B1-05.15 TYPICAL ELECTRONIC DIGITAL AIRCRAFT SYSTEMS 2

Integrated Modular Avionics (IMA)

• The Boeing 767 and 757 pioneered the use of digital federated architecture in commercial aircraft.
• The industry recognized the need to transfer data files, not just individual data "words," across ARINC 429 in 1987.
• The Boeing 777 marked the shift towards Integrated Modular Architecture (IMA) with the Airplane Information Management System (AIMS) Cabinet.
• Functions like flight management, communications, and aircraft condition monitoring, formerly independent LRUs, are now implemented using IMA.
• Traditional avionic systems use federated architectures with separate subsystems on their own hardware, physically isolated, which limits expandability.
• Adding an LRU in traditional systems requires a new cable link to each existing LRU, supporting bit rates up to 100Kbps in one direction.
• Classic ethernet-based data communication requires a connection of each unit to an ethernet bus for transmission and reception, with bit rates up to 10 Mbps.
• A shortcoming of classic ethernet is long wait times, a switched ethernet uses a router/switch to direct traffic or buffer it, eliminating delays.
• Avionics Full Duplex Switched Ethernet (AFDX) and quad cable transmission lines form the Avionics Data Communication Network (ADCN), which has two redundant networks, A and B.
• In integrated modular avionics (IMA), subsystems share a common platform to better use resources like memory and processors- gaining popularity.
• IMA saves 2,000 lbs. of weight on the avionics suite of the Boeing 787 Dreamliner.
• IMA connects all "modules" (CPIOMs and IOMs by Airbus, GPMs by Boeing) to an Aircraft Data Network (ADN), routing information via AFDX switches to Line Replaceable Modules (LRMs).
• IMA replaces point-to-point cabling with a "virtual backplane" data communication network.
• The network connects software configurable LRUs that can adapt to changes, with software and the network defining active Virtual Links in real-time.
• The system can quickly reconfigure in the event of failures, resulting in a more robust system.
• Review the BITE Philosophy and BITE Function for generic information on BITE testing methodology in integrated modular avionics.

Cabin Systems

• The cabin system interfaces the cabin crew with the cabin core system and the cabin monitoring system- passengers can use the system for entertainment.
• The cabin system includes:
  • Cabin core system
  • Cabin monitoring system
  • In-Flight Entertainment System (IFE)
• The cabin core system has manufacturer differences:
  • Cabin Intercommunication Data System (Airbus)
  • Cabin Service System Controller (Boeing)
• The CIDS/CSSC operates, controls, monitors, and transmits data from different cabin systems related to passengers and crew, including system and unit tests.
• The Airbus system has Directors, touchscreen Flight Attendant Panels (FAPs), and mini FAPs, all connected.
• The CIDS allows programming to suit aircraft and operator requirements.
• Software updates use the Flight Attendant Panel menu.
• Three predefined and three modifiable cabin layouts are available via the Flight Attendants Panel, protected by an access code and only available on the ground.
• Cabin zones can be changed using the Flight Attendants Panel.
• The CIDS loudspeaker level adjustment is used for manual adjustment of the cabin loudspeaker output for announcements and chimes, accessed through a MP FAP menu page with an access code.
• A Flight Attendant Panel set-up page controls internal settings including panel loudspeaker volume and screen brightness.
• The CIDS is modular, with the number of components based on cabin layout and requirements
• The CIDS directors are connected to all components, with one active and one in hot standby mode
• The directors monitor system performance, store faults, and send them to the Warning and Maintenance System (WMS) and/or the FAP.
• Multi-Purpose Flight Attendant Panels (MP FAP) are touchscreen interfaces between cabin attendants and CIDS directors, the Boeing version is called the Crew Attendant Panel (CAP).
• The touchscreen panel indicates all the cabin information and is for cabin functions and programming, the sub panel has hard keys and interfaces.
• Each mini FAP lets the cabin crew control and monitor support systems and passenger functions specific cabin zone.
• Area Call Panels (ACPs) inform attendants of passenger, interphone, lavatory smoke detection, or evacuation, located on the cabin ceiling above the aisles.
• Additional Indication Panels (AIPs) display call information or additional cabin system information like lavatory smoke location, installed at all attendant stations.
• Additional Attendant Panels (AAPs) allows attendants to manage cabin support systems and passenger related functions in a specific cabin zone.
• The CIDS system uses the following communication functions:
  • Passenger Address system (PA)
  • Cabin interphone
  • Service interphone
• The passenger address system distributes PA announcements from the cockpit or the attendant stations to all assigned cabin loudspeakers and passenger headsets.
• With the PA, a high-priority source interrupts a low-priority source, such as the cockpit and then attendant.
• The cabin interphone system is used for the communication between cabin crew stations, and between cockpit and cabin crew stations- one or more links can be initialised at the same time.
• The service interphone system facilitates communication between ground maintenance and cockpit/cabin crew, using service interphone jacks, cockpit acoustic equipment, cockpit handsets, and cabin handsets.
• The cabin system controls the cabin general lighting and the passenger reading lights independently in each cabin zone, deck and room through centralised commands.
• Individual commands are for passenger reading lights are entered via the PSUs and the IFE
• The cabin system's emergency evacuation signalling function controls evacuation alerts in all areas and the cockpit.
• Illuminated signs function controls exit signs, no smoking, fasten seat belts, and return to seat, as well as lavatory signs.
• The cabin system passenger call function is activated from the passenger seats and lavatories, and is reset by the attendant at their panel.
• The cabin system exchanges with the IFE, control commands for Passenger Call and reading lights operation, from passenger seats and IFE operation from the flight attendant panel.
• The cabin system has an ADN interface with the air conditioning system to remotely control the cabin temperature within a given range, which will then show on the attendant panel.
• The cabin system controls the water/waste system with the panel, which is used for water depressurisation, shutdown, and pre-selection of water for potable water tank refilling.
• Electrical window shades use a centralized control in each zone, control within a zone is side selectable (left or right).
• The cabin system uses ADN for an interface with the secondary power distribution system to display, via the flight attendant panel, the IFE and seat power status.
• The cabin system uses ADN as an interface with the door and slide management system to show the doors and slides status through the panels.
• The BITE information for cabin systems explains; BITE management is available through the FAP display and the flight deck MCDU.

In-Flight Entertainment (IFE) Systems

• The IFE system has audio, video, data and interactive functions, such as games, on-board shopping, and internet.
• This, along with passengers accessing telephone and data networks through an optional satellite communications link, is all provided via the cabin distribution network.
• Airlines and regulatory agencies often prohibit mobile phone use while airborne. However, some carriers allow the use of mobile phones on selected routes with added technology.
• In-flight internet is available through wifi and the aircraft can use satellite or air-to-ground networks to permit users to connect to the internet.
• The IFE system includes IFE Centre (IFEC), the cabin distribution network and the passenger in-seat equipment.
• The IFE control panel is in the Remote Control Centre (RCC).
• The IFEC is connected to:
  • Remote Control Centre (RCC)
  • Flight Attendant Panels (FAPs)
  • Cabin Distribution Network (CDN)
  • The passenger in-seat equipment, the wall-mounted displays, and the Wireless Access Points (WAP), through the cabin distribution network.
• The Cabin Work Station (CWS) on the A380 gives a centralised location for operation of cabin crew and is the pursers main working area:
  • CIDS
  • PRAM
  • IFE and Logbook
  • Cabin Crew E-Mail
  • Passenger Profile
  • Electronic Documentation
• Remote Control Centers (RCCs) have additional IFE control panels and get control from locations besides the cabin workstation. The RCCs interface with Area Distribution Boxes of the cabin network.
• Area Distribution Boxes (ADBs) are installed in the ceiling of a cabin in a single line along the centerline, designed to supply seat electronic boxes (SEBs).
• Fiber optics and Ethernet busses allow the ADB to communicate, with a network switch routing messages between system controllers
• Floor Disconnect Boxes (FDBs) supply audio and video and communication data.
  • This has the capability to supply the audio and video, data, telephone, and service data from the ADBs to the SEBs
• The Seat Electronics Boxes (SEBs), mounted under the seat are is designed to supply network (ethernet) data and digital video/audio distribution functions for the passengers and the Seat Display Units (SDUs).
• The Seat Display Unit (SDU)/Seat Video Unit (SVU) are touch-screen units show passenger content, routed via Ethernet through the SEB and decoded in the SDU-USB and ethernet ports included for user.
• The Handset Passenger Control Unit (PCU) features telephone keyboard, game controller functions, and Passenger Service System (PSS) controls for reading and attendant calls (Airline choice).
• In Seat Power Converter (ISPC) converts 115 VAC 380 - 800 Hz to 110 VAC 60 Hz for passenger use to power a Personal Electronic Device (PED).
• Tapping Units (TUs) installed inside ceiling that recives ethernet- decode, and send to video format for overhead monitors, each TU can control an amount of overhead monitors.
• Wall Mount and Retract Display Units (DUs) display overhead video entertainment from the TU

Information Systems

• The purpose of the INFORMATION SYSTEMS is to improve the following, and provide greater service to passengers:
  • Flight
  • Cabin
  • Maintenance
• This based around a system of networked, “real-time” servers and routers, combined with a central acquisition of parameters and secure digital communications
• The whole onboard system is secured by digital radio as an redundant backup and by computer security.
• The information system gathers data to compile on a shared system to provide external and local commincation/data storage. Hosting airline application through out.
• Improves operations in the following ways:
  • Supplying electronic forms replacing paper.
  • Providing customized applications and documentation.
• Provides the following enhamcements:
  • Gives flights crew fast access to data for making decisions.
  • Provides maintance tools to the personnel for autonomy and easy troubleshooting.
  • Gives cabin crew acess to electronic documentation to support their operations.
  • Allows passengers to communicate and use internet through the aircraft.
• Boeing Aeroplane Health Management (AHM) allows airlines to monitor and troubleshoot aircraft systems while in flight-engine and aircraft system data transmitted.
• Airbus AIRMAN monitors health of operators aircraft and recommends and helps with fault/warning messages-Data is ground controlled.
• The Electronic Logbook (e-Logbook) replaces paper logbooks and is installed by boeing/Airbus- easy to store data. It is fed into one database and provides a better view of aircraft issues
• Used in many locations:
  • Technical Logbook for Pilots and cabin crew.
  • On-board Maintenance System (OMS) Logbook crew.
  • cabin crew.