Knowledge Levels 1-3: Skill Objectives

Knowledge Levels

• Basic knowledge for categories A, B1, and B2 is indicated with knowledge levels 1, 2, or 3.
• Category C applicants must meet B1 or B2 basic knowledge levels.

Level 1 Objectives

• Should be familiar with the basic elements.
• Should be able to give a simple description of the whole subject.
• Should be able to use typical terms.

Level 2 Objectives

• Should have general knowledge of the theoretical and practical aspects.
• Should be able to understand the theoretical fundamentals.
• Should be able to give a general description of the subject using typical examples.
• Should use math formulas in conjunction with physical laws describing the subject
• Should be able to read/understand sketches, drawings, and schematics.
• Should be able to apply his knowledge in a practical manner using procedures.

Level 3 Objectives

• Should know the theory of the subject and interrelationships with other subjects.
• Should be able to give a detailed description using theoretical fundamentals and specific examples.
• Should understand and use mathematical formulae.
• Should read, understand, and prepare sketches, simple drawings and schematics.
• Should apply his knowledge using manufacturer's instructions.
• Should be able to interpret results from various sources , measurements and apply corrective action.

Electronic Instrument Systems (EIS)

• These include early instrument systems
• They include electronic instrument display technology.
• They have arrangements of electronic flight instruments
• EIS have cockpit layouts for Boeing and Airbus
• EIS are displayed using multifunction displays and digital data bus
• ELIS make use of symbol generators
• Operation occurs in airbus and boeing
• System operation through centralized aircraft monitoring

Conventions and Development

• Early aircraft had a clock (optional) and a compass for daytime flights in clear weather.
• The altimeter was the next instrument, followed by a simple attitude instrument.
• After 1950, cockpit instrument systems were arranged in the Basic T configuration
• Every aircraft had an Airspeed Indicator (ASI), Attitude indicator (AI) and altimeter in a row.
• Turn coordinator (or turn and slip indicator) and a Vertical Speed Indicator (VSI) added to Basic T configuration.
• Artificial Horizon and Directional Gyro renamed to the Attitude Direction Indicator (ADI) and the Horizontal Situation Indicator (HSI).
• ADI and HIS came in the form of an electronic attitude direction indicator

Early Instrument Systems

• Individuals laid out the instrument panel as they wanted, and squeezed instruments in where they could
• Pilots who flew more than one type of aircraft had to relearn instrument position before each flight

Electronic Instrument Display Technology

• Types of electronic displays include light-emitting diodes and liquid crystal displays.
• Some older displays use a cathode ray tube technology.
• Display units must be supported by processors and electronic devices to interpret the data provided by sensors and avionics data buses.

Electronic Flight Instruments System

• EFIS provides the flight crew with required information to operate the aircraft.
• The EFIS contains four interchangeable displays and three symbol generators
• EFIS typically uses four large color displays, PFDs and MFD's or ND's
• Modern display systems increase efficiency, situational awareness and are versatile

EADI and EHSI

• EADI replaced the mechanical ADI
• Displays can be manufactured in required size resolution and reliability

Primary Flight Display, PFD and Navigation Display, ND

• EHSI was integrated with ADF, ILS, VOR and flight plan MAP information, color coded for mode recognition and aircraft speeds
• PFD replaced instruments indicated above and displays autopilot mode, track, flight plan, traffic collision avoidance system and Pressure of the day

Cockpit Layout of Electronic Instrument Systems

• Boeing uses the Engine Indicating and Crew Alert System (EICAS)
• Airbus uses the Electronic Centralised Aircraft Monitor System (ECAM) to provide system data, and primary and secondary engine data

Multifunction Displays, MFD and Digital Data Bus

• Microprocessor electronics enables the display of information on Multiffunction Display (MFDs) or Digital Display Indicators (DDIs)
• The data to and from numerous aircraft systems and components is communicated via a digital data bus

Symbol Generators

• The symbol generator is the focus of the electronic display with at least 2, 3 or more
• The symbol generator receives all aircraft sensor inputs and is connected to the electronic displays and performs main functions

Basic Operation of Aircraft Display Systems

• The system uses electronic instrument display
• This may have left and right, and even third symbol generators
• Has separate channel of data bus so two channels of a bus fail, and the other symbol generators can still function

Airbus' Electronic Centralised Aircraft Monitoring (ECAM)

• ECAM displays are typically located in the centre of the instrument panel and are dedicated for flight instrumentation
• The display is able to output data with a flight warning computer

ECAM Displays

• ECAM operates in normal and abnormal circumstances by displaying warning lights, cautions and also system status on the upper most screen
• Display will provide information concerning the engine for primary engine data and warnings

ECAM System Operation

• The key component in the system is the Flight Warning Computer where inputs from analog, or digital get routed through for conversion
• ECAM sends symbolic code which transforms the data in to EICAS displays and Airbus does away with separated avionic boxes

Boeing's Engine Indicating and Crew Alert System (EICAS)

• While all electronic displays need devices to interface data to display units, may be housed within the display or system processor
• The EICAS system does not incorporate separate symbology generators instead these are performed by the EICAS computers

EICAS Upeer Display Features

• It presents engine indications, crew alerts, fuel quantity, flap and landing gear, environmental control system information, all factors based upon physical configuration

Auxiliary EICAS Display Features

• Presents the auxiliary EICAS formats, secondary engine parameters, secondary-partial, alert displays and also synoptics, but normally blank unless information is needed

Software Management Control

• Describe restrictions that apply to software management and control
• Describe airworthiness requirements for software management and control
• Describe the possible catastrophic effects of unapproved changes to software programs

Software Use

• Programming information for the computers on all computer based systems on the aircraft including
• Engine control systems
• Bleed air control systems
• Power generation and control systems
• Fire protection systems
• Aircraft instrument displays Navigation and flight management systems.

Software Control

• Each aircraft equipment and system requiring software is assigned a Software Level which relates to the severity of the effect of possible software errors
• assigned in accordance with the DO-178C Software Considerations in Airborne Systems

Software Levels

Danger Level A, Catastrophic

-Failure prevents aircraft from safe operation, less than 1 in 10 -9 , is affected to critical flight controls and displays

Danger Level B, Hazardous

• Severe or lethal injuries, less than 1 in 10 -7 , is affected to critical flight controls and displays

Danger Level C, Major

• Results discomfort or injuries, less than 1 in 10 -5, is affected to navigational systems

Danger Level D, Minor

• Causes some inconvenience , less than 1 in 10 -3 , is affected to flight data recorder

Danger Level E, No Effect

• Has no effect and is affected to in-flight entertainment
• Most of the software used is treated the same as part of the aircraft with defects being resolved

Software Types

• Field-Loadable Software, FLS
• Preloaded or Resident Software
• Software is certified according to the Airborne Software and Data diagram, either Aircraft Controlled Software (ACS) or Hardware Controlled Software (HCS)
• Field Loadable software, Aeronautical Database

Field-Loadable Software, FLS Characteristics

• Has its own part number and can be itself a part
• The part number is verifiable on the aircraft by electronically accessing the target hardware memory as installed.
• It does not change the target hardware part number.
• It can be uploaded regardless of current software state and will not prevent a previous version from overwriting it.

Preloaded or Resident Software

• Software that cannot be changed without physically removing the system, must send it to a workshop for reprogramming because changes may take too long otherwise
• The original software will be preloaded by the manufacturer and any upgrade to it will be undertaken by the manufacturer.

Explanation of Software Terms

• Loadable Software Aircraft Part, LSAP is software that is considered part of the aircraft approved design
• An Aircraft Configuration List is a list of modules that use Loading Software Aircraft Parts, applicable to a specific aircraft

Loadable Software Aircraft Part (LSAP)

• A LSAP requires release documentation (EASA Form 1, FAA 8130-3), or an equivalent designated in agreement with the regulatory authority.

Non-Loadable Software Aircraft Part or Aeronautical Database

• A Non-LSAP or an Aeronautical Database (ADB) is field-loadable software which is not part of the certified aircraft configuration
• The ADB is routinely updated without a formal modification but is still subjected to rigorous configuration control

Databases

• There are two types of databases: those which are aircraft parts and those which are Aeronautical Databases.
• Model/Engine Database (MEDB) is defined with LSAP to define performances for the navigation system. This includes fuel flow, drag factor, manoeuvre margin, minimum cruise time and minimum rate of climb.
• Aeronautical Database (ADB) is not classified as an aircraft part. An ADB may be managed similar to LSAPS. An example is the Navigation Database which provide route information

Operator Modifiable Software (OMS)

UMS or UCS, permits operators to modify the system function to preferred procedures, existing operational infrastructure or local conditions.

User Modifiable Software (UMS)

• is software intended for modification by the aircraft operator without review by the certification
• Modifications may include data or executable code with target hardware to the Aircraft Communication and Reporting System (ACARS)

User-Certifiable Software (UCS)

• is software that an operator or its designated party chooses to modify in accordance with approved guidelines.

Operational Program Software (OPS)

• is software that contains the program instructions for a Line-Replaceable Unit (LRU)

Operational Program Configuration (OPC) is

• software that determines the function of the LRU to enables optional functions to use a special purpose database

Software Media

• Software media is the means of transporting and distributing software for installation in the user equipment and they come in many forms, including discs and downloading

Software Version

• The software version is the specific software item at a designated revision status with major and a minor version designation

Target Hardware

• Target hardware for databases include Enhanced Ground Proximity Warning System (EGPWS) and Flight Management Computer (FMC)

Electromagnetic Environment (EME) and Electromagenitc Interference (EMI)

Study Objectives from the provided text

• How to minimise or prevent EMI/RFI from being generated by devices
• Explain EMC - electromagnetic compatibility
• Explain EMI - electromagnetic interference
• Explain HIRF - high intensity radiated field
• Describe lightning and lightning protection

Electromagnetic Environment Terminology

• EME - The electromagnetic phenomena existing at a given location.
• Electromagnetic Compatibility (EMC) - Capability of equipment or systems to be operated in the intendedoperational electromagnetic environment without degradation to the system
• Electromagnetic Interference (EMI) - Defined by NATO as any electromagnetic disturbance that obstructs or degrades electronic equipment
• High-Intensity Radiated Field (HIRF) - Electromagnetic radiation generated external to aircraft
• Radio Frequency Interference (RFI) - Disturbance generated by an external source that affects an electrical circuit by electromagnetic induction

PED

• They operate at frequencies from 10 to 15 KHz for AM radios and up to 400 MHz for laptop computers, covering a an entire range of navigation
• Aircraft with antennas located outside the skin on the aircraft also can pick up EMI radiated through passenger windows

Electromagnetic Interference

• Electromagnetic interference can jam sensitive equipment and burn out electric circuits, and can affect everything from fly-by-wire flight control systems
• Outer shell of the plane, as well as its internal electronic equipment and interconnect cabling are designed to prevent penetration

EMC

• Ability of equipment to operate satisfactorily in its EM environment without disturbances to other electrical devices

Elements of an EMC Problem

• A source of a phenomenon, target that cannot function and a path in between

Potential Sources

• Radio transmitters, power lines, electronic circuits, lightning, lamp dimmers, electric motors, arc welders, solar flares