Typical Electronic and Digital Aircraft Systems 2 PDF

Typical Electronic / Digital Aircraft Systems II (5.15) Learning Objectives 5.15.1.10 Describe the general arrangement and the BITE testing capabilities of Integrated Modular Avionics (IMA) (Level 2). 5.15.1.11 Describe the general arrangement and the BITE testing capabilities of Cabi...

Typical Electronic / Digital Aircraft Systems II (5.15) Learning Objectives 5.15.1.10 Describe the general arrangement and the BITE testing capabilities of Integrated Modular Avionics (IMA) (Level 2). 5.15.1.11 Describe the general arrangement and the BITE testing capabilities of Cabin Systems (Level 2). 5.15.1.12 Describe the general arrangement and the BITE testing capabilities of Information Systems (Level 2). 2024-05-27 B2-05b Digital Techniques / Electronic Instrument Systems Page 139 of 167 CASA Part 66 - Training Materials Only  Integrated Modular Avionics (IMA) Background The Boeing 767 and 757 were the first commercial aircraft to take advantage of the digital federated architecture. In 1987, the industry recognised the need for the ability to transfer data files as opposed to individually defined data "words" across ARINC 429. Beginning with the Boeing 777, the federated avionics architecture moved toward an Integrated Modular Architecture (IMA) with the Airplane Information Management System or AIMS Cabinet. Several major functions such as flight management, communications management, aircraft condition monitoring, that were previously implemented as independent LRUs were now implemented using IMA. IMA Advantages Traditional avionic systems are based on federated architectures where different subsystems exist on their own hardware. These subsystems are physically separated from one another. The limitation of this is that it is difficult to expand. Any additional LRU requires an additional cable link to each other existing LRU as required. The bit rate is up to 100Kbps with data exchange only in one direction. © Aviation Australia Traditional ARINC 429 Federated Architecture Approach - limited bit rate 2024-05-27 B2-05b Digital Techniques / Electronic Instrument Systems Page 140 of 167 CASA Part 66 - Training Materials Only  The classic ethernet-based data communication needs just a connection of each unit to the common ethernet bus, used for both transmission and reception. Bit rates are lifted to 10 Mbps. © Aviation Australia Classic ARINC 629 Ethernet - improved bit rate A shortcoming of the classic ethernet is that large systems have long wait times for the data bus to fall silent before data can be transmitted. A switched ethernet uses an intermediate device called a router or switch to either direct traffic to its specific destination or buffer it until space is available thereby eliminating delays. A further upgrade is possible with the introduction of the Avionics Full Duplex Switched Ethernet (AFDX) switch and quad cable transmission lines and known as the Avionics Data Communication Network (ADCN). The ADCN itself consists of two redundant networks, A and B. 2024-05-27 B2-05b Digital Techniques / Electronic Instrument Systems Page 141 of 167 CASA Part 66 - Training Materials Only  AFDX switched ethernet In Integrated Modular Avionics (IMA) all these subsystems are on a common platform, sharing resources (such as memory and processor) and increasing the utilisation. IMA has gained popularity over other systems because of reduced weight, size, power, and recurring cost. IMA saves 2,000 lbs. of weight on the avionics suite of the Boeing 787 Dreamliner. Part numbers of processor units for Airbus’s A380 avionics suite is reduced by 50%. The integrated modular avionics approach connects all “modules” (known as CPIOMs and IOMs by Airbus, and GPMs by Boeing) to an Aircraft Data Network (ADN), and all information is routed, via AFDX switches, to the intended recipient subscribers or Line Replaceable Modules (LRMs). Integrated Modular Avionics (IMA) replaces the point-to-point cabling with a “virtual backplane” data communications network. The network connects software configurable LRUs that can adapt to changes in network functioning or operating modes. There is a potential path between any of the LRUs, with the software and network defining the active Virtual Links in real-time. In the event of failures, the system can quickly reconfigure, resulting in a very robust system. 2024-05-27 B2-05b Digital Techniques / Electronic Instrument Systems Page 142 of 167 CASA Part 66 - Training Materials Only  © Aviation Australia Airbus A380 IMA approach IMA BITE Testing Refer to the BITE Philosophy and BITE Function headings at the start of the topic for generic information on BITE testing methodology for the integrated modular avionics system. 2024-05-27 B2-05b Digital Techniques / Electronic Instrument Systems Page 143 of 167 CASA Part 66 - Training Materials Only  Cabin Systems Overview The cabin system gives the cabin crew an interface to the cabin core system and the cabin monitoring system. It also lets the passengers use the entertainment system. The cabin system is comprised of three subsystems: Cabin core system Cabin monitoring system In-Flight Entertainment System (IFE). © Aviation Australia Cabin electronic system components 2024-05-27 B2-05b Digital Techniques / Electronic Instrument Systems Page 144 of 167 CASA Part 66 - Training Materials Only  Cabin Core System Manufacturer’s Differences In general, the cabin core system includes these subsystems: Cabin Intercommunication Data System (Airbus), or Cabin Service System Controller (Boeing). Cabin Intercommunication Data System (CIDS) / Cabin Service System Controller (CSSC) The CIDS/CSSC operates, controls, monitors, and transmits data from different cabin systems related to the passengers and the cabin crew. It also makes it possible to do different system and unit tests. The Airbus system contains two CIDS directors and touchscreen Flight Attendant Panels (FAPs), and mini FAPs. The FAPs are connected to the directors. The mini FAPs are connected to the FAPs. The CIDS directors are connected to all systems which are related to passengers and crew. © Aviation Australia Cabin Core System (Airbus A380) 2024-05-27 B2-05b Digital Techniques / Electronic Instrument Systems Page 145 of 167 CASA Part 66 - Training Materials Only  Basic CIDS Operations The Cabin Intercommunication Data System features the following functions which allow it to be programmed to suit an individual aircraft installation and to meet operator requirements. Software Loading Update of the software of all the loadable cabin system components is performed through the Flight Attendant Panel menu page. Layout Selection Three predefined and three modifiable cabin layouts are available through the menu function on the Flight Attendants Panel. This function is protected by an access code and is only available on the ground. Cabin Programming Several functions of the cabin system operate in relation to different cabin zones. The configuration of these zones can be changed using the Flight Attendants Panel. Loudspeakers Level Adjustment The CIDS loudspeaker level adjustment function is used for manual adjustment of the cabin loudspeaker output for announcements and chimes. This feature is accessed through a MP FAP menu page, which is protected by an access code. 2024-05-27 B2-05b Digital Techniques / Electronic Instrument Systems Page 146 of 167 CASA Part 66 - Training Materials Only  Flight Attendant Panel Set-Up A Flight Attendant Panel set-up page is used to control and indicate internal settings including panel loudspeaker volume and screen brightness. © Aviation Australia CIDS Functions Performed and Controlled By FAPs 2024-05-27 B2-05b Digital Techniques / Electronic Instrument Systems Page 147 of 167 CASA Part 66 - Training Materials Only  CIDS Architecture The CIDS is designed in a modular way. This means the number of installed components will be adapted to the cabin layout and functional requirements. The general CIDS system architecture is based on a controller, bus lines and network concept. Within this concept the CIDS directors fulfil the role of the controllers. © Aviation Australia CIDS – system architecture Directors All components of the CIDS are connected to the two identical Directors, one of which is in active mode and the other is in hot standby mode. The directors monitor the system performance continuously, store detected faults and send them to the Warning and Maintenance System (WMS) and/or the FAP. 2024-05-27 B2-05b Digital Techniques / Electronic Instrument Systems Page 148 of 167 CASA Part 66 - Training Materials Only  Multi-Purpose Flight Attendant Panel (MP FAP) These are touchscreen interfaces between the cabin attendants and the CIDS directors. The Boeing equivalent is called the Crew Attendant Panel (CAP), which performs a similar function. © Aviation Australia Airbus Multi-Purpose Flight Attendant Panel (MP FAP) The touchscreen panel indicates all the cabin information. It is used to select the different cabin functions (like cabin illumination) and the cabin programming. The sub panel contains all hard keys and some interfaces. Mini FAP Each mini FAP lets the cabin crew control and monitor some cabin support systems and the passenger related functions in a specific cabin zone. Area Call Panels (ACPs) Used as a remote call facility to inform cabin attendants of a passenger or interphone call, a lavatory smoke detection, or of cabin evacuation signalling. They are mainly located on the cabin ceiling above the aisles. 2024-05-27 B2-05b Digital Techniques / Electronic Instrument Systems Page 149 of 167 CASA Part 66 - Training Materials Only  Additional Indication Panels (AIPs) Display dial and call information from the Passenger Address (PA) or the interphone. They also display additional cabin systems information like the lavatory smoke location. They are installed at all attendant stations. © Aviation Australia Additional Indication Panel Additional Attendant Panels (AAPs) Allows the attendants to control certain cabin support systems and the passenger related functions in a specific cabin zone. © Aviation Australia Additional Attendant Panel (AAP) 2024-05-27 B2-05b Digital Techniques / Electronic Instrument Systems Page 150 of 167 CASA Part 66 - Training Materials Only  Cabin Monitoring System: Communication Functions The CIDS system has three communication functions, which are: Passenger Address (PA) Cabin interphone Service interphone Passenger Address (PA) The passenger address system distributes PA announcements from the cockpit or the attendant stations to all assigned cabin loudspeakers and passenger headsets. A source with higher PA priority interrupts a PA announcement from a source with lower priority. Only the announcement from the source with the higher priority is heard. Communication Functions – Passenger Address (PA) 2024-05-27 B2-05b Digital Techniques / Electronic Instrument Systems Page 151 of 167 CASA Part 66 - Training Materials Only  Cabin Interphone The cabin interphone system is used for the communication between cabin crew stations, and between cockpit and cabin crew stations. One or more links can be initialised at the same time. © Aviation Australia Cabin Interphone Handset Communication Functions – Cabin Interphone 2024-05-27 B2-05b Digital Techniques / Electronic Instrument Systems Page 152 of 167 CASA Part 66 - Training Materials Only  Service Interphone The service interphone system makes it possible for ground maintenance crew and cockpit and cabin crew to speak to each other. The system has service interphone jacks, cockpit acoustic equipment, cockpit handset and cabin handsets. Typical Service Jack Location 2024-05-27 B2-05b Digital Techniques / Electronic Instrument Systems Page 153 of 167 CASA Part 66 - Training Materials Only  Cabin Monitoring System Control Functions The cabin system has several control functions. © Aviation Australia Indicating Functions of CIDS (Airbus A380) Cabin Lighting and Passenger Reading Lights The cabin system controls the cabin general lighting and the passenger reading lights independently in each cabin zone, deck and room. Centralised control commands are entered via the MP FAPs, the optional AAPs and the optional Mini-FAPs. In addition, for the passenger reading light, individual control commands are entered via the PSUs and the IFE. Emergency Evacuation The cabin system Emergency Evacuation signalling function controls the evacuation signalling in all cabin areas and in the cockpit. Illuminated Signs The cabin system illuminated signs function directly controls the lighting of the exit signs or, the lighting of the No Smoking (NS) signs, the Fasten Seat Belts, and the Return to Seat signs. In addition, it controls the lighting of the ‘lavatory occupied’ signs. 2024-05-27 B2-05b Digital Techniques / Electronic Instrument Systems Page 154 of 167 CASA Part 66 - Training Materials Only  Passenger Call The cabin system passenger call function is activated from the passenger seats (via IFE) and from the lavatories and is reset from the attendant stations (via flight attendant panel). In Flight Entertainment (IFE) The cabin system exchanges with the IFE, control commands for Passenger Call and reading lights operation, from passenger seats and IFE operation from the flight attendant panel. Air Conditioning The cabin system has an interface with the air conditioning system via the ADN to remotely control the cabin temperature within a given range. The actual temperature of all cabin and optional zones is shown on the flight attendant panel. Vacuum System Control The cabin system provides the control of the water/waste system by using the flight attendant panel. It controls the water depressurisation, shutdown of the water system, and the pre-selection of the water quantity for potable water tank refilling. Electric Window Shades A centralized control of the electrical window shades is possible for each zone. Control within a zone is selectable by side (left or right). IFE and Seat Power The cabin system has, via the ADN, an interface with the secondary power distribution system to display through the flight attendant panel, the IFE and the seat power status. 2024-05-27 B2-05b Digital Techniques / Electronic Instrument Systems Page 155 of 167 CASA Part 66 - Training Materials Only  Doors / Slides The cabin system has, via the ADN, an interface with the door and slide management system to indicate through the flight attendant panel, the doors, and the slides status. © Aviation Australia Control functions of the CIDS on the Airbus A380 2024-05-27 B2-05b Digital Techniques / Electronic Instrument Systems Page 156 of 167 CASA Part 66 - Training Materials Only  In-Flight Entertainment (IFE) System The IFE supplies the passengers with audio, video, data and interactive functions. The interactive functions are games, gambling, on-board shopping and internet service. The cabin distribution network supplies these functions. The IFE also gives passengers access to telephone and data networks through an optional satellite communications link. Mobile Phone As a rule, mobile phone use while airborne is usually not just prohibited by the carrier but also by regulatory agencies in the relevant jurisdiction. However, with added technology, some carriers allow the use of mobile phones on selected routes. Wi-Fi In-flight internet service is provided either through a satellite network or an air-to-ground network. This allows passengers to connect to live Internet from the individual IFE units or their laptops via the in-flight Wi-Fi access. © Aviation Australia Wi-Fi Provision to Aircraft 2024-05-27 B2-05b Digital Techniques / Electronic Instrument Systems Page 157 of 167 CASA Part 66 - Training Materials Only  IFE System Architecture The IFE system contains the IFE Centre (IFEC), the cabin distribution network and the passenger in- seat equipment. The IFE control panel is in the Remote Control Centre (RCC). The IFEC is connected to: The Remote Control Centre (RCC) The Flight Attendant Panels (FAPs) The Cabin Distribution Network (CDN) The passenger in-seat equipment, the wall-mounted displays, and the Wireless Access Points (WAP),through the cabin distribution network. © Aviation Australia IFE System Layout 2024-05-27 B2-05b Digital Techniques / Electronic Instrument Systems Page 158 of 167 CASA Part 66 - Training Materials Only  IFE Components The following description is of the Airbus A380 system. The Cabin Work Station (CWS) The CWS gives a centralised location for cabin crew operation (CIDS, PRAM, IFE and Logbook, Cabin Crew E-Mail, Passenger Profile and Electronic Documentation). It is the main working area of the purser. © Aviation Australia Major Components of the CWS 2024-05-27 B2-05b Digital Techniques / Electronic Instrument Systems Page 159 of 167 CASA Part 66 - Training Materials Only  Remote Control Centres (RCCs) Additional IFE control panels are installed inside the Remote Control Centres (RCCs). These RCCs get the IFE control from locations other than the cabin workstation. The RCCs interface with Area Distribution Boxes (ADBs) of the cabin network. © Aviation Australia Example of a Remote Control Centre (RCC) Area Distribution Boxes (ADBs) – Airbus and Boeing The ADBs are installed inside the ceiling of cabin in a single line along the centreline of the aircraft. They are designed to supply network data, interactive data, passenger service data, and database information to the Seat Electronic Boxes (SEBs). The ADB communicates with other equipment through fibre optic and Ethernet busses. The ADB is used as a network switch, routing network messages between the SEB, seat peripherals, laptops and other major system controllers. Floor Disconnect Boxes (FDBs) – Airbus The FDBs are installed under the floor panels of their respective cabins. The FDB has the capability to supply the audio and video, data, telephone, and service data from the ADBs to the SEBs. 2024-05-27 B2-05b Digital Techniques / Electronic Instrument Systems Page 160 of 167 CASA Part 66 - Training Materials Only  Seat Electronics Boxes (SEBs) – Airbus The SEB/SDB is mounted under the seat, on the seat support. It is designed to supply network (ethernet) data and digital video/audio distribution functions for the passengers and the Seat Display Units (SDUs). © Aviation Australia Cabin Distribution (Airbus) Seat Display Unit (SDU), Seat Video Unit (SVU) The SDUs/SVUs, which are touch-screen units, display the passengers' video selections. On demand services delivered via Ethernet are routed through the SEB and decoded in the SDU. The SDU/SDV can also have external USB ports, for personal USB sticks, and an Ethernet port for passenger laptops. Handset Passenger Control Unit (PCU) The handset PCU is the main passenger interface with the IFE system. Depending on the airline choice, the PCU can include telephone, keyboard and game controller functions, and Passenger Service System (PSS) controls for control of reading lights and attendant call functions. 2024-05-27 B2-05b Digital Techniques / Electronic Instrument Systems Page 161 of 167 CASA Part 66 - Training Materials Only  In Seat Power Converter (ISPC) and AC Outlet Unit (ACOU) The ISPC converts 115 VAC 380 - 800 Hz to 110 VAC 60 Hz for passenger use to power a Personal Electronic Device (PED). Each unit can supply several outlets. The AC Outlet Unit is the socket available for the passenger. © Aviation Australia Seat Equipment (Airbus) Overhead Equipment Tapping Unit (TU) TUs are installed inside the ceiling. They receive the Ethernet signals and decode the signal into video format for distribution to the overhead monitors. Each TU can control several overhead monitors. Wall Mount and Retract Display Units (DUs) The Wall Mount and Retract Display Units (DUs) are designed to display overhead video entertainment from the TU. 2024-05-27 B2-05b Digital Techniques / Electronic Instrument Systems Page 162 of 167 CASA Part 66 - Training Materials Only  Cabin Systems BITE Testing Refer to the BITE Philosophy and BITE Function headings at the start of the topic for generic information on BITE testing methodology for cabin systems. BITE management is available through the FAP display and the flight deck MCDU. 2024-05-27 B2-05b Digital Techniques / Electronic Instrument Systems Page 163 of 167 CASA Part 66 - Training Materials Only  Information Systems Aircraft Information Systems The purpose of the INFORMATION SYSTEMS is to improve flight, cabin, and maintenance operations, and provide services for passengers. The architecture is based on a system of networked, “real-time” servers and routers, combined with a central acquisition of parameters and secure digital communications. Although open to the world, via digital radio links, the whole onboard system is designed to be highly secure, both from the point of view of computer security and operational availability thanks to its redundant architecture. The information system collects, centralises, and compiles all the data related to the flight on a single system and provides external communication, data calculation and storage. This modular, central system also hosts applications unique to the aircraft type and particular airline companies, that deal with the actual operation of the aeroplane all the way through to the services offered to passengers. The aircraft information system mainly improves the airlines’ operations on ground and in flight by: Supplying electronic forms (e.g., Logbook) and documentations, replacing the use of paper media. Offering a set of customised applications and documentation developed either by the aircraft manufacturer, the airlines or a third party. These enhancements provide: The flight crew with an easy, intuitive and quick access to the data they may require to make a decision. The maintenance personnel with tools to get easy maintenance operations improving the autonomy of the aircraft and leading to the reduction of the troubleshooting time. The cabin crew with an easy access to their electronic documentation and electronic form used for cabin operations. The passengers with worldwide electronic mail and Internet services. 2024-05-27 B2-05b Digital Techniques / Electronic Instrument Systems Page 164 of 167 CASA Part 66 - Training Materials Only  Health Management Systems There are two health management systems currently available Boeing’s Airplane Health Management (AHM) Airbus’ AIRMAN. Boeing Aeroplane Health Management (AHM) The Boeing Aeroplane Health Management (AHM) system gives airlines the ability to monitor aeroplane systems and parts and to interactively troubleshoot issues while the aeroplane is in flight. Data from onboard systems and engines is routinely captured in flight and transmitted in real time to the airline’s ground operations. © Aviation Australia Boeing Aeroplane Health Management (AHM) Airlines using AHM can make maintenance decisions in a fraction of the time that would otherwise be needed, so they can be ready for any action required as soon as the aeroplane lands. 2024-05-27 B2-05b Digital Techniques / Electronic Instrument Systems Page 165 of 167 CASA Part 66 - Training Materials Only  Airbus AIRMAN AIRMAN (AIRcraft Maintenance ANalysis) is an intelligent application developed by Airbus to optimize the maintenance of aircraft. This software constantly monitors the health of an operator’s aircraft, and instantly advises if a fault or warning message is registered through its on-board maintenance system. All data collected automatically are transmitted to ground control via the aircraft’s communication system. In addition to advising operators of technical problems, AIRMAN also provides access to the necessary information for resolving these situations quickly and efficiently with a single centralised interface screen. Electronic Logbook (e-Logbook) As an application of the Electronic Flight Bag (Boeing system) or “AIRMAN (Airbus system), the Electronic Logbook (ELB, or e-Logbook) replaces paper logbooks with computer-based logs that can be easily stored and shared. The e-Logbook connects flight data with ground-based technicians and equipment. The application feeds flight crew data into a central repository where it is combined with maintenance and engineering information. This allows airlines to better understand and diagnose issues within the context of multiple aeroplane systems. The e-Logbook maintenance application has the same function as the paper logbook. They are used for: Defect reporting Maintenance action reporting Aircraft release after maintenance. © Aviation Australia Traditional paper logbook replaced by e-logbook 2024-05-27 B2-05b Digital Techniques / Electronic Instrument Systems Page 166 of 167 CASA Part 66 - Training Materials Only  The e-logbook is split in three domains linked to the three main user profiles: Technical Logbook dedicated to the pilot, On-board Maintenance System (OMS) Logbook functions, dedicated to line maintenance crew, Cabin Logbook, so called Digital Cabin Logbook (DCL) dedicated to cabin crew. Control and Indicating The maintenance personnel can get access to the electronic-logbook maintenance application through the Onboard Maintenance System (OMS) HMIs. Information System BITE Testing Refer to the BITE Philosophy and BITE Function headings at the start of the topic for generic information on BITE testing methodology for information systems. 2024-05-27 B2-05b Digital Techniques / Electronic Instrument Systems Page 167 of 167 CASA Part 66 - Training Materials Only