Aircraft Information Systems PDF

```markdown # TOPIC 13.22: INFORMATION SYSTEMS ## Aircraft Information System ### Introduction The information system is a new concept used in modern aircraft to communicate within the aircraft and between ground stations using data links. These systems manage the data links and provide uplink an...

```markdown # TOPIC 13.22: INFORMATION SYSTEMS ## Aircraft Information System ### Introduction The information system is a new concept used in modern aircraft to communicate within the aircraft and between ground stations using data links. These systems manage the data links and provide uplink and downlink messages. They may be controlled either automatically or manually. There are several systems currently in use, such as the Airplane Information Management System (AIMS) or the Air Traffic and Information system (ATIMS). The following generic information is provided as an overview of a typical Information system. The Information Systems can be divided as follows: * Cockpit Information Systems (CIS) * Air Traffic and Information Management System (ATIMS) * Air Traffic Control (ATC) * Airline Information Services - Airline Operational Control (AOC) applications * Future Air Navigation System (FANS) The FANS system is a space-based method for reduced separation between aircraft, more efficient route changes, satellite communications, no altitude loss when cross tracking and more direct routes. These improvements will offer airlines reduced fuel burn, increased payload and safer conditions for passengers. * Maintenance Information System The picture shows the relationship between cockpit information system, maintenance information system and the information system through the use of a flowchart ## Cockpit Information Systems Up to now, flight crew are using HF and VHF voice communications systems to communicate with air traffic controllers. These frequency bands (particularly HF) are subject to atmospheric disturbances and are often difficult to understand. Furthermore, the transmission networks become saturated due to increase of air traffic, and to the limited capability to exchange complex data (routes, weather information). Consequently, the Air Traffic and Information Management System (ATIMS) has been developed to enable datalink communications and the exchange of complex data or specific reports between the aircraft and the ground centres such as Controller-Pilot Data Link Communications (CPDLC) (HF voice in backup) for air traffic management, automatic reporting (position, intention) for air traffic surveillance. ## Air Traffic and Information Management System (ATIMS) or (AIMS) Air traffic information systems communicate via a datalink and the exchange of complex data or specific reports between the aircraft and the ground centres. It automatically reports aircraft position for air traffic surveillance and specific airline-aircraft communications (operational control) to reduce airline operational costs and to improve operational flexibility. ATIMS architecture combines Communication, Navigation and Surveillance systems together via datalinks which allows the airspace to be used efficiently. ### Communication ATIMS extensive use of data communications, between aircraft and the airline and between aircraft and Air Traffic Control (ATC). These communications are available via VHF Data Radio (VDR), HF Data Radio (HFDR) or via SATCOM for remote areas such as oceanic zones. From ground, the Aircraft Communication Addressing and Reporting System (ACARS) network dispatches the data; therefore, VHF and HF voice communications are used as a backup. ### Navigation The navigation devices include Multi Mode Receiver (MMR), a receiver which integrates ILS and GPS functions in a single unit. The MMR is also able to receive Microwave Landing System (MLS) or Differential Global Positioning System (DGPS) signals. The Flight Management System (FMS) uses the data provided by MMR and other conventional navigational aids. It improves the dimensional navigation accuracy (Latitude, Longitude, Altitude and time) and the aircraft is able to navigate in all airspace and any part of the world. Further, to enhance the airspace use, a Required Navigation Performance (RNP) concept has been developed inside FMS. This concept defines the capability an aircraft must have to navigate in a given airspace area. ### Surveillance For surveillance, the concept of Automatic Dependant Surveillance (ADS) has been developed. With ADS, an aircraft automatically transmits its position (and other data relevant to trajectory and weather) to the ATC via VDR, HFDR or SATCOM. The picture describes the ATIMS architecture as a communications system that enables discrepancy, surveillance, communication, clearance, navigation and flight information ## ATIMS Components ATIMS consists of following components: * Air Traffic Service Unit (ATSU) * Data Control and Display unit (DCDU) * ATC MSG illuminated pushbutton switches * ATSU RESET switch The picture shows the components of ATIMS. ## Air Traffic Service Unit (ATSU) The ATSU is the main component of the system. The ATSU uses the data transparent protocol, defined in ARINC 429 Specification, when it communicates with the on-board avionics systems to provide system information to ground station as well as to flight crew. These datalink applications concern operations related to the flight such as flight plans, weather and behaviour of aircraft elements transmitted for maintenance reasons, fuel quantity, personnel management, gate management etc. The ATSU case (hardware) has minimum software and enables the uploading of the following software through the Multipurpose Disk Drive Unit (MDDU) or the portable data loader. The ATSU software is partitioned into two main parts: * Aircraft interface/host platform * Data link applications A picture of a GAIRBUS HANSG ATSU assembly. ## Aircraft Interface/Host Platform Software The aircraft interface/host platform software is composed of four services: * Air/ground communication, used for the management of the air/ground communication media. * Human-Machine Interface (HMI), used for the management of the CNS cockpit interfaces: MCDU, printer and alert function. * Onboard peripherals, used for the management of the communication with the onboard peripheral units: Data Management Unit (DMU), Centralized Fault Display Interface Unit (CFDIU), Flight Management System (FMS) and cabin terminal. * System management used for the acquisition of the aircraft parameters for application software use and monitoring of the power supply and BITE functions. The above services are called as "Functional Services" and they are considered as high-level services. The low-level services are the "Interface Services” and shared by the functional services to handle the ATSU interfaces like managing input or output discrete signals and ARINC 429 protocols. ## Data Link Application The data link applications include only Airline Operational Control (AOC) for the Future Air Navigation System (FANS) configuration. The AOC applications are dedicated to data communication services between the aircraft and the airline facility. The AOC is composed of: * Remote AOC applications * Hosted AOC applications For the remote AOC applications, the ATSU only routes data to and from AOC peripherals. This routing is in charge of receiving ground messages and routing them to the right AOC peripheral and acquiring messages or reports from these peripherals and sending them to the ground. The remote AOC applications are integrated with Flight management guidance and envelope computers, central maintenance computers, aircraft condition monitoring and cabin management terminals. These are known as AOC Peripherals. The hosted applications depend on airline definition and uploaded into the ATSU. These applications include standard and customised functions. The main functions are: * Receiving the airline uplink messages and routing them to the corresponding remote AOC peripheral * Acquiring the downlink messages from the remote AOC peripherals and sending them to the ground according to the airline routing policy * The main ground users are the airline maintenance centre, airline flight operations and the passenger services The picture shows the ATSU functions using a flow diagram. ## Data Control and Display Unit (DCDU) The information is displayed on the Data Control and Display unit (DCDU). It is managed by the ATSU which processes and organises the data in the screen pages to be displayed. The ATSU transmits display information to the DCDUs via the ARINC 429 high-speed bus. The DCDUs are dedicated to the ATC applications. They provide the flight crew with display capabilities and control means, allowing the display of messages received from ATC ground centre and the sending of answer and messages to the ground centre. The ATSU/DCDU interface fulfils the following functions: * Display function * Recall function * Flight crew response function * Initialisation function * BITE function composed of DCDU test, error report, DCDU status report and LRU identification functions Up to twenty-nine messages are filed in the DCDU message file in chronological order. The oldest message is the message number one. If the message file capacity is reached, the amber message "FILE FULL” is displayed in the information area of the DCDU. When an urgent or distress message is received, it is automatically displayed on the DCDU. The image shows the data control display unit highlighting some keys ## ATC MSG Illuminated Pushbutton Switches ATC MSG illuminated pushbutton switches provide the flight crew with a visual alert in case of ATC message reception with an alert. Normally these switches are mounted on the either sides of the glareshield panel. By pressing these pushbutton switches, the alerts can be cancelled. Some aircraft have aural attention getter "RING" tones on the loudspeakers. The image displays two ATC MSG pushbutton switches ## ATSU RESET Switch ATSU Reset switch is to reset the Air Traffic Service Unit (ATSU) if required. The image shows the ATSU reset switch ## Other Components Interfaced with ATIMS The ATIMS System is interfaced with the following peripherals units. ### Central Maintenance System (CMS) The ATSU is connected to the CMCs for maintenance purposes. The system BITE is ensured by the ATSU. The ATSU/CMC interface supports exchanges of ARINC 619 messages related to the application hosted in the CMC. These messages are CMC downlink reports or CMC uplink requests. The ATSU sends status information to the CMCs concerning the availability of the datalink communication with the ground and between ATSU and CMC. Also, it sends the part number and the software number of each component of the ATIMS system (ATSU hardware case, ATSU loaded software) to the CMCs. It acquires aircraft configuration parameters from the CMC pin programming to know whether the optional systems (SDU, HFDR1, DMU, Cabin Terminals) are installed on aircraft or not, also the Aircraft Registration Number (ARN) and Flight Number mandatory for the air/ground communication functions. ### Flight Management Guidance Envelope Computer (FMGEC) FMGEC interface with ATSU to get flight management information acquired by ATSU such as origin/destination airports, flight numbers fuel on-board. It exchanges of ARINC 619 messages for AOC remote application and for this ATSU acts like a router. ### Communication Systems The system interfaces with VHF Data Radio (VHR), HF Data Radio (HFDR) and Satellite Data Unit (SDU) via Radio Management Panel (RMP) or Radio Tuning Panel (RTP) to communicate with ground in data and voice modes. Typically, this interface is in accordance with ARINC 750 specifications. Other aircraft stipulate the use of ARINC 629. ### Flight Warning System The FWCs are used to generate warning indications to the crew such as internal ATSU alarm datalink alarm and communication system alarm, according to the flight phase inhibition and the priority level. The ATC MSG illuminated pushbutton switches use signal from FWCs to provide the flight crew with a visual alert in case of ATC message reception. ### Aircraft Condition Monitoring System (ACMS) ACMS provides engine reports or APU reports to ATSU to be used as downlink reports. ### Clock The clock provides the ATSU with date and time. ## Multipurpose Control and Display Units (MCDU) ATIMS uses the Multipurpose Control and Display Units (MCDU) for maintenance and application purposes in addition to the DCDUs. The MCDUs give access to specific Air Traffic Control (ATC) system pages in order to enter parameters, justify responses and elaborate messages. They perform the following functions: * Preparation and modification of all the messages initiated by the crew * Justifications to negative replies or to a particular request * Editing of text * Configuration of applications (activation/initialization) * Configuration of systems (ATSU management, automatic or on-request printing) The image shows both MCDU and DCDU and highlight some keys ## Data Loading System The ATSU uses the Data Loading System services for core application software and database uploading. The loading can be done through a portable data loader or the MDDU with the data loader selector switch on ATSU position. ## Printer/ATIMS Interface The ATSU acquires the printer status to determine whether it is operational or not. ## Landing Gear/ATIMS Interface The ATSU receives information from the Landing Gear Control Interface Unit (LGCIU) to determine whether the aircraft is on ground or in flight. ## Cabin Terminals The Cabin Terminals are composed of the Passenger Flight Information System (PFIS) and the Cabin Passenger Management System (CPMS). This interface supports for both systems the exchange of ARINC 619 messages hosted in the Cabin Terminals. The Cabin Terminals host use the ATSU as an ACARS router. The image shows an architecture consisting of the components and interfaced units of ATIMS ## ATIMS Functions The concept of Communication Navigation and Surveillance (CNS) covers the main evolutions of the way the airspace will be used in the years to come. Using CNS concepts ATIMS provides: * Air Traffic Control * Airline Operational Control ### Air Traffic Control Function Air Traffic Control includes: * Controller-Pilot Data Link Communications (CPDLC) application for data link communications * Automatic Dependent Surveillance (ADS) application for the aircraft path surveillance * ATS facility Notification (AFN) application Also, ATIMS provides Airline Information Services which include the standard Airline Operational Control (AOC) applications. These data link applications are used by the airline for maintenance, flight operation and administrative purposes. The image describes the relationship between AIR TRAFFIC AND INFORMATION MANAGEMENT SYSTEM (ATIMS), CONTROLLER, PILOT DATALINK COMMUNICATIONS (CPDLC), AUTOMATIC DEPENDENT SURVEILLANCE (ADS), ATS FACILITIES NOTIFICATION(AFN), AIRLINE OPERATIONAL CONTROL (AOC), AIR TRAFFIC CONTROL (ATC). ## CPDLC Application The aim of this application is to provide dialog between ATC controllers and flight crew, using datalink communication instead of voice communications. Each CPDLC message is made up of a set of message elements which correspond to the existing phraseology used by current ATC procedures. For the uplink messages, the CPDLC application is used to: * Display the messages on the Data Control and Display unit (DCDU) when they are received on-board * Manage the file of messages if several messages are received * Alert the flight crew of an uplink message arrival, through the Flight Warning System * Display the messages on the MCDU when a message is too long to be shown on the DCDUs (for example, Flight Plan) * Transmit the flight crew answer from the DCDUs to the ground * Load the messages in the aircraft avionics system (e.g. Flight Plan in the FMS) For the downlink messages, the CPDLC application is used to: * Manage the MCDU for crew message preparation * Display the downlink messages on the DCDU for crew review before ground transmission The image shows a DCDU with an example of the message ## ADS Application The ADS function provides the ATC ground centre with aircraft surveillance data, navigation and position-fixing systems including aircraft identification, through specific reports determined by an ADS agreement. The terms of the agreement are exchanged between the ground station and the aircraft by means of a contract or a set of contracts. There are three types of contracts: * Periodic * Event * On-demand ## AFN Application The purpose of this application is to establish the contact with the ATC ground centre, then to provide the ATC centre with the aircraft registration, the datalink applications available on the aircraft with the corresponding addresses. ## AOC applications The Standard Airline Operational Control (AOC) applications are datalink applications used by the airline for maintenance, flight operations and administrative purposes. They are uploaded into the Air Traffic Services Unit (ATSU) by means of software disks and composed to meet standards of airline requirements. There are two types of AOC applications as previously discussed (refer Figure 11): * Remote AOC application * Hosted AOC application ## Future Air Navigation System (FANS) The air transport industry has developed a new concept for air traffic management that involves significant changes to airplanes, infrastructure, and ground systems. This system is known as Future Air Navigation System (FANS), which is becoming increasingly attractive as an option for coping more efficiently with current traffic levels, as well as with the increased traffic levels anticipated in the future. Operator benefits offered by FANS include reduced fuel burn and flight time through direct routing, and increased payload capability for takeoff-weight-limited flights. If FANS were implemented, operators would be able to take advantage of several needed improvements: * Reduced separation between airplanes (laterally and longitudinally) * More efficient route changes * Satellite communication No altitude loss when crossing tracks * More direct routings The ATSU works with navigation satellites(GPS), communication satellites (satcom),HF, and VHF in ground base. ## FANS Architecture FANS is an advanced version of ATIMS which adopts an additional feature called Air Traffic Management (ATM), and combines with Communication, Navigation and Surveillance (CNS) systems together via datalink. The Air Traffic Management (ATM) optimizes the use of four-dimensional airspace (including time) to improve the efficiency of airline operations and ATC. The CNS/ATM acronym states what is behind its concept. This is expected to result in a reduction of separations between aircraft and more generally in improved ATC routings, taking into account factors including the overall traffic, ATC restrictions or constraints. In contrast, through a satellite data link, airplanes equipped with FANS can transmit automatic surveillance reports with actual position and intent information at least everyone to five minutes. The position is based on the highly accurate Global Positioning System (GPS). Digital data communication between the flight crew and the air traffic controller drastically reduces the possibility of error and allows greatly reduced airplane separations. The image illustrates the FANS architecture using a communications diagram for the Avionic System, ATSU, and ACARS systems. ## Maintenance Practices ### Initialisation Procedure of ATSU Router This procedure, called initialisation of the Air Traffic Service Unit (ATSU) router, enables the air- ground communications functions and services of the ATSU to be activated. Three essential parameters are required: * Valid airline identification (ACARS and STANDARD A/L ID) * Valid AIRCRAFT registration number (AIRCRAFT REGISTR) * Valid scan mask - Select Contracted VHF Provider Refer to the relevant Aircraft Maintenance Manual for validation procedures. The image shows the initialiazation procedure of an ATSU router ## Maintenance Information Systems The Maintenance Information System is a software application designed for line maintenance, hangar maintenance and engineering staff. It is delivered packaged by the aircraft manufacturer with the content of Maintenance and engineering documentation. The software application contains: * Aircraft Maintenance Manual (AMM) * Illustrated Parts Catalogue (IPC) * Trouble Shooting Manual (TSM) * Aircraft Wiring List (AWL) * Aircraft Wiring Manual (AWM) * Aircraft Schematic manuals (ASM) * Electrical Standard Practices Manual (ESPM) * Power Plant Illustrated Parts Catalogue (PIPC) On modern aircraft these manuals are available on-board at the Maintenance Access Terminal (MAT). The tool is part of the On-board Maintenance System (OMS) cluster. It is capable of analysing an aircraft's fault history and consequently identifying and prioritising preventive maintenance actions. This feature is designed to minimize pilot reports and consequently departure delays. The system presents enhanced search and navigation functions, based on standard hyperlinks technology, and additional module for business function like TSP or Trouble Shooting Package (enhanced navigation through Trouble Shooting Symptoms lists), Dynamic Wiring (graphical tool to calculate a wire path throughout the Aircraft). The image shows the maintenance information system page and its various parts ```