CASA B1-11k Aeroplane Systems - Avionics PDF

MODULE 11A Category B1 Licence CASA B1-11k Aeroplane Systems - Avionics Modular  Copyright © 2020 Aviation Australia All rights reserved. No part of this document may be reproduc...

MODULE 11A Category B1 Licence CASA B1-11k Aeroplane Systems - Avionics Modular  Copyright © 2020 Aviation Australia All rights reserved. No part of this document may be reproduced, transferred, sold or otherwise disposed of, without the written permission of Aviation Australia. CONTROLLED DOCUMENT 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 2 of 136 CASA Part Part 66 - Training Materials Only  Knowledge Levels Category A, B1, B2 and C Aircraft Maintenance Licence Basic knowledge for categories A, B1 and B2 are indicated by the allocation of knowledge levels indicators (1, 2 or 3) against each applicable subject. Category C applicants must meet either the category B1 or the category B2 basic knowledge levels. The knowledge level indicators are defined as follows: LEVEL 1 Objectives: The applicant should be familiar with the basic elements of the subject. The applicant should be able to give a simple description of the whole subject, using common words and examples. The applicant should be able to use typical terms. LEVEL 2 A general knowledge of the theoretical and practical aspects of the subject. An ability to apply that knowledge. Objectives: The applicant should be able to understand the theoretical fundamentals of the subject. The applicant should be able to give a general description of the subject using, as appropriate, typical examples. The applicant should be able to use mathematical formulae in conjunction with physical laws describing the subject. The applicant should be able to read and understand sketches, drawings and schematics describing the subject. The applicant should be able to apply his knowledge in a practical manner using detailed procedures. LEVEL 3 A detailed knowledge of the theoretical and practical aspects of the subject. A capacity to combine and apply the separate elements of knowledge in a logical and comprehensive manner. Objectives: The applicant should know the theory of the subject and interrelationships with other subjects. The applicant should be able to give a detailed description of the subject using theoretical fundamentals and specific examples. The applicant should understand and be able to use mathematical formulae related to the subject. The applicant should be able to read, understand and prepare sketches, simple drawings and schematics describing the subject. The applicant should be able to apply his knowledge in a practical manner using manufacturer's instructions. The applicant should be able to interpret results from various sources and measurements and apply corrective action where appropriate. 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 3 of 136 CASA Part Part 66 - Training Materials Only  Table of Contents On-Board Maintenance Systems (11.18) 7 Learning Objectives 7 On-Board Maintenance Systems 8 Introduction to Aeroplane On-Board Maintenance 8 Aeroplane Central Maintenance System 9 Aeroplane Central Maintenance Computers 9 Flight Warning Computers and ECAM Displays 14 Aeroplane System Computers 16 Multifunction Control Display Unit 18 Aircraft Communications Addressing and Reporting System 19 Data Loading System on Aeroplanes 21 Data Loading System 21 Electronic Library Systems in Aeroplanes 26 Electronic Library System 26 Electronic Flight Bag 27 Aeroplane Printing 31 Aeroplane Printer 31 Aeroplane Condition Monitoring System 33 Structural Monitoring 33 Integrated Modular Avionics (11.19) 38 Learning Objectives 38 Modular Avionics 39 Introduction to Integrated Modular Avionics 39 Advantages of the Integrated Modular Avionics Concept 39 Typical Integrated Modular Avionics Architecture 39 Data Communications 43 Local Area Network 47 Introduction to Local Area Network 47 Controller Area Network Data Bus 47 Typical Integrated Modular Avionics Version of Flight Guidance System (E170/190) 48 Types of Integrated Modular Avionics 50 Core Processing Input/Output Module 55 Introduction to Core Processing Input/Output Module 55 Input/Output Module 56 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 4 of 136 CASA Part Part 66 - Training Materials Only  Avionics Data Communication Network Subscribers 56 ADCN and AFDX Technologies 57 Typical Integrated Modular Avionics Version of Bleed Air Management (A380) 61 Cabin Systems (11.20) 64 Learning Objectives 64 Cabin Intercommunication Data System Architecture for Aeroplanes 65 Commercial Aircraft Cabin Systems - CIDS 65 CIDS Director 65 Data links 66 Decoder/Encoder Unit 69 Decoder/Encoder Unit Type-A 70 Decoder/Encoder Unit Type-B 71 Forward Attendant Panel 73 Attendant Indication Panel 76 Area Call Panel 77 Communication Functions 80 CIDS Communication Links 80 Cabin Interphone System 82 Service Interphone System 83 CIDS Indicating and Control Functions 85 CIDS Indicating and Control Functions 85 Passenger Service Control Functions 86 Cabin Illumination 87 Emergency-Evacuation 88 CIDS Warnings 90 Cabin Network Service 92 Passenger Cabin Network Services 92 Aircraft Information Network System 92 Interface Systems of the Cabin Network System 95 Passenger Air-to-Ground Telephone/Fax System 96 Passenger Visual Information System 98 Passenger Information Network 100 Management of Cabin Related Data 101 Cabin Passenger Management System Components 102 Information Systems (11.21) 104 Learning Objectives 104 Aeroplane Information Systems 105 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 5 of 136 CASA Part Part 66 - Training Materials Only  Aeroplane Digital Information Systems 105 Cockpit Information Systems 106 Air Traffic and Information Management System 106 ATIMS Communication 106 Automatic Dependant Surveillance 107 Air Traffic and Information Management System Components 107 Air Traffic Service Unit 108 Data Control and Display Unit 109 ATC MSG Illuminated Push-Button Switches 110 ATSU Reset Switch 111 ATIMS Interfaces 113 Central Maintenance System/ATIMS Interface 113 Flight Management Guidance Envelope Computer (FMGEC)/ATIMS Interface 113 Multi-Purpose Control and Display Units 114 Other ATIMS Interfaces 115 Air Traffic and Information Management 118 Air Traffic and Information Management System Functions 118 Air Traffic Control Functions 118 Controller-Pilot Data Link Communications Application 118 Automatic Dependent Surveillance Application 119 Airline Operational Control 122 Airline Operational Control Applications 122 Remote AOC Applications 122 Hosted Applications 122 Future Air Navigation System 123 Network Information Systems 127 Introduction to Network Information Systems 127 Aircraft Information Network Services Application 127 Cabin Information Network Services Application 128 Aircraft Information Network Services Components 129 Cabin Information Network System Components 131 Passenger Visual Information System 133 Aeroplane Maintenance Information 135 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 6 of 136 CASA Part Part 66 - Training Materials Only  On-Board Maintenance Systems (11.18) Learning Objectives 11.18.1 Describe the operation and function of aeroplane central maintenance computers (Level 2). 11.18.2 Describe the purpose and operation of aircraft data loading systems (Level 2). 11.18.3 Describe the operation and purpose of aeroplane electronic library systems (Level 2). 11.18.4 Describe the purpose of on-board maintenance printing (Level 2). 11.18.5 Describe the purpose and operation of aeroplane structure monitoring systems (also known as damage tolerance monitoring) (Level 2). 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 7 of 136 CASA Part Part 66 - Training Materials Only  On-Board Maintenance Systems Introduction to Aeroplane On-Board Maintenance The On-board Maintenance System (OMS) has been developed to assist the maintenance personnel in fault-finding of complex avionics systems. It uses a range of techniques that are built into and integrated with aircraft systems. The OMS is a common framework for several functions needed to support the following activities: Aircraft maintenance (line and hangar, scheduled and unscheduled) Engineering follow-up (systems, aircraft and fleet monitoring) Aircraft reconfiguration. Consequently, it minimises ground time, increases the efficiency of maintenance processes, and improves the cost effectiveness. The On-board Maintenance System (OMS) consists of the systems below: Central Maintenance System (CMS) Data loading system Electronic library system Report printing system. On-board maintenance system 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 8 of 136 CASA Part Part 66 - Training Materials Only  Aeroplane Central Maintenance System Aeroplane Central Maintenance Computers The CMS enables the mechanic to extract maintenance data concerning most of the aircraft systems and to initialise tests on these systems in modern aircraft. The main components in the CMS are the Central Maintenance Computers (CMC 1 and 2) and the Multipurpose Control and Display Units (MCDU 1, 2 and 3). Central maintenance system (CMS) The Central Maintenance Computer (CMC) acquires and processes (completes, correlates, memorises and presents) the data received from the BITE memories of system computers. The Multipurpose Control and Display Units (MCDUs) are used for control of the interrelated systems and the display of relevant output messages from them. 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 9 of 136 CASA Part Part 66 - Training Materials Only  Modes The Central Maintenance System operates in two modes: normal mode and menu mode. Normal Mode The Central Maintenance System (CMS) records fault messages generated by the Flight Warning Computers (FWC) and failure information produced by the BITE function integrated in computers. This mode is based on permanent real-time memorisation of fault data or operational BITE. Both system computers and also the CMCs memorise the fault data. Menu Mode The CMS allows the operator to obtain troubleshooting data from the systems and to initiate self- tests via the MCDU (maintenance bite). This mode is available only on the ground. MCDU menu 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 10 of 136 CASA Part Part 66 - Training Materials Only  Central Maintenance Computer Central Maintenance Computer (CMC) systems are used to provide a centralised location for aircraft fault information. This type of system is used in conjunction with the aircraft Electronic Centralised Aircraft Monitoring (ECAM) (Airbus) or Engine Indication and Crew Alerting System (EICAS) (Boeing) cockpit display systems. Central maintenance computer Only primary and independent warnings or maintenance status type warnings are transmitted to CMCs. The faults are acquired directly from the system BITEs and the CMC correlates the messages with aircraft parameters to amalgamate the fault with the time, date, flight phase, etc. 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 11 of 136 CASA Part Part 66 - Training Materials Only  CMC Data The CMC incorporates memory for the storage of maintenance data for retrieval. The CMC Central Processing Unit (CPU) organizes the received data into reports. One report available is the post or current flight report which presents all ECAM warning/caution and failure messages (class 1 or 2) recorded during the current flight. Data readout The data stored includes the following: The leg heading, date, flight number, city pair from, start time and A/C identification Warning messages transmitted ATA Sub ATA Calculated warning code Calculated warning type. The CMC compiles a Previous Flight Report (PFR) by storing all ECAM and failure messages recorded during the 63 previous flight legs. At each leg opening transition, the CMC 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 12 of 136 CASA Part Part 66 - Training Materials Only  Files the current flight Updates the 64 last legs filed in the previous flight report Memorises the new leg heading: date, flight number, city pair from, start time and A/C identification. At each leg closing transition, the CMC memorises End time City pair to. 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 13 of 136 CASA Part Part 66 - Training Materials Only  CMC Switching Control and Self-Test Function Typically there are two CMCs available in large modern commercial aircraft for redundancy purposes. In normal operation, the CMC 1 is the master. It is connected at the output to all the systems. CMC can be switched through a BITE fault, MCDU selection or a pushbutton switch in a cockpit overhead panel. If the off legend illuminates on this pushbutton, the CMC 2 is active and considered the master. CMC bite failure will result in A failure indication on the MCDU and printer Failure details being sent to the main base via the Management Unit (MU) of the ACARS (optional system) or via the Air Traffic Service Unit (ATSU) (optional system). CMC 1 and CMC 2 are interfaced via an ARINC 429 link for the purpose of cross talk (X-TALK) which enables both CMCs to exchange general data in order to give the status of one computer with respect to the other (master or slave) and to select CMC 2 as the master in the event of a CMC 1 fault or manual switching. CMC Switching 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 14 of 136 CASA Part Part 66 - Training Materials Only  Flight Warning Computers and ECAM Displays The flight warning computers monitor the operational data in order to display warnings and system information. The warnings will be displayed automatically with the relevant flight phase, and it displays until the end of the flight unless it has been cancelled. The CMC records failure information and messages received from the system BITE in a non-volatile memory system. These fault codes and messages can be recalled if necessary. ECAM display These system failures are classified in three categories, in function of their operational and safety consequences on the aircraft. Class 1 Failures which have an operational consequence for the current flight are categorised as Class 1 failures. They are displayed as a warning in real time on the ECAM and available on the MCDU. An example is the failure of one engine’s hydraulic pump. 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 15 of 136 CASA Part Part 66 - Training Materials Only  Class 2 Class 2 failures are failures which have no operational consequence for the current flight. The systems affected are identified on the ECAM STATUS page. An example is the loss of the continuity of one wing’s leak detection loop. Class 3 Class 3 failures have neither operational nor safety consequences for the aircraft. They are only available on the ground through the MCDU. 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 16 of 136 CASA Part Part 66 - Training Materials Only  Aeroplane System Computers The various aircraft systems are linked to the CMC with different hardware interfaces and different BITE characteristics. The system computers are categorised into three different types depending on their memory and connection to the central maintenance computers. Type 1 These are connected to both CMCs by an ARINC 429 output bus and to the CMC 1 by an ARINC 429 input bus. These systems can memorise failures occurring in the last 64 flights. This enables on-ground in-depth troubleshooting and an interactive test of the system and its components. Type 2 These systems memorise only failures from the last flight. A discrete input allows the system test to be initialised. The output connection is an ARINC 429 bus. Type 3 These systems cannot memorise failure messages. The discrete input permits the test to be initialised or reset. The discrete output indicates if the system is OK or not. System types 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 17 of 136 CASA Part Part 66 - Training Materials Only  Aircraft systems (Types 1, 2 and 3) send their BITE information in parallel to both Central Maintenance Computers (CMCs), which both acquire and process information in the same manner. The CMC stores data concerning all the aircraft systems in non-volatile memories. Interfaces between the CMC and system computers 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 18 of 136 CASA Part Part 66 - Training Materials Only  Multifunction Control Display Unit The Multifunction Control Display Unit (MCDU) consist of a screen for data display, an alphanumeric keyboard and line keys used to send commands to the connected systems. The MCDU provides access to data from the CMC system and allows testing of aircraft systems. Examples of this testing are self-tests which are used in conjunction with the AMM for LRU removal/installation checks and guided tests used for system fault-finding. The master CMC initialises the dialogue with the MCDUs. The MCDU interfaces and displays the CMS item in the main menu of the MCDU. Any operator wanting to use the CMC functions can access them through the CMS menu. Aviation Australia MCDU 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 19 of 136 CASA Part Part 66 - Training Materials Only  Aircraft Communications Addressing and Reporting System The CMC can integrate with the Aircraft Communication Addressing and Reporting System (ACARS), Satellite Communication (SATCOM), wireless LAN and other communication systems. These communication systems will send maintenance information from the aircraft in advance of its arrival at the destination station. This allows maintenance personnel at the destination to begin the troubleshooting process and analysis before the aircraft even gets there. CMC-ACARS interface CMC-ACARS interface 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 20 of 136 CASA Part Part 66 - Training Materials Only  Data Loading System on Aeroplanes Data Loading System As with all computer systems, a means to load and update software is a necessity. To facilitate this, a software loader or data loader is required. Typically, data loaders are linked with the Flight Management System (FMS) or are connected to a data bus coupler. Data loaders may be portable, taken to the aircraft and plugged in, or integrated into the avionics system. The data loader can be used to install and update software or download data recorded by on-board computers during aircraft operation. Data Loader Types Airborne Data Loaders Interconnection between the data loader and each computer is ensured by ARINC buses and discrete signals. The on-board data loaders are known as Multipurpose Disc Drive Units (MDDUs) on Airbus aircraft and Maintenance Access Terminals (MATs) on later-generation Boeing aircraft. Multipurpose disc drive unit (MDDU) 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 21 of 136 CASA Part Part 66 - Training Materials Only  Maintenance access terminal Portable Data Loaders An interface cable connects to the back of the Portable Data Loaders (PDL) and supplies the airplane with ARINC data buses for loading via the Portable Maintenance Access Terminal (PMAT). It also supports a wireless link through which ground support personnel can interface directly with the server from outside the aircraft. PMAT 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 22 of 136 CASA Part Part 66 - Training Materials Only  The PMAT/NT supports dual Operating System (OS) software, including both Aircraft OS and the Windows NT operating system. The aircraft operating system supports the on-board maintenance system, while the Windows NT operating system supports miscellaneous applications such as the aircraft maintenance manuals. The PMAT is also provided with LoadStar software, an application that controls the configuration of loadable software on each aircraft type and tail number in the airline’s fleet. Data Loading Loading information is similar to loading software onto your home computer. If there are several programmable computers incorporated into the avionics system, you may be required to select which computer is intended to receive the software. The Cursor Control Device (CCD) of the Maintenance Access Terminal (MAT) is the primary tool that the operator has to select and update the required system software in the Boeing 777 aircraft. CCD of maintenance access terminal In the Airbus system, the software is loaded via an MDDU. The data loader selector switch selects the computer by switching the required relays in the system. 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 23 of 136 CASA Part Part 66 - Training Materials Only  Data loader selector Correct software loads and software configurations are critical to aircraft operations. A software mismatch or a “glitch” as a result of incorrect loading procedures could conceivably cause a disastrous sequence of events, so it is imperative that maintenance manuals are strictly followed when loading software and that software and system functional and confidence checks are performed following software-loading. Software upload is a ground-only operation, whereas downloading can be accomplished in flight and on the ground. The downloads can be initialised by either the MDDU or MCDU. After the computer has acknowledged the request from the MCDU, it sorts the data to be transferred into files. The “TRANSFER IN PROG” message is displayed on the data loader LCD throughout the transfer. Some airborne data loaders at the completion of the update may require the disk to be removed; in other systems, the disk may be left and the system reads directly from it. 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 24 of 136 CASA Part Part 66 - Training Materials Only  Media Older data loaders normally use one of two media for the transfer of information into the aircraft: either a standard 3.5-inch disk (1.44 MB) or a CD-ROM (700+ MB). Newer media used may be Personal Computer Memory Card International Association (PCMCIA) cards or Universal Serial Bus (USB) sticks. Newer media types – PCMCIA card and USB stick Software Management Field Loadable Software (FLS) is loaded into the target hardware using a Portable Data Loader (PDL) or an Airborne Data Loader (ADL). After loading, the software should be verified on-board using the established processes and procedures detailed in the maintenance manual or associated approved maintenance or modification data. Loading FLS should be recorded in the Aircraft Configuration List (ACL), and a copy should be kept on-board the aircraft with a further copy also kept in the operator’s aircraft maintenance records system. After loading a Loadable Software Aircraft Part (LSAP), a Certificate of Release to Service must be issued by appropriately authorised line/base maintenance staff. It is essential that operators have appropriate procedures in place such that at any time it is possible to determine the equipment and software configuration of each aircraft in their fleet. 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 25 of 136 CASA Part Part 66 - Training Materials Only  Electronic Library Systems in Aeroplanes Electronic Library System Today, airlines receive their operational documentation in a variety of formats. Previously, airline personnel with a PC could run CDs from different sources, giving them all kinds of information needed for the job: system or spare part information, procedures, etc. The latest trend is to integrate all technical data for a given aircraft. This integrated approach will result in a Digital Electronic Library System (DELS). This electronic library system has replaced most of the normal cockpit paperwork with a computer- based reference system. This includes aircraft operations manuals, maintenance information, checklists, cabin management tools, systems logs, etc. It is typically interfaced into the existing flight management system. For instance, in the case of an engine emergency, the system could produce relevant checklists and the secondary ability to step down into relevant operations manual pages to review the relevant systems. Library display 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 26 of 136 CASA Part Part 66 - Training Materials Only  An airliner usually comes with about 50 000 paper pages of integrated text and graphics in the form of operations, training, and maintenance data. The electronic library system is typically subdivided into the following: Operational requirements Maintenance applications Cabin management tools. Operational Requirements Taxi diagrams, ops manual, minimum equipment lists, pre-flight info, company policies and procedures, flight manuals, performance data, flight log books, check-lists, systems diagrams, approach plates and navigation charts are the documents used for operational requirements. Maintenance Applications Maintenance information includes a maintenance log, illustrated parts list, maintenance manuals, fault isolation and reporting data, troubleshooting procedures and equipment locations. Cabin Management Tools Cabin data includes checklists, special passenger needs, announcement scripts, cabin maintenance log books, flight schedules, reservations and supply inventory. 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 27 of 136 CASA Part Part 66 - Training Materials Only  Electronic Flight Bag This paperless cockpit concept is also known as the Electronic Flight Bag (EFB). These electronic devices are used on flight decks to allow flight crew members to perform a variety of tasks that previously required reference books, aeronautical charts and mathematical calculations. This information is usually shown on additional display units which are normally installed on side panels of the cockpit. Electronic flight bag The Civil Aviation Authorities define three EFB classes of hardware to be configured in this system. AC 120-76A and JAA Leaflet No. 36 contain similar descriptions of these classes. Class 1 Class 1 EFB systems usually are portable, Commercial Off-the-Shelf (COTS)–based computer systems used for aircraft operations. They are connected to aircraft power through a certified power source and are not attached to a mounting device on the flight deck. No administrative control process is required before they can be used in an aircraft. Class 1 EFBs are considered Portable Electronic Devices (PEDs). 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 28 of 136 CASA Part Part 66 - Training Materials Only  Class 2 Class 2 EFB systems usually are also portable, COTS-based computer systems used for aircraft operations. They are connected to aircraft power through a certified power source and, unlike Class 1 EFB systems, are connected during normal operations to a mounting device on the flight deck, and airworthiness approval is required before the devices may be used in an aircraft. Connectivity to avionics equipment is possible. Class 2 EFBs are considered PEDs. Class 3 EFB Class 3 systems are installed systems (not PEDs) that require airworthiness approval. The certification requirements for Class 3 EFBs allow for applications and functions not performed using Class 1 and Class 2 EFBs. For example, Class 3 EFBs can accommodate moving-map software that also displays “own-ship” position—the position of the aircraft as it moves across the area depicted on the map. The EFB provides the flight crew with a paperless flight deck environment and enhances the quality of information available to the crew. In a Class 3 system, the captain’s EFB system is independent from the first officer’s EFB system. Each EFB system consists of a Display Unit (DU) and an Electronics Unit (EU). The flight crew interacts with the EFB via the DU by either pushing the buttons on the DU bezel or by using a touch-screen that is a feature of certain applications (e.g., electronic logbook). In addition, the flight crew can also make use of the Cursor Control Device (CCD) and the portable keyboard (optional). The EFB system can be interfaced with the aircraft printer and cabin surveillance cameras as optional features. 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 29 of 136 CASA Part Part 66 - Training Materials Only  Display Unit The Display Unit (DU) operates as a computer monitor and input device. The flat panel is an Active- Matrix Liquid Crystal Display (AMLCD) that shows graphics and video data in colour. The panel is also touch-sensitive. It measures where you press on the screen and changes that to digital data for the Electronics Unit (EU). Around the flat panel is a bezel frame with push-buttons, or keys. The keys across the top and bottom are permanent in function (for example, power). The Line Selection Keys (LSK) on the left and right sides operate in relation to the data shown on the touchscreen. The DU operates on 28-V DC power received from the EU. When the power-up sequence is completed, the DUs show the main menu page. The DU receives and shows graphics data from the EU. It can also display the image shown on the opposite-side DU via a fibre-optic cable. Display unit of EFB 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 30 of 136 CASA Part Part 66 - Training Materials Only  Aeroplane Printing Aeroplane Printer The printer is designed to print reports which come from various systems, such as the following: Flight Management System (FMS) Central Maintenance System (CMS) Engine Monitoring System (EMS) Air Traffic Service Unit (ATSU) Aircraft Condition Monitoring System (ACMS). These printouts are available in flight or on the ground. The printer communicates with one system at a time. Aircraft cockpit printers are high-speed, single-copy printers designed to meet the requirements for flight deck mounting and power provision. The printers provide hard-copy output of pre-flight clearance delivery reports, weight and balance reports, ATIS reports, aircraft condition monitoring reports, power plant trend analysis reports, weather and radar reports, navigational aids, flight crew logs and IFE Cabin Management reports. Aircraft printer 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 31 of 136 CASA Part Part 66 - Training Materials Only  Printing Process Data can be printed manually from the Multipurpose Control and Display Units (MCDUs) or automatically depending on the systems. Typical Printout 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 32 of 136 CASA Part Part 66 - Training Materials Only  Aeroplane Condition Monitoring System Structural Monitoring Structural monitoring can be used for many reasons: To develop preventative maintenance policy by measuring the fatigue life of components in real time or in a testbed environment To identify flight phases where the greatest load is placed on the airframe, to thus avoid that flight phase wherever possible in normal operations To determine configurations which apply the greatest load factor on the airframe, e.g., replenished fuel tank configurations—full wing tanks may produce less strain on the wing attachment points than full fuselage tanks (when in flight). This data is obtained by sensors, strain gauges and piezo sensors. When installed on an aircraft, they are collectively called a data acquisition system. The instrumentation converts mechanical energy into electrical signals that are then processed into data to be stored or transmitted by radio signals to a control centre, where the information is monitored and analysed by engineers. Strain gauge 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 33 of 136 CASA Part Part 66 - Training Materials Only  Strain Gauges If a strip of conductive metal is stretched, it will become skinnier and longer. This structural change will result in an increase of electrical resistance end-to-end. Conversely, if a strip of conductive metal is placed under compressive force (without buckling), it will broaden and shorten. If these stresses are kept within the elastic limit of the metal strip (so that the strip does not permanently deform), the strip can be used as a measuring element for physical force, the amount of applied force inferred from measuring its resistance. Strain gauge Typical strain gauge resistances range from 30 Ω to 3 kΩ (unstressed). This resistance may change only a fraction of a percent for the full force range of the gauge. If the forces are great enough to induce greater resistance changes, it would permanently deform the gauge conductors themselves, thus ruining the gauge as a measurement device. A single strain gauge is sensitive to strains only in a direction parallel to the mounted axis. Therefore, it is necessary to use special arrangements which measure all axes of strain on a structure’s surface. Strain sensor configuration 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 34 of 136 CASA Part Part 66 - Training Materials Only  Strain gauges are available in hundreds of different metal film patterns providing sensitivity to strain in particular directions. Strain gauge manufacturers attempt to minimise sensitivity to temperature (thermal expansion) by using gauge materials which compensate for this change. In order to use the strain gauge as a practical instrument, we must measure extremely small changes in resistance with high accuracy. Such demanding precision calls for a bridge measurement circuit. A Wheatstone bridge (strain gauge bridge) circuit indicates measured strain by the amount of imbalance of voltage due to resistance variations in the bridge. Strain sensor-Wheatstone bridge configuration 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 35 of 136 CASA Part Part 66 - Training Materials Only  Piezo Sensors Piezo sensors are different from resistive sensors. They generate electricity in response to applied stresses. When the piezo film is bent from the mechanical neutral axis, a very high strain within the piezo-polymer is created and generates a voltage. This voltage is created only as the sensor is deformed. Piezo sensor The sensor produces positive voltages when they are deformed in one direction and negative voltages when deformed in the other direction. Change of direction 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 36 of 136 CASA Part Part 66 - Training Materials Only  Voltage generated by a piezo sensor is typically weak, so it must first be amplified. Amplified Piezo circuit Strain Gauge Bonding Strain gauges can be either bonded or welded to the test surface. The bonding of a strain gauge to a surface is critical, and typically special jigs are utilised to position them with absolute accuracy and perfect alignment. The adhesive material is also specific for the purpose and can take several hours or days to cure. Throughout the entire curing process, it may well be forbidden to even climb onto the aircraft, to ensure no misalignment is induced by shaking or bumping the airframe. Strain gauge bonding 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 37 of 136 CASA Part Part 66 - Training Materials Only  Integrated Modular Avionics (11.19) Learning Objectives 11.19.1 Describe the features and use of integrated modular avionics (Level 2). 11.19.2 Describe the features and use of core processing input/output modules (CPIOM) (Level 2). 11.19.3 Describe the features and use of network components (Level 2). 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 38 of 136 CASA Part Part 66 - Training Materials Only  Modular Avionics Introduction to Integrated Modular Avionics Integrated Modular Avionics (IMA) is a blanket term used to describe a distributed real-time computer network aboard an aircraft which consists of a number of computing modules (hardware) capable of supporting numerous applications (software) of differing safety criticality levels. The IMA approach has shaved 2000 pounds off the avionics suite of the new 787 Dreamliner and halved the part numbers of processor units for the new A380 avionics suite. Advantages of the Integrated Modular Avionics Concept As a consequence, the IMA concept reduces maintenance costs and increases reliability by using fewer computers, thus Giving economies in fuel savings and increasing the payload factor derived from less weight. Reducing work load for flight crew and maintenance personnel due to less operational activities. Enabling multiple functions to be achieved with a single LRU. Integrated modular avionics concept 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 39 of 136 CASA Part Part 66 - Training Materials Only  Typical Integrated Modular Avionics Architecture EMBRAER 170/190 Modular avionics unit (EMB170/190) On Embraer 170/190 the IMA system consists of Modular Avionics Units (MAUs) linked by data buses and discretes to various aircraft systems. 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 40 of 136 CASA Part Part 66 - Training Materials Only  Modular Avionics Unit Modular avionics unit (EMB170/190) The MAUs incorporate new hardware and software technologies, hosting independent applications in the same computing and memory resources, and also supply an input/output interface service to some of the conventional avionics. Single unit handles different systems 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 41 of 136 CASA Part Part 66 - Training Materials Only  The MAU is a metal cabinet solidly grounded to the aircraft frame which houses different line replaceable modules (LRM). The cabinet only connects to the aircraft system wiring through the front connectors on the Line Replaceable Modules (LRM). For redundancy, each MAU houses two independent processing systems called channels. Each Modular Avionics Unit (MAU) channel consists of the following: 1. Backplane – LRMs are plugged in to make contact with a virtual back plane bus for power and communication. 2. Power supply – The Power Supply translates aircraft power to back plane conditioned power which supports all MAU boards. 3. One Network Interface Controller (NIC) – The NIC acts as a gateway for modules to access the ASCB/LAN data buses. Basically, the NIC supplies the interface between the internal backplane bus and external bus systems. 4. User modules – Third-party modules that perform various aircraft control and monitoring functions. This is achieved using a Digital Engine Operating System (DEOS) compliant processing system and various aircraft sensor and system inputs and outputs (termed custom and generic I/O). MAU 1 POWER SUPPLY SUB SUB P0131 HC HC PS 3 DC 1 20 B AGM 1 (optional) P0129 19 2 B 18 2 B CMC P0125 17 2 B GPS 1 P0123 POWER SUPPLY PS 2 ESS1 P0121 16 2 B FCM 1 P0117 15 A 1 14 2 B P0115 CUSTOM I/O 1 A 1 13 P0113 2 B NIC 2 (ID=62) NIC 2 2 B PROC 2 P0111 12 2 B GENERIC I/O 1 P0109 11 A 1 P0107 10 AIOP B1 A 1 9 P0243 PROC 1 A 1 P0105 NIC 1 NIC 1 (ID=1) A 1 8 2 B FCM 2 P0101 7 A 1 6 CONTROL I/O 1 A 1 P0099 5 BRAKES (OUTBD) A 1 P0097 4 PSEM 1 P0095 3 A 1 P0093 2 AIOP A1 A 1 1 P0103 POWER SUPPLY SUB SUB PS 1 P0091 HC HC ESS1 Example of MUA boards/LRUs 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 42 of 136 CASA Part Part 66 - Training Materials Only  Communication in the MAU is managed by the Network Interface Controller (NIC). The NIC transmits and receives ASCB and LAN data and makes this data available to other modules (termed clients) in the MAU through the Backplane Interface Controller (BIC). MAU boards The client modules that need to communicate with the NIC are connected to the backplane bus through an internal circuit called the BIC (Bus Interface Controller) frame buffer. This buffer is a dual- port RAM (Random Access Memory) that can be read from and written to by both the NIC and client module. The clients may be a processor, Input/Output (I/O), memory or other hybrid modules. NIC modules have Aircraft Personality Modules (APMs) installed in their backshells. Aircraft Personality Modules (APMs) are programmed with system identification data, options data, system settings data, and rigging data. The data content is custom for the aircraft. For security reasons, software firewalls protect the MAUs from malicious data coming from other common applications. 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 43 of 136 CASA Part Part 66 - Training Materials Only  Data Communications The MAUs use the following data buses, networks and components for data processing and MAU operations: Avionics Standard-Communication Bus (ASCB) ASCB coupler ASCB terminators Local Area Network (LAN) Controller Area Network (CAN) data bus. The Avionics Standard-Communication Bus The Avionics Standard-Communication Bus (ASCB) is the primary communications path between the major subsystems of the avionics systems. It is a high-speed serial data bus (10 Mb/s) using a single- shielded twisted pair of wires with resistor terminations to stop signal reflections. Data on the ASCB is transmitted in data frames of 12.5 milliseconds (mS). Each frame is divided into blocks or time slots. The transmission timing is controlled by the NICs and is synchronised across each bus by a master network interface controller. ASCB data frame For redundancy, the network is made up of four data buses: Left primary Right primary Left backup Right backup. 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 44 of 136 CASA Part Part 66 - Training Materials Only  Avionics Standard-Communication Bus Coupler The bus coupler isolates onside primary, onside backup and cross-side primary buses which are fed to the NICs within the MAU. It uses a transformer coupler for isolation (to prevent a short circuit on one bus from having an effect on the other buses) and to impedance-match the ASCB and the applicable NIC. Avionics standard-communication bus coupler ASCB MAU connections 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 45 of 136 CASA Part Part 66 - Training Materials Only  Avionics Standard-Communication Bus Terminators The ASCB terminators are devices attached to the endpoints of each ASCB with the purpose of absorbing signals so that they do not reflect back down the line. ASCB terminator 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 46 of 136 CASA Part Part 66 - Training Materials Only  Local Area Network Introduction to Local Area Network The NIC controls data transmission on the Local Area Network (LAN) bus. This serial data bus is physically and electrically separate from the ASCB. The LAN is used for development, maintenance and software loading. It supplies an additional communication path to be used between the display units, the MAU and peripheral items such as the printer and the data-loader. The LAN is a thin coaxial cable, which is Ethernet based and uses the Transfer Control Protocol/Internet Protocol (TCP/IP). This protocol makes it possible for peripheral computers/communication devices to interface with the NIC over the LAN. Controller Area Network Data Bus The Controller Area Network (CAN) bus is an industry standard bus which uses controller-integrated circuits operating at 500 kHz. The CAN is a serial bidirectional bus that uses the same wire and harness construction as the ASCB (twisted, shielded pair with terminators). The CAN consists of multi-point serial synchronous digital communications. Controller area network bus network This means that there is no master that controls when individual users (known as nodes) have access to read and write data on the CAN bus. When a CAN node is ready to transmit data, it checks to see if the bus is busy and then simply writes a CAN frame onto the network. The CAN frames that are transmitted do not contain addresses of either the transmitting node or any of the intended receiving node(s). Instead, an arbitration ID that is unique throughout the network labels the frame. All nodes on the CAN network receive the CAN frame, and depending on the arbitration ID of that transmitted frame, each CAN node on the network decides whether to accept the frame. 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 47 of 136 CASA Part Part 66 - Training Materials Only  If multiple nodes try to transmit a message onto the CAN bus at the same time, the node with the highest priority (lowest arbitration ID) automatically gets bus access. Lower priority nodes must wait until the bus becomes available before trying to transmit again. Error Capabilities The CAN specification includes a method of error checking on each frame’s contents. Frames with errors are disregarded by all nodes, and an error frame can be transmitted to signal the error to the network. The transmitting node will once again retransmit the data. If too many errors are detected, individual nodes can stop transmitting errors or disconnect themselves from the network completely. Typical Integrated Modular Avionics Version of Flight Guidance System (E170/190) The following example provides insight into the operation of IMA within an aircraft system. The Embraer 190 autopilot function resides as part of the Flight Guidance Control System (FGCS) application. Flight guidance system (EMB 170/190) The FGCS drives the autopilot control systems via clutched electro-mechanical servo assemblies (lateral and longitudinal) that operate in parallel with the normal pilot commands when engaged. The additional feature of this Automatic Flight Controls System (AFCS) is that it uses Actuator Input- Output Processors (AIOPs) which are Line Replaceable Modules (LRMs) within the Module Avionics Unit (MAU). 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 48 of 136 CASA Part Part 66 - Training Materials Only  The Actuator Input-Output Processor (AIOP) modules do all of the necessary computations and data processing for the autopilot and Yaw Damper (YD) functions. AIOP modules collect the necessary data from avionic and flight control systems via the Avionics Standard-Communication Bus (ASCB) or from other Flight Guidance Control System (FGCS) inputs. Autopilot servo operation The AIOP modules send position data to the servos through a bidirectional Controller Area Network (CAN) data bus. Two AIOP modules operate in each channel. These modules are identified as lane A and lane B. The modules in these two lanes have the same software but do separate, complementary and similar functions that depend on the lane. The AIOP modules in lane A and lane B must operate at the same time for the servos in that channel to be active and engaged. With any control system, there must be feedback. 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 49 of 136 CASA Part Part 66 - Training Materials Only  Autopilot feedback The Linear Variable Differential Transformers (LVDTs) provide analogue feedback to the Primary Actuator Control Electronics (P-ACE) System. The P-ACE does an analogue-to-digital conversion and the digital feedback data is then sent via a CAN bus to the Flight Control Module (FCM) and forwarded to the autopilot AIOP (for use in calculations) within the MAU. There are no mechanical rudder inputs from the autopilot. The FGCS provides yaw damper and turn coordination signals to the Flight Control Modules (FCMs), which then transmit the commands to the P-ACE module via the CAN bus interface. The commands are summed with the rudder pedal LVDT signal to drive the rudder actuator. Autopilot pitch trim commands (auto-trim and Mach trim), are also sent to the FCMs, which are combined with the configuration trim and transmit as a consolidated command to the horizontal stabiliser via the CAN bus interface. 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 50 of 136 CASA Part Part 66 - Training Materials Only  Types of Integrated Modular Avionics The types of IMAs depend on the aircraft type and its systems. Within a given type, all IMAs are interchangeable but may require a software reconfiguration. Each type hosts avionics applications. For example, a B787 has IMAs dedicated for: Avionics: Displays and crew alerting, flight data acquisition and recording, flight management, thrust management, communication management, health management, data loading, configuration management. Environment control systems: Protective, air conditioning, pressurisation, e/e cooling systems control and indication. Electrical systems: System control and indication, secondary electrical power distribution, proximity sensing, window heat. Fuel systems: System indication, fuel quantity, nitrogen generation system. Hydraulics: System control and indication Mechanical systems: Brake, landing gear, and steering systems control and indication. Payloads: Lavatories, potable water, crew and passenger oxygen, vacuum waste. Propulsion/APU: Engine and APU fire detection and extinguishing control and indication, thrust reverser control and indication. 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 51 of 136 CASA Part Part 66 - Training Materials Only  Comparison of Boeing B777 and B787 Avionics Systems Comparison of B777 and B787 avionics 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 52 of 136 CASA Part Part 66 - Training Materials Only  Difference between EMB 170/190 and A380 Integrated Modular Avionics On the Embraer 170/190, each IMA is a metal cabinet solidly grounded to the aircraft frame. This cabinet called as Modular Avionics Unit (MAU), and it contains different line replaceable modules (LRM) for different avionics applications. Alternatively, the A380 has independent LRMs to host different avionics applications. Some LRMs merge three to four aircraft systems and handle these systems individually. Difference between EMB 170/190 and A380 IMA system 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 53 of 136 CASA Part Part 66 - Training Materials Only  Integrated Modular Avionics System on the A380 On the A380, the independent applications are hosted in shared IMA modules called Core Processing Input/Output Modules (CPIOMs), and in order to accommodate and link with the conventional avionics, additional modules are placed in the system, called Input/Output Modules (IOMs). Both CPIOMs and IOMs are LRMs. These LRMs dialogue through the Avionics Data Communication Network (ADCN) by the means of a communication technology developed from a non-aeronautical standard which has been adapted to aviation constraints. This technology is called Avionics Full DupleX (AFDX) switched ethernet. The major components of the A380 IMA system are Core Processing Input/Output Modules (CPIOMs) Input/Output Modules (IOMs) Avionics Data Communication Network (ADCN). Integrated modular avionics concept on A380 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 54 of 136 CASA Part Part 66 - Training Materials Only  Core Processing Input/Output Module Introduction to Core Processing Input/Output Module The Core Processing Input/Output Module (CPIOM) integrates shared memory and computing resources to independently execute its hosted avionics applications. In addition, the CPIOM independently processes specific input/output data for each application. This data is AFDX data. When the applications dialogue through ADCN and non-AFDX data when they dialogue directly with conventional LRUs. There are seven types of CPIOM, each one identified by a letter (A to G), for the following systems: Pneumatic applications (X4) Engine bleed air system, overheat detection system, pneumatic air distribution system. Air conditioning applications (X4) Air generation system, avionics ventilation system, cabin pressure control system, temperature control system, ventilation control system. Cockpit and flight controls applications (X2) Flight control, weight and balance computation, flight warning system. Data link applications (X2) Air traffic control system, avionics communication. Energy applications (X2) Circuit breaker monitoring system, electrical load management system. Fuel applications (X4) Fuel CG measurement COM, fuel management. Landing gear applications (X4) Braking control system, steering control system, landing gear extension and retraction system. 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 55 of 136 CASA Part Part 66 - Training Materials Only  Core processing input/output module (CPIOM) Input/Output Module The Input/Output Module (IOM) does not host avionics applications. The IOM converts non-AFDX data coming from conventional LRUs into AFDX data used within the Avionics Data Communication Network (ADCN) and vice versa. All IOMs are fully interchangeable. Input/output module 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 56 of 136 CASA Part Part 66 - Training Materials Only  Avionics Data Communication Network Subscribers The A/C system computers connected directly to the Avionics Data Communication Network (ADCN) are the LRMs, which are Core Processing Input/Output Modules (CPIOMs) or Input/Output Modules (IOMs). These computers are called ADCN subscribers. Communication between the ADCN subscribers is done through the AFDX technology. Avionics data communication network subscribers subscribers 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 57 of 136 CASA Part Part 66 - Training Materials Only  ADCN and AFDX Technologies The ADCN is supported by the AFDX technology. AFDX is a communication technology based on commercial Ethernet protocol adapted to aeronautical constraints to meet the avionics requirements. It gives the following advantages: Secure and reliable communications High data rate of 10 and 100 Mb/s Flexibility for future developments of system architecture Less wiring. The ADCN is made of AFDX switches and AFDX cables. The AFDX switches are electronic devices. They manage the data traffic on the network between the connected subscribers. Avionics full duplex switches 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 58 of 136 CASA Part Part 66 - Training Materials Only  Avionics full duplex configuration The AFDX cable is a full-duplex physical link between a subscriber and an AFDX switch. (The term full-duplex means that the subscriber can simultaneously transmit and receive on the same link.) This link is a quad cable, composed of four wires uniformly twisted, one pair for transmission and one pair for reception. Avionics full duplex cable 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 59 of 136 CASA Part Part 66 - Training Materials Only  ARINC600 connector of a core processing input/output modules The ADCN implements a redundant network where all subscribers have connections to both network A and B with an auto switching system. ADCN network 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 60 of 136 CASA Part Part 66 - Training Materials Only  ADCN A and B networks A subscriber simultaneously transmits the same information frame on both networks (A and B). The receiving subscriber will obtain two identical data frames, one from network A and one from network B, and simply rejects one. If a switch fails within the network, a data path is still established through the redundant network. ADCN redundancy 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 61 of 136 CASA Part Part 66 - Training Materials Only  Typical Integrated Modular Avionics Version of Bleed Air Management (A380) The pneumatic applications such as the engine bleed air system, the overheat detection system and the pneumatic air distribution system are controlled and monitored by a single Line Replaceable Module (LRM) in the IMA system. On the A380, this application is hosted in 4 identical CPIOMs for redundancy purposes. These CPIOMs are dedicated to monitor and control the following: Pneumatic Air Distribution System (PADS) applications Engine Bleed Air System (EBAS) applications Overheat Detection System (OHDS) applications. For example, by pressing the APU BLEED push button switch located on the AIR panel, the APU bleed air supply is activated. One of the CPIOM-A commands the APU isolation valve to open. At the same time, the Electronic Control Box (ECB) receives data through the Avionics Data Communication Network (ADCN) or with a discrete signal to command the opening of the APU bleed valve. Now, the APU bleed air is available in the system. Typical bleed system 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 62 of 136 CASA Part Part 66 - Training Materials Only  If a bleed air leak is detected by the Overheat Detection Unit (OHDU), it sends a signal to the CPIOM-A. Then the Overheat Detection System (OHDS) application hosted in the CPIOM-A triggers the appropriate valve closure and sends a leak message to the following: Flight Warning System (FWS) Control and Display System (CDS) for indication Onboard Maintenance System (OMS) for leak localisation. Typical leak detection In the above examples, it is understood that the different applications are hosted by a single platform with modular technology to accommodate different systems simultaneously. 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 63 of 136 CASA Part Part 66 - Training Materials Only  Cabin Systems (11.20) Learning Objectives 11.20 Describe the purpose and operation of the units and components which enables the entertainment of passengers (voice, data, music, and video) and provides communication (voice and data) within the aircraft (Level 2). 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 64 of 136 CASA Part Part 66 - Training Materials Only  Cabin Intercommunication Data System Architecture for Aeroplanes Commercial Aircraft Cabin Systems - CIDS To help explain cabin systems, the following is an example of systems currently being used in commercial aircraft. The Cabin Intercommunication Data System (CIDS) is an Airbus system for cabin management fitted to its fleet of passenger aircraft. The CIDS is a microprocessor-based system which controls and displays cabin functions for passengers and crew The Cabin Intercommunication Data System (CIDS) employs following components to accomplish its functions for passengers and crew: CIDS Director (DIR) Data links Decoder/Encoder Unit A (DEU A) Decoder/Encoder Unit B (DEU B) Forward Attendant Panel (FAP) Additional Attendant Panel (AAP) Area Call Panel (ACP) Attendant Indication Panels (AIP). Example of CIDS architecture 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 65 of 136 CASA Part Part 66 - Training Materials Only  CIDS Director CIDS Directors (DIR) are the central control and interface component of CIDS. For redundancy, the system has two identical directors (DIRs). One director is active while the other is in hot-standby mode. Each receives the same inputs and processes the information. Results are checked via a crosstalk bus, and if correct, the active director’s output circuits are enabled. CIDS director Each DIR has its own Onboard Replacement Module (OBRM). The OBRM used to store the software for the current cabin layout and the properties of related equipment. DIRs interface to other system components through data links, discrete signals and audio lines. Data links The main data links used by the directors are the CIDS bus and ARINC 429 bus. 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 66 of 136 CASA Part Part 66 - Training Materials Only  CIDS Bus The CID bus is a proprietary serial half-duplex (TX/RX Both directions but one at a time) data bus which uses two twisted, shielded cables. Each data bus cable is terminated with resistors for cable impedance-matching known as Bus Termination Resistors (BTR). They are only available in the last DEU connection box in each chain. The components connected with CIDS data links are DEU type A DEU type B Between DIR 1 and DIR 2 (crosstalk bus). 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 67 of 136 CASA Part Part 66 - Training Materials Only  ARINC 429 Bus The ARINC 429 is a simplex bus that uses a twisted, shielded pair which principally interfaces to onboard aircraft systems. The following components/systems are connected with ARINC 429 links: Flight Attendant Panel (FAP) Vacuum System Controller (VSC) Environmental Conditioning System (ECS) Smoke Detection Control Unit (SDCU) Centralised Maintenance Computer (CMC) In-Flight Entertainment system (IFE) System Data Acquisition Concentrator (SDAC). © Aviation Australia ARINC 429 data links 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 68 of 136 CASA Part Part 66 - Training Materials Only  Discrete Input/Outputs and Audio Signals Discretes are single-wire inputs/outputs, such as switch inputs or relay drive outputs. Audio signals are analogue and are sent via a discrete connection. The DIRs use discrete and audio signals to link with the following: Slat Flap Control Computer (SFCC) Landing Gear Control and Interface Unit (LGCIU) Engine Interface and Vibration Monitoring Unit (EIVMU) Cabin Pressure Controller (CPC) Call panel Cockpit door Cabin pressure/exit signs relay Flight Warning Computer (FWC) Audio Management Unit (AMU) Cockpit handset Service interphone boomsets In-Flight Entertainment system (IFE). Discrete and audio signals 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 69 of 136 CASA Part Part 66 - Training Materials Only  Decoder/Encoder Unit There are two types of decoder/encoder units: type-A (DEU-A), which is used on passenger-related systems, and type-B (DEU-B), which is dedicated to cabin-related systems and crew functions. DEU A and DEU B 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 70 of 136 CASA Part Part 66 - Training Materials Only  Decoder/Encoder Unit Type-A The Decoder/Encoder Unit Type-A (DEU-A) data buses interface with the active DIR to control passenger-related systems, such as Passenger Service Units (PSU) PAX lighted signs (FSB/NS/RTS) PAX-call lights Loudspeakers Cabin lighting. The number of DEU-As is controlled by the number of inputs/outputs required, which is dependent on the cabin layout, installation of optional systems and aircraft type. For example, A320 has 16 DEUs-type A, whereas in the A380’s baseline configuration, there are 85 DEUs of type A installed in the whole cabin (a maximum of 192 can be installed). DEU-A interfaces The DEU-As are connected to the DIRs through a CIDS data-bus. For redundancy purposes, there are two top line data buses on each side of the left, centre and right seat isles. The DEU-As are connected alternately to one of these data buses. All DEU-As are interchangeable. The installation address is given through coding switches which are installed in each DEU-A connection box. Note the end connection box of each chain contains a Bus Termination Resistor (BTR). 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 71 of 136 CASA Part Part 66 - Training Materials Only  Decoder/Encoder Unit Type-B The active DIR and the cabin-crew-related functions are interfaced via type B Decoder/Encoder Units (DEU-B). The CIDS uses each DEU-B to control the following: Area Call Panels (ACP) Attendant Indication Panels (AIP) Additional Attendant Panels (AAP) Handsets Emergency Power Supply Unit (EPSU) Slide/door pressure sensors Drain mast heating monitoring. DEU-B interfaces Not all inputs/outputs are used on each DEU-B. This depends on the cabin layout and the installation of the optional systems. All DEU-Bs are interchangeable. The installation address is given through coding switches which are installed on each DEU-B connection box. Note the end connection box of each chain contains a Bus Termination Resistor (BTR). 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 72 of 136 CASA Part Part 66 - Training Materials Only  Connection Boxes The CIDS data bus is connected through the connection boxes to all the DEUs. All connection boxes must be connected. If one connection box is not connected, the data bus is interrupted, and a related message is shown on the FAP/PIM and on the CMC/MCDU. Connection box/coding switches Coding Switches The installation address on either DEU-A or DEU-B is given through coding switches which are installed on each connection box. 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 73 of 136 CASA Part Part 66 - Training Materials Only  Forward Attendant Panel The Forward Attendant Panel (FAP) is used by the cabin and maintenance crew to control and monitor the various cabin support systems. The Forward Attendant Panel (FAP) is connected to the DIRs through ARINC 429 data buses. Through these buses, the FAP transmits and receives data which includes BITE information for controlling and monitoring cabin systems. The FAP has links with following CIDS components to control and monitor their performance: A discrete signal is transmitted to the Emergency Power Supply Units (EPSU) for activation of the emergency lighting. Discrete signals connect the type B DEUs for evacuation activation, reset and indication. The water quantity transmitter provides potable water quantity indication. The vacuum system controller provides the waste quantity indication. Discrete signals for lavatory lighting, passenger reading lights and cabin attendant work lights and for activation of the lavatory water heater Activation signal for heating of drain mast. FAP interfaces 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 74 of 136 CASA Part Part 66 - Training Materials Only  Included as part of the FAP is the Programming and Test Panel (PTP). The Programming and Test Panel (PTP) is used for system indications, programming and testing of the CIDS. It consists of a display, keypad and Cabin Assignment Module (CAM). The CAM is a memory module which stores the cabin-related programmable information. Forward Attendant Panel (FAP) and Programming and Test Panel (PTP) Additional Attendant Panel An additional attendant panel (AAP) 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 75 of 136 CASA Part Part 66 - Training Materials Only  The Additional Attendant Panel (AAP) is used to do the following: To activate EVAC, indication and to reset the system Reset pax call Indication of lavatory smoke and reset function To control the cabin illumination To activate lavatory water heaters. The AAPs have an RS 232 (serial half duplex) data bus to send and receive data through the related DEU-B. It has a BITE system to detect internal and external failures. The BITE result is transmitted to the DEU-B, then to the director. Connections between the DEU-B and AAP 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 76 of 136 CASA Part Part 66 - Training Materials Only  Attendant Indication Panel The Attendant Indication Panels (AIP) are installed at each cabin attendant station which has a handset. Attendant indication panel (AIP) Through the related DEU-B, the AIP is supplied with 28V DC and controlled via an RS 232 data bus. Each AIP has a BITE to detect internal failures. The result is transmitted to the related DEU-B. The display area is for indication of alphanumerical messages and is divided into two rows. Each of these rows has 16 characters. The upper line of the display is used for indications related to the cockpit and cabin handset operation. The lower line gives passenger call, smoke detection or special system information (e.g., PA in use). Each individual text is laid down in the CAM and therefore can be programmed accordingly. 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 77 of 136 CASA Part Part 66 - Training Materials Only  Area Call Panel The Area Call Panels (ACPs) are typically installed on the right- and left-hand sides of the ceiling at each end of the cabin zone. The fields are used to get the attention of the cabin attendants, and they can be programmed to either flash or illuminate steadily. The lights can be seen from the front or rear of the ACP. Area call panel (ACP) The ACP has four separately controlled fields; each field contains coloured Light Emitting Diodes (LEDs). A call via the cabin or cockpit interphone will come on pink on the indicator, a blue light indicates pax seat call and an amber light indicates a lavatory call. Area call panel (ACP) fields 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 78 of 136 CASA Part Part 66 - Training Materials Only  Each ACP links with discrete connections to a nearby DEU-B. The DEU-B switches the LEDs. Any field or combination of fields can be illuminated. 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 79 of 136 CASA Part Part 66 - Training Materials Only  Communication Functions CIDS Communication Links The following communication links are achieved through the CIDS. Passenger address and integrated pre-recoded announcement/boarding music Cabin interphone Service interphone Crew signalling and alerting. 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 80 of 136 CASA Part Part 66 - Training Materials Only  Passenger Address and Integrated Pre-Recoded Announcement/Boarding Music The Passenger Address (PA) system supplies one-way voice communication to make announcements from the cockpit or from a cabin crew station to the passengers. These announcements are initiated from the cockpit using either a handset or acoustic devices. The CIDS can be interfaced with pre-recorded voice announcements and the boarding music system. The cockpit handset is connected with the active DIR. By pressing the “Press to Talk” (PTT) switch and talking into the handset, the announcement is broadcasted over all PA loudspeakers via the DEU- A or the passenger’s headsets via the In-Flight Entertainment (IFE) system. Loud speakers level adjustment for announcements and chimes is protected by an access code and is available on the ground or in flight Pre-recorded announcement and music (PRAM) The other acoustic devices are connected to the DIR via an Audio Management Unit (AMU). The PA transmission key located on the Audio Control Panel (ACP) must be pressed and held. It comes on green and connects the microphone audio to the PA system. A “PA ALL IN USE” indication appears on all AIPs. 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 81 of 136 CASA Part Part 66 - Training Materials Only  Note the links from the handset and Audio Management Unit (AMU) are analogue, then converted to digital within the directors and transmitted via the CIDs data bus. The DEUs then reconvert the digital signals to analogue, amplify them and then output the audio to the headsets/speakers. The cabin attendants can make announcements via cabin crew stations handsets. The cabin attendant’s announcements are transmitted via DEU-Bs to the DIR by digital data and then broadcasted over all PA loudspeakers via DEU-As or passenger’s headsets via the In-Flight entertainment system (IFE). It is possible to override an established PA announcement either from another cabin station with a higher priority or from the cockpit. Cabin Interphone System The cabin interphone system is used for communication between all cabin crew stations or between the cockpit and the cabin crew stations. Communication from the cockpit uses the cockpit handset or an acoustic device, and cabin communication uses any cabin crew station handset. As the communication links are established independently, a certain number of communication links can exist in parallel. Also, conference modes are possible. Cabin interphone system Calls from the cockpit are initiated from the CALLS panel, which is connected to the directors. The call push-buttons on the CALLS panel allow the crew to select the required attendant station. 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 82 of 136 CASA Part Part 66 - Training Materials Only  The DIRs and DEUs incorporate analogue to digital and digital to analogue converters with the audio carried as data through the CIDs data bus. The emergency call or cockpit call overrides all communications between cabin stations. Service Interphone System The service interphone system is used for communications between the service interphone stations or cockpit/cabin crew stations. The service interphone jacks are located within the major service areas for use during maintenance activities. This system is available automatically if landing gear is down and locked or manually by pressing the “override” push-button. Note the director incorporates the Analogue to Digital (A/D) and Digital to Analog (D/A) converters for the audio signals from the Audio Management Unit (AMU) and service interphone jacks. Service interphone 2022-12-13 B1-11k Turbine Aeroplane Aerodynamics, Structures and Systems Page 83 of 136 CASA Part Part 66 - Training Materials Only  Operation from the Cockpit The acoustical equipment in the cockpit transmits the audio signals to the Audio Management Unit (AMU) through the audio lines. The AMU transmits the signals to the DIR. The DIR transmits the signals to the attendant stations through DEU-Bs and to the service interphone jacks through audio lines. Operation from the Attendant Station The operation starts by pushing the key on the attendant handset. The audio signals are fed into the CIDS DIRs through the DEU-B. The CIDS DIR transmits the audio signals to the cockpit acoustical equipment through the AMU and the service interphone jacks through the audio lines. Operation from a Service Interphone Jack The boomset transmits the audio signals to the CIDS DIR through the audio lines. The CIDS DIR transmits the audio signals to cockpit acoustical equipment through the AMU, the attendant stations through DEU B and the service interphone jacks through the audio lines. There are different kinds of cockpit and cabin crew signalling and alerting functions depending on the situation. This function is to inform the cockpit crew about the cabin status, such as the “area ready” function during take-off/landing phase. It is activated through the Flight Attendant’s Panels (FAP) the signal w