unit (DFDAU). The DFDAU collects data from many of the
aircrafts systems such as Air Data Computer, Navigation and Engine monitoring
systems, and in turn makes this data available to ACARS.
The ACARS in use vary greatly from one airline to another and are tailored to
meet each airlines operational needs. When satellite communication systems
are adopted, ACARS will take on a truly global aspect. Figure 1 shows an
ACARS network.
AIRLINE TRANSMISSION
COMPUTER NETWORK
SYSTEM
ACARS Network
Figure 1
1.1.3 DESCRIPTION
The ACARS is operational as soon as the electrical power is supplied and does
not have an ON/OFF switch.
1. AC
ARS Management Unit (MU).
2. Mu
lti-Purpose Interactive Display
Unit (MPIDU).
3. Ide
nt plug.
4. Pr
ogram pins.
5. Th
ermal Printer.
The Management Unit (MU) converts the data from and to the VHF-COMM.
Requests from ground-stations for communication or reports go from the MU to
the MIDU or Flight Data Acquisition Unit (FDAU). Most of the reports are
generated in the FDAU. The MU itself makes the report. The unit uses
information from the FWS for this message (parking brake and ground/flight for
example). The interface wiring between MU and FDAU/MIDU is ARINC 429.
The MU codes the messages for VHF-COMM. The messages contain the
aircraft's registration and the airline code. This information comes from the ident
plug. The MU also decodes the messages from the VHF-COMM. When there is
a message for the crew, the MIDU shows a message annunciation, while the MU
also makes a discrete for the Flight Warning System (FWS) to make an alert.
The VHF-COMM can be used for data transmissions for the ACARS or normal
communication. You can select the voice or data mode on the MIDU.
The printer uses rolls of 4.25 thermal paper. A red stripe appears along the
edge of the paper when the supply is low.
PUSHBUTTON
CONTROLS
DOOR LOCKING
SCREW
PAPER LOADING
DOOR
PAPER CUTTING
EDGE
The printer is normally located aft of the centre pedestal and has a Self Test
feature for pre-flight operational testing.
SELF TEST PUSH BUTTON: Pushing the Self Test pushbutton activates a
printer self test which prints the following:
PTR BUSY LIGHT: Illuminates amber when the printer is printing. Remains
ON until paper advance is complete.
PAPER LOADING DOOR: Printer paper roll is replaced via opening this door.
PAPER CUTTING EDGE: Allows for smooth paper cutting when a printed
message is removed from the printer.
ACARS communications are accomplished via the ARINC network and the VHF
3 transceiver. VHF 3 is dedicated to this purpose and is automatically controlled
by the ACARS frequency of 131.55 MHz and is tuned remotely by the ground
stations if frequency change is necessary.
VHF 3
Collins
ANTENNA
IN DFDAU FAIL SEND
NUMERIC ENTRY 13 : 02 : 58
FLT : 0123
D
0008
A 1 2 3
T
A 4 5 6
L
7 8 9
I
N
K 0
MULTIPURPOSE INTERACTIVE
DISPLAY UNIT
MANAGEMENT VHF 3
UNIT TX/RX
FLIGHT DATA
ACQUISTION UNIT
THERMAL PRINTER
AIRCRAFT
SYSTEMS
The Electronic Flight Bag (EFB) lets the flight crew access to the * DSPL - display
electronic flight operation data, general purpose computing and * DU - display unit
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* PWR - power
EGP 101-999
* SAR - staging area reporting (application)
EGP 101-999
* TWLU - terminal wireless LAN unit
* XFR - transfer
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General
The electronic flight bag (EFB) has two display units (DU) and
two supporting electronics units (EU). The captains EFB system
is independent from the first officers EFB system. Each EFB
system consists of a DU and an EU.
Description
The EFB provides the flight crew with a paperless flight deck
environment and enhance the quality of information available to
the crew.
The flight crew interacts with the EFB via the display unit (DU)
either by pushing the buttons on the DU bezel, or by using a
touch-screen that is a feature of certain applications (example:
electronic logbook).
In addition, the flight crew can also make use of the cursor
control device (CCD) and the portable keyboard (optional).
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