Introduction to Avionics

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INTRODUCTION TO AVIONICS

Need for Avionics in civil and military aircraft and

space systems – Integrated Avionics system –
Typical avionics sub systems – Design approaches
and recent advances - Application Technologies.

INTRODUCTION
Avionics is a combination of aviation and electronics.
Avionics system or Avionics sub-system depends on
electronics. Avionics grew in 1950‟s and 1960 as electronic
devices which replaces the mechanical or analog equipment in
the aircraft.
Avionics equipment on a modern military or civil
aircraft account for around;
 30% of the total cost of the aircraft
 40% in the case of a maritime patrol/anti-
submarine aircraft or helicopter.
 Over 75% of the total cost in the case of an
airborne early warning aircraft (AWACS).

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NEED FOR AVIONICS

To enable the flight crew to carry out the aircraft
mission safely and efficiently. For civil airliner the mission is
carrying passengers to their destination. For military aircraft
the mission is intercepting a hostile aircraft, attacking a
ground target, reconnaissance or maritime patrol.

Advantages
 Increased safety
 Air traffic control requirements
 All weather operation
 Reduction in fuel consumption
 Improved aircraft performance and control and
handling and reduction in maintenance costs

CORE AVIONICS SYSTEMS

A hierarchical structure comprising layers of specific
task and avionics system function for enabling the crew to
carry out the aircraft mission.
The core avionics system is depicted in figure 1.1. In
the core avionics system, the systems which directly interface
with pilot are given below:

Display System
It provides the visual interface between the pilot and
the aircraft systems.

Types
 HUD - Head Up Displays
 HMD - Helmet Mounted Displays
 HDD – Head Down Displays

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Communication System
It provides the two way communication between the
ground bases and the aircraft or between aircrafts. A Radio
Transmitter and Receiver was the first avionics system
installed in an aircraft. The different types of frequencies used
for several ranges are given below.
Long Range Communication – High Frequency
(2 – 30 MHz)
Medium Range Communication – Very High
Frequency (30 – 100 MHz)
Military Aircraft – Ultra High Frequency (250 – 400
MHz)
Now a days satellite communication systems are used
to provide very reliable communication.

Data Entry and Control System

It is essential for the crew to interact with the avionic
system. Ex: Keyboards, Touch Panels to use direct voice Input,
Voice warning systems and so on.

Flight Control System

It uses the electronic system in two areas.

(i) Auto Stabilization

 Roll Auto Stabilizer System
 Pitch Auto Stabilizer System

(ii) FBW Flight Control Systems

It provides continuous automatic stabilization of
the aircraft by computer control of the control surfaces from
appropriate motion sensors.

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Figure 1.1 Core Avionics System

Aircraft State Sensor Systems

For control and navigation of the aircraft the air data
quantities are essential.

Air Data Quantities are,

 Altitude
 Calibrated Airspeed

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 Vertical speed
 True Airspeed
 Mach Number
 Airstream Incidence Angle.

The air data computing system computes these

quantities from the outputs of sensors which measure the
static and total pressure and the outside air temperature.

Inertial Reference System

The aircraft attitude and the direction in which it is
heading are provided by the inertial sensor systems (Comprise
a set of gyros and accelerometers which measures the aircraft‟s
angular and linear motion).

Navigation System
The Navigation system provides Navigation
Information (Aircraft‟s position, Ground speed, Track angle).

 Dead Reckoning Systems

 Position Fixing Systems

DR Navigation systems derive the vehicle‟s present

position by estimating the distance travelled from a known
position from knowledge of the speed and direction of the
vehicle.

Types of DR Navigation systems are,

i) Inertial Navigation systems (Most Accurate)
ii) Doppler / Heading Reference Systems (Used in
Helicopters)
iii) Air Data / Heading Reference Systems (Low Accuracy
when compared to the above systems)

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Radio Navigation Systems: (Position Fixing Systems)

Satellite or ground based transmitter is used to
transmit the signal and it was received by the receiver in the
aircraft. According to the received signals a supporting
computer is used to derive the aircraft‟s position. The Prime
Position Fixing System used in aircraft is GPS.

ILS
Instrument Landing Systems or Microwave Landing
System is used for approach guidance to the airfield.

Outside World Sensor Systems

These systems comprise both radar and infrared sensor
which enables all weather and night time operation.

Radar Systems
Weather Radar detects water droplets, cloud
turbulence and warning about storms.

Fighter Aircrafts Radars

Multi Mode Radars for ground attack role and
interception role. The Radar must be able to detect aircraft
upto 100 miles away and track several aircraft simultaneously
(12 aircraft‟s). The Radar must have a look down capability to
track low flying aircraft below it.

Infrared Systems
It is used to provide a video picture of the thermal
image scene of the outside world by using fixed Forward
Looking Infra Red (FLIR) sensor or a gimbaled IR imaging
sensor. The thermal image picture at night looks similar to the
visual picture in day time, but highlights heat sources such as

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vehicle engines. FLIR can also be installed in civil aircraft to

provide enhanced vision in addition with HUD.

Task Automation Systems

These systems reduce the crew workload and enable
minimum crew operation.

Navigation Management System

It comprises the operation of all radio navigation aid
systems and the combination of data from all navigation
sources such as GPS and INS systems, to provide the best
estimation of the aircraft position and ground speed.

Autopilots and Flight Management Systems

The autopilot relieves the pilot in long range mission.
FMS came into use in 1980‟s (Civil Aircraft).
The FMS tasks are given below.
(i) Flight Planning
(ii) Navigation Management
(iii) Engine control to maintain the planned speed
(iv) Control of Aircraft Flight Path
(v) Minimizing Fuel consumption
(vi) Ensuring the aircraft is at the planned 3D position at
the planned time slot (for Air Traffic Control).

Engine Control and Management

Modern jet engines are having the Full Authority
Digital Engine Control System (FADEC). This controls flow of
fuel. This control system ensures the engine‟s temperature,
speed and acceleration in control.
Engine health monitoring system record a wide range
of parameters, so it will give early warning of engine

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performance deterioration, excessive wear, fatigue damage,

high vibrations, excessive temperature etc.,

House Keeping Management

Automation of the background task which are essential
for the aircraft‟s safe and efficient operation.

Background tasks include

i) Fuel management
ii) Electrical power supply management
iii) Hydraulic power supply management
iv) Cabin / Cockpit pressurization systems
v) Environmental control systems
vi) Warning systems
vii) Maintenance and monitoring systems.

INTEGRATED AVIONICS SYSTEM

The combination, interconnection and control of the
individual sub-systems so that the overall system can carry out
its tasks effectively are referred to as integrated system. The
first major step towards integrating avionic system was taken
in 1950s with the establishment of the weapon system concept.
The integration of avionic sub-systems in civil aircraft was
taken in 1950s with the adoption of ARINC specifications.
ARINC defines systems and equipment specifications in terms
of functional requirements and physical dimensions and
electrical interfaces.

INTEGRATED AVIONICS and WEAPON SYSTEM

The Avionics and Weapon System (AWS) in any
modern day fighter aircraft enables the pilot to perform
various mission functions.

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Functional requirements of AWS are,

(i) Receive Inputs from sensors, communication systems,
Radio navigation systems, Identification system,
Missiles, Electronic counter measures system, Pilot
controls.
(ii) Computation of required parameters for Navigation
and Fire control.
(iii) Transferring the computed results to displays, Audio
system and weapons.
(iv) Controlling of weapon launch / Firing.
(v) Control / Co-ordinate / manage sensors optimally.

Sensors
A device which detects or measures a physical property
and records, indicates, or otherwise responds to it. like, Radars,
Inertial Navigation System, Air Data System, Forward Looking
Infrared Sensor, etc,.

Communication Systems
It is a digital datalink system for transmission of short
messages between aircraft and ground stations via airband
radio or satellite. Data Link, Voice Link

Radio Navigation System

Tactical Air Navigation (TACAN) is a Ultra High
Frequency Navigation system.

Identification System
Identification Friend or Foe (IFF) is designed for
command and control. It identifies the friendly targets but not
hostile ones.
Missiles: Locked on to target

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Electronic Counter Measures Systems

Radar warning receiver, Self-protection jammer,
Offensive jammer.
Self Protection Jammer – It is used to prevent
detection by enemy radar by jamming the signal of hostile
radar.

Pilot Controls
Hands on stick and throttle controls

Parameters for Navigation and Fire control

 Navigation Algorithms – Guidance to steer point
 Fire Control Algorithms – Weapon Aiming, Missile
Launch

Control Weapon Launch / Firing

Weapon selection and preparation, launch sequence
and jettison (throw or drop from the aircraft).

AVIONICS SYSTEM DESIGN

Starting point for designing a digital avionics system is
a clear understanding of the mission requirements.
The three stages of avionics system design are:

 Conceptual design
 Preliminary design
 Detailed design

Conceptual design considerations are,

What will it do?
How will it do it?
What is the general arrangement of parts?

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The end result of conceptual design is an artist‟s or

engineer‟s conception of the vehicle/product.
Example: Clay model of an automobile.

Preliminary design considerations are,

How big will it be?
How much will it weight?
What engines will it use?
How much fuel or propellant will it use?
How much will it cost?
This is what you will do in this course.

Detailed design considerations are,

How many parts will it have?
What shape will they be?
What materials?
How will it be made?
How will the parts be joined?
How will technology advancements (e.g. lightweight
material, advanced airfoils, improved engines, etc.)
impact the design?

DESIGN and TECHNOLOGY

Specific things to be considered while designing an
Avionics Systems are,
(i) Functional Requirements
(ii) Cost
(iii) Required Safety level
(iv) Selection of Design
- Allocation of functions to sub-systems
- Identification of failure modes and its effects
(v) Implementation, Testing and Evaluation
(vi) Validation

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(vii) Reliability
(viii) Flexibility
(ix) Weight
(x) Power

Major Design aspects are,

a) Basic Architecture
b) Inter system communication
c) Incorporation of fault tolerant system
d) Evaluation of system design

System Architectures
i) Centralized
Signal conditioning and computations are done by
computers in an avionics bay and the signals are transmitted
over one way data bus.

Advantages
Simple design, Software can be written easily.

Disadvantages
Long data buses are required, Possibility for damage.

ii) Federated
Sharing of input, sensor data and computed results
over data buses.

iii) Distributed
Multiple processors are used for computing the task
under real time basis. This Architecture is used in modern
avionics system.

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APPLICATION OF AVIONICS SYSTEM DESIGN

TECHNOLOGY

Example: Top-level Requirement for Military Purpose

The customer prepares the statement of need and top-

level description of possible missions which describes the gross
characteristic of a hypothetical aircraft that could fly the
mission. Customer may also describe the mission environment
and define strategic and tactical philosophies and principles
and rules of engagement. The system development cycle and
the Aircraft Mission Requirements to Avionics System
Requirements are illustrated in figure 1.2 and 1.3.

Figure1.2 System Development Cycle

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Figure 1.3 Aircraft Mission Requirements to Avionics

System Requirements

“ILITIES” OF AVIONICS SYSTEM

• Capability
• Reliability
• Maintainability
• Certificability
• Survivability(military)
• Availability
• Susceptibility
• vulnerability
• Life cycle cost(military) or cost of ownership(civil)
• Technical risk
• Weight and power

Capability
 Whether the avionics system is capable?
 Can they do the job and even more?

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 Designer to maximize the capability of the system

within the constraints that are imposed.

Reliability
 The ability of a system or component to perform its
required functions under stated conditions for a
specified time.
 Designer strives to make systems as reliable as
possible.
 High reliability less maintenance costs.
 If less reliable customer will not buy it and in terms of
civil airlines the certificating agencies will not
certify it.

Maintainability
 Closely related to reliability.
 Maintainability is defined as the probability of
performing a successful repair action within a given
time.
 System must need preventive or corrective
maintenance.
 System can be maintained through built in testing,
automated troubleshooting and easy access to
hardware.

Availability
 Combination of reliability and maintainability.
 Trade of between reliability and maintainability to
optimize availability.
 Availability translates into sorties for military aircraft
and into revenue flights for civil aircrafts.

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Certificability
 Major area of concern for avionics in civil airlines.
 Certification conducted by the regulatory agencies
based on detailed, expert examination of all facets of
aircraft design and operation.
 The avionics architecture should be straight forward
and easily understandable.
 There should be no sneak circuits and no obvious
modes of operation.
 Avionics certification focus on three analyses:
preliminary hazard, fault tree, and FMEA.

Survivability
– It is a function of susceptibility and vulnerability.
– Susceptibility: measure of probability that an aircraft
will be hit by a given threat.
– Vulnerability: measure of the probability that damage
will occur if there is a hit by the threat
– Life Cycle Cost(LCC)or Cost of ownership:
• It deals with economic measures need for
evaluating avionics architecture.
• It includes costs of varied items as spares
acquisition, transportation, storage and training
(crew and Maintenance personnel's), hardware
development and test, depreciation and interest.

Risk
– Amount of failures and drawbacks in the design and
implementation.
– Overcome by using the latest technology and fail proof
technique to overcome both developmental and long
term technological risks.

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Weight and power

– Minimize the weight and power requirements are two
fundamental concepts of avionics design.
– So the design must be light weight and power
consuming which is possible through the data bus and
latest advancement of electronics devices.

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QUESTIONS

Part A

1. What is meant by avionics and write short notes on need

for avionics in space system?
2. List out the advantage of using avionics in civil aircraft.
3. Give the advantages of using avionics in military aircraft.
4. Give the general advantage of Avionics over the
conventional aircraft system.
5. Discuss the usage of avionics in space systems.
6. Give few examples of integrated avionics system used in
weapon system.
7. Give few examples of integrated avionics system used in
civil airlines.
8. Provide the “illities” of Avionics system.
9. Give various systems where the avionics used in aircrafts.
10. Bestow the steps involved in design of avionics system.

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Part B

1. Explain the need of avionics in Civil and military aircrafts.

2. Explain few Integrated Avionics system and weapon
system.
3. What are the major design drivers for avionics system and
also describe the various „illities‟ in Avionics systems.
4. With a neat block diagram explain the integration of
different avionics system.
5. Explain clearly the top down design procedure that is
adopted in Avionics system design and also list the factor
on which Avionics design is evaluated and explain each
factor in brief.
6. Explain the various layers of Avionics systems used in a
typical airplane with a neat sketch.
7. Explain the design and technologies involved in avionics
system and the standards used for it.

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3
FLIGHT DECK AND COCKPITS

Control and display technologies CRT, LED, LCD,

EL and plasma panel - Touch screen - Direct voice
input (DVI) - Civil cockpit and military cockpit:
MFDS, HUD, MFK, HOTAS, HMD.

Introduction
Modern aircrafts employs a variety of display
technologies on the flight deck which includes,
a) Cathode Ray Tubes (CRT)
b) Light Emitting Diodes (LED)
c) Liquid Crystal Display (LCD)
d) Electro Luminescent Display (ELD)
e) Plasma Display (PD)
Flat panel displays such as Active Matrix Liquid Crystal
Displays (AMLCD) offer savings in volume compared to CRT
displays. Developments in the miniaturization of electronic
components (Ex: Modern Surface Mounted Devices and VLSI)
leads to production of complex multi-function instrument with
display in a single enclosure. This single box concept reduces

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the amount of cabling required and also simplifies the

maintenance.

Advantages of AMLCD
i) Less weight
ii) Consumes less power
iii) Consumes less volume
iv) Reliability
v) High Resolution
vi) Supports Adjustable brightness levels
vii) Immunity to colour desaturation
viii) Maintains display performance over a range of
viewing Angles.

CRT Displays
The CRT is the oldest display technology in current
aircraft use. Some very Old Displays like Mechanical
Indicators, Filament lamps and moving coil meters are not in
use today.

Advantages

a) They operate at any resolution, geometry and aspect ratio

without the need for rescaling the image.

b) CRTs run at the highest pixel resolutions generally

available.

c) Produce a very dark black and the highest contrast levels

normally available. Suitable for use even in dimly lit or dark
environments.

d) CRTs produce the very best color and gray-scale and are the
reference standard for all professional calibrations. They have a

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perfectly smooth gray-scale with an infinite number of

intensity levels. Other display technologies are expected to
reproduce the natural power-law Gamma curve of a CRT, but
can only do so approximately.

e) CRTs have fast response times and no motion artifacts.

Best for rapidly moving or changing images.

f) CRTs are less expensive than comparable displays using

other display technologies.

Disadvantages

a) The CRT's Gaussian beam profile produces images with

softer edges that are not as sharp as an LCD at its native
resolution. Imperfect focus and color registration also reduce
sharpness. Generally sharper than LCDs at other than native
resolutions.

b) All color CRTs produce annoying Moiré patterns. Many

monitors include Moiré reduction, which normally doesn't
eliminate the Moiré interference patterns entirely.

c) Subject to geometric distortion and screen regulation

problems. Also affected by magnetic fields from other
equipment including other CRTs.

d) Relatively bright but not as bright as LCDs. Not suitable for

very brightly lit environments.

e) Some CRTs have a rounded spherical or cylindrical shape

screen. Newer CRTs are flat.

f) CRTs give off electric, magnetic and electromagnetic

fields. There is considerable controversy as to whether any of
these pose a health hazard, particularly magnetic fields. The

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most authoritative scientific studies conclude that they are not

harmful but some people remain unconvinced.

g) They are large, heavy, and bulky. They consume a lot of

electricity and produce a lot of heat.

Arrangement
The cathode, heater, grid and anode assembly are
shown in figure 3.1. The assembly forms an electron gun which
produces a beam of electrons. These electrons are focused on
the rear phosphor coating of the screen.
The heater raises the temperature of the cathode which
is coated with thoriated Tungsten. This material emits
electron when it is heated. These electrons form a cloud above
the cathode and become attracted by various anodes. The grid
is used to control the flow of electrons.

Figure 3.1 Cathode Ray Tube

Grid
It consists of fine wire mesh through which the
electrons must pass. The grid is made negative with respect to

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cathode and this negative potential is used to repel the

electrons. By controlling the grid potential it is possible to
vary the amount of electrons passing through the grid, which
controls the intensity (brightness) of display on screen.
The focus anode consists of two or three tubular
structures through which the electron beam passes. By
varying the relative potential on these anodes it is possible to
bend and focus the beam.
The final anode consists of graphite coating and this
anode is given a very high positive potential for accelerating
the beam of electrons. So an electron beam of high energy
impacts on the phosphor coating. The energy liberated by the
collision of the electrons with phosphors is converted into
light.

Deflection
It is necessary to bend the beam inorder to move the
beam to different parts of the screen. Electrostatic deflection
is commonly used for small CRT. In this method two sets of
plates are introduced between the focus anodes and the final
anode.
One pair of plates is aligned with the vertical plane (i.e.
X plates) which provides the deflection of beam in the
Horizontal direction. The other pair of plates is aligned in the
horizontal lane which provides the deflection of beam in the
vertical direction which is shown in figure 3.2.
By placing the voltage on the plates it is possible to
bend the beam towards or away from a particular plate.
Electromagnetic Deflection is an alternative to electrostatic
deflection, and it uses externally applied magnetic field to
deflect the electron beam. In this method two sets of coils are
placed (externally) around the neck of the CRT.

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Figure 3.2 CRT with Deflection Coils

Scanning
It is used to cover the full screen area of a CRT display.
It can be done by scanning the beam up and down and also left
to right.

Colour Displays
By using a pattern of phosphors of different colours
and also by using a CRT with three different cathodes, it is
possible to display colour information.
A range of colours can be generated by combining three
different colours in various amounts.
In the diagram 3.3 three separate video signals are fed
to the three cathodes of the CRT. These signals are derived
with the help of video processing circuit.
Ex: The beam generated by the red cathode coincides
with the red phosphors.
A synchronizing system generates the ramp wave form
which ensures the time relationship between the signals are
correct.

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Figure 3.3 CRT with Colour Display System

CRT Control
A dedicated CRT controller integrated CRT acting in
conjunction with video / synchronizing interface provides the
necessary control signals for the CRT.
The CRT controller is controlled by a dedicated CPU,
which accepts data from the bus and buffers the data for
display.
The Direct Memory Access (DMA) is used to minimize
the burden on the CPU.

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LCD
Liquid crystals have properties somewhere between
solid and liquid. The orientation of molecules can be controlled
by the application of an electric field. The LCD system and
structure are shown in figure 3.4 and 3.5.

Types
(i) Reflective – It uses Incident light
(ii) Backlit – It uses own light source
Liquid crystal display needs a light source in order to
operate. Larger displays can be easily made which displays
several sets of information.

Figure 3.4 Liquid Crystal Display System

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Figure 3.5 Structure of LCD display

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Passive Matrix Displays

In order to display more detail information such as text
and graphics LCD can be built using a matrix of rows and
columns. The electrodes used in this type of display consist of
rows and columns of horizontal and vertical conductors
respectively and it is illustrated in figure 3.6.

Figure 3.6 Passive Matrix Liquid Crystal Display

system

Disadvantages
 Slow response
 Display is not as sharp as that which can be obtained
from an active matrix display.

Active Matrix Displays

Active Matrix LCD shown in figure 3.7 uses thin film
transistors which were fabricated on a glass substrate. Each
transistor acts as a switch and it transfers charge to an

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individual display element. The transistors are arranged on a

row / column basis. By controlling the switching, it is possible
to transfer precise amount of charge into the display element.
Colour AMLCD comprises a matrix of pixels
corresponds to three colours red, green and blue. By precise
application of charges to the appropriate pixels it is possible to
produce displays having 256 shades of red, green and blue.
High resolution colour AMLCD aircraft displays having
the capability to show graphics output.

Figure 3.7 Active Matrix Liquid Crystal Display

System

LED
Light Emitting Diodes can be used as general purpose
indicators. It operates by a smaller voltages and currents.
It is more reliable when compared to the filament lamps.
LED‟s are shown in figure 3.8.

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Figure 3.8 Light Emitting Diodes

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Figure 3.8 Light Emitting Diodes

Types
Round – 3mm and 5mm
Rectangular – 5mm X 2mm
Different colours of LED can be produced by using
different semi-conductor materials and the required current
level is 5mA to 20 mA.
LED displays are frequently used to display numerical
data, which contains a seven segment indication. The seven

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indicators are used in groups to form a complete display

shown in figure 3.9.
The segments are illuminated according to the output.
Most Indoor screens use SMD technology. An SMD
pixel consists of red, green and blue diodes mounted in a
single package.

Figure 3.9 Led Display Structure

ELECTRO LUMINESCENT DISPLAY

It is a type of display created by sandwiching a layer
electroluminescent material (GaAs) between two layers of
conductors. When current flows, the layer of material emits
radiation, in the form of visible light. ELD‟s are developed by
two firms,
i) Sharp – Japan
ii) Planar systems – USA
Electroluminescence = Optical + Electrical phenomenon
It is a result of radiative recombination of electrons and
holes in a material. The excited electrons release their energy

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as photons. Prior to recombination the electrons and holes

can be separated by doping.
This electroluminescent devices are fabricated using
thin films of either organic (It emits light in response to an
electric current) or of inorganic materials.
The thin film layers contain bulk semiconductor and a
dopant which defines the visible colour emitted. The EL
display system and its layers are given in figure 3.10 and 3.11.

Figure 3.10 Electro Luminescent Display System

Figure 3.11 Layers of Electro Luminescent Display

System

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Inorganic thin film EL

Zinc sulphide powder doped with copper or silver.
Natural blue diamond with boron as dopant.
Now active matrix ELD are used for displaying large
amount of text and graphics.

Advantages
 Speed
 Brightness
 High contrast
 Wide Angle vision

PLASMA DISPLAY
It is a type of flat panel display. This display utilizes
small cells containing electrically charged ionized gases which
is shown in figure 3.12 (Xenon or Neon gas). The xenon and
neon gas in a plasma television is contained in hundreds of
thousands of tiny cells positioned between two plates of glass.
Long electrodes are also sandwiched between the glass plates,
on both sides of the cells. The address electrodes sit behind the
cells, along the rear glass plate. The transparent display
electrodes, which are surrounded by an insulating dielectric
material and covered by a magnesium oxide protective layer,
are mounted above the cell, along the front glass plate. Both
sets of electrodes extend across the entire screen. The display
electrodes are arranged in horizontal rows along the screen
and the address electrodes are arranged in vertical columns.
The vertical and horizontal electrodes form a basic grid. To
ionize the gas in a particular cell, the plasma display's
computer charges the electrodes that intersect at that cell. It

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does this thousands of times in a small fraction of a second,

charging each cell in turn.
When the intersecting electrodes are charged (with a
voltage difference between them), an electric current flows
through the gas in the cell, which stimulates the gas atoms to
release ultraviolet photons. The released ultraviolet photons
interact with phosphor material coated on the inside wall of
the cell. When an ultraviolet photon hits a phosphor atom in
the cell, one of the phosphor's electrons jumps to a higher
energy level and the atom heats up. When the electron falls
back to its normal level, it releases energy in the form of a
visible light photon.

Advantages
 Bright, Having wide colour gamut, Big sizes (150
inches)
 Plasma display screens are made from glass which
reflects more light. The glass screen hold the gases.
 Superior contrast ration
 Wider viewing angles than LCD
 Less visible motion blur
 Faster response time
 Sine profile

Disadvantages
i) Heavier than LCD
ii) Uses more electricity
iii) Doesn‟t works well at high altitudes due to pressure
differential between the gases inside the screen and
the air pressure at altitudes.
iv) Power consumption varies greatly with picture
content.

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Figure 3.12 Plasma Display system

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Direct Voice Input

It enables the pilot to enter data and control the
operation of the aircraft‟s avionics system by means of speech.
The spoken commands and data are recognized by a
speech recognition system which compares the spoken
utterances with the stored speech templates. The recognized
commands are then transmitted to the aircraft subsystems by
the interconnecting data bus. (Example: MIL STD 1553 B data
bus)
Example: To change a communication channel
frequency, the pilot says „Radio‟ followed by „Select frequency
three four five‟. To enter navigation data, the pilot says
„Navigation‟ followed by „Enter waypoint latitude fifty one
degrees thirty one minutes eleven seconds north‟.
If the HUD and HMD are installed the pilot‟s command
is visually displayed on that and then the pilot confirms the
correctly recognized command by saying „enter‟ then the action
is initiated. Thus the pilot can stay head up and doesn‟t have
to divert attention for operating the touch panels, switches,
push buttons, etc., thus the DVI reduces the pilot‟s work load
in high work load situations.

Voice Interactive System

 It‟s a kind of Interface between the crew and aircraft in
high work load situation in single crew member aircraft.
 F-16 routinely achieved 95% correct word recognition
and reduced to less than 80% under high work load
conditions.
 Voice control is not suitable for time critical system.

Speech recognition
Applied for non critical task such as requesting system
 Status,

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 tuning radios,
 And requesting maps to be displayed on a CRT
Not been used for urgent inputs or critical task such as
firing weapons.

Problem with Voice Recognition

 The words in the vocabulary are limited.
 Generating templates are time consuming.
 Microphones have the same electrical characteristics as
the flight microphone.
 Difficult to stimulate the stress artificially.
 Speaker independent Speech Recognition requires large
amount of memory and slow signal processing.

Main Characteristics and Requirements of DVI:

i) Fully connected speech. The speech recognition system
must be able to recognize the normal fully connected
speech.
ii) It must be able to operate in the cockpit noise
environment.
iii) The required vocabulary is around 200 to 300 words.
(size)
iv) The maximum duration of total vocabulary is around
160 seconds.
v) The maximum number of syntax nodes required is 300.

TOUCH SCREENS
It uses a matrix array of infra-red beams across the
surface of the display which displays the various function keys.
Touching the specific function key on the display
surface interrupts the x and y infra-red beams. So the
operation of that particular key function is executed.

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Types of Touch screen

i) Resistive Touch screen
ii) Surface acoustic wave
iii) Capacitive Touch screen panel
iv) Optical Imaging
v) Dispersive Signal Technology
vi) Acoustic pulse Recognition.

i) RTS
In this two layers (Electrically conductive and Resistive
layers) are separated by thin space. When some objects
touches this panel, the layers are connected at certain point.
This causes a change in the electrical current and sent to the
controller for processing. The RTS system is shown in figure
3.13.

Figure 3.13 Resistive Touch Screen system

Advantages
 More affordable
 Most commonly used
 75% clarity
 Layer can be damaged by sharp objects
 It won‟t be affected by dust or water.

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ii) SAW
It uses ultrasonic waves that pass over the touch screen
panel. When the panel is touched, a portion of wave is
absorbed. This information is send to the controller for
processing which is provided in figure 3.14.

Figure 3.14 Surface Acoustic Wave Touch Screen

system

It can be damaged by the outside elements,

contaminants on the surface interface the function.

iii) CTP
It is coated with a material (Indium tin oxide) which
conducts a continuous electrical current across the sensor. The
CTP system is given in figure 3.15.

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Figure 3.15 Capacitive Touch Screen system

iv) Optical Imaging

In this two or more image sensors are placed around
the edges of the screen which is given in figure 3.16. Infrared
backlights are placed in the camera‟s field of view on the other
side of the screen. A touch shows a shadow and the sensors are
used to locate the touch.

Figure 3.16 Optical Imaging Touch Screen system

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The merits of this type are Scalability, Versatility and

Affordability.

v) DST
It uses sensors to detect the mechanical energy in the
glass due to a touch. Complex algorithms are used to find out
the actual location of the touch. The main advantage of this
type of touch screens has excellent optical clarity.

vi) APR
It uses more than two piezoelectric transducers located
at some position of the screen. It converts the mechanical
energy of a touch into an electric signal. This signal is then
converted into an audio file and then compared to pre-existing
audio profile for every position on the screen.

Advantages
o Accuracy is good.
o It is suitable for larger display.
o It doesn‟t need a conductive object to activate it.
o It works with scratches and dust on the screen.

MFD: (Multi Function Display)

MFD is a small screen (CRT or LCD) in an aircraft
surrounded by multiple buttons that can be used to display
information to the pilot in numerous ways which is shown in
figure 3.17. The MFD‟s doesn‟t consume much space in the
aircraft cockpit.
Many MFD‟s allow the pilot to display their navigation
route, Moving map, Weather radar, NEXRAD (Next
Generation Radar – weather surveillance radar), GPWS
(Ground Proximity Warning Systems), TCAS (Traffic collision
Avoidance Systems).

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GPWS - It alerts the pilot if the aircraft is in immediate

danger of flying into an obstacle.
TCAS - It reduces the incidence of wind – air collisions
between the aircrafts.

Figure 3.17 Multi Function Display system

Currently display units are interfaced with either a

Mode S transponder or the Ryan TCAD to provide a real-time
display of traffic information in both the attitude indicator and
the full-color moving map. Traffic symbols are colour-coded to
allow you to quickly recognize any traffic at your altitude or on
a possible collision course and take action. With the optional
FLIR camera, the traffic can even be "visually" identified.
Ryan's latest and by far most sophisticated traffic
alerting system, the TCAD 9900BX, has got certification from

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the FAA. The 9900BX is an active system, which means it

interrogates other aircraft's transponders, determines their
position and then issues a warning if a potential conflict is
predicted. Using bottom and top antennas, the 9900BX can
simultaneously track up to 50 aircraft (it looks out 20 miles)
and provides a maximum 30 second warning.
It has the feature of Audible Position Alerting. When
the system detects a threat, it gives the pilot an audible
warning, such as "Traffic! Twelve o'clock high! Two miles!”.

HUD
The cockpit display system provides a visual
presentation of the information and data from the aircraft
sensors and systems to the pilot. This helps the pilot to fly the
aircraft safely.
Civil cockpit display systems provides,
Primary Flight Information
Navigation Information
Engine Data
Airframe Data
Warning Information

Apart from this data the military cockpit display system

provides,
Infrared Imaging Sensors
Radar
Tactical Mission data
Weapon Aiming
Threat Warnings
The HUD has enabled a major improvement in man-
machine interaction and it helps the pilot to view and
assimilate the essential flight data generated by the sensors
and systems in the aircraft.

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HUD basically projects a collimated display in the

pilot‟s head up forward line of sight, so he can view both the
display information and the outside world at the same time.
The pilot can able to observe both distant outside world
objects and display data at the same time without changing the
direction of gaze or re-focus the eyes.
During the landing phase the pilot can view the
essential flight data such as artificial horizon, pitch angle, bank
angle, flight path vector, height, airspeed and heading with the
help of HUD.
HUD uses high brightness display and it projects some
of the information normally on the primary flight displays and
selected systems or weapons data into the Line of Sight of the
pilot without substantially dimming or obscuring the outer
view. HUD allows the pilot to simultaneously see critical
aircraft information while viewing the outside scene.
Every HUD contains a Display generator and
Combiner. The combiner combines the collimated display
symbology with the outside world scene. The display
symbology is generated from the aircraft sensors and systems.
The relay lens magnifies the display and corrects for some of
the optical errors. The relayed display images are reflected by
the fold mirror to the collimating lens

In the current HUD,

Display Generator – CRT with P43 (Green) phosphor
Combiner – mirror with several unusual properties:
 Reflective coating – Highly wavelength selective in
angle of incidence so that only that light which
impinging within a very narrow range of angles will be
reflected

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 Combiner is sometimes incorrectly referred to as

Hologram, but it contains no image information as
found in true hologram

High performance aircraft HUD‟s use one of two basic

designs for the combiner
Single element combiner HUD (figure 3.18)
Three element combiner HUD (figure 3.19)

Figure 3.18 Single element combiner HUD

Merits
Simplest design of the two methods
Transmission of outside scene is higher
Transport aircraft uses this method

Demerits
Less advantageous than three-element combiner HUD.

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Three element combiner HUD

Figure 3.19 Three element combiner HUD

Merits
 Used on high-performance aircraft to achieve better
producibility
 This design has achieved 30o horizontal and 20o
vertical field of view
 All three elements contains gelatinous combiners as the
middle layer, but only the forward element is curved to
collimate the image from the CRT.

Colour HUD‟s are controversial for two reasons:

 There may be some loss of brightness, although
brightness is becoming less of an issue as color CRTS
improve
 Colours may be confused with or lost in the natural
exterior scene

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Practical problem
HUD occupies large volume and the necessity to be
mounted in the cockpit with the combiner in LOS to the pilot
On high performance aircraft, HUD is mounted at
the top of and behind the instrument panel. So that the
combiner is between the top of the panel and the canopy in the
pilot‟s LOS when looking straight ahead.
For civil transport, HUD is mounted above the seat
of each cockpit crew member, and the combiner is hinged to
swing down into the LOS when HUD is in use, generally only
during approach and landing.
Single element combiner can be used as an
alternative for civil transport.

Figure 3.20 Head Up Display System

In military Aircrafts
The pilot freely concentrates on the outside world
during maneuvers. In combat situations the pilot can scan for
possible threats from any direction. The military Aircrafts
HUD is shown in figure 3.20. The combined FLIR with HUD
enables the pilot to fly at low level by night in fair weather.
This provides a realistic night attack capability.

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In Civil Aircrafts
The HUD provides situational awareness and increased
safety in circumstances such as wind shear or terrain/ traffic
avoidance maneuvers. If the flight path vector is below the
horizon the aircraft is descending. Flight path vector provides
a two dimensional display of drift angle and flight path angle.
It helps the pilot to land the aircraft safely in conditions of very
low visibility due to fog.

Multi-Function Keyboard
It is an avionics sub system through which the pilot
interacts to configure mission related parameters like flight
plan, airfield database, communication equipment during
initialization and operation flight phase of mission.
The MFK consist of a processor with ROM, RAM and
EEPROM memory which is shown in figure 3.21. It is
connected to one of the 1553B buses used for data
communication. The MFK has a built-in display unit and a
keyboard.
It is also connected to the Multi Function Rotary switch
(MFR) through a RS422 interface. The MFK has a built-in
display unit. The display unit is a pair of LCD based Colour
Graphical Display. The Real-time operating specifications
are very stringent in such applications because the
performance and safety of the aircraft depend on it. Efficient
design of the architecture and code is required for successful
operation.

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Figure 3.21 Multi-Function Keyboard

HOTAS: (Hands on Throttle and Stick)

In this buttons and switches are placed on the throttle
stick and flight control stick (figure 3.22) allowing the pilot to
access vital cockpit functions and fly the aircraft without
removing his hands from the throttle and flight controls.

Figure 3.22 HOTAS System

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It allows the pilot to remain focused on important

duties than looking for controls in the cockpit.
The HOTAS system can be enhanced by DVI or HMD.
This will allow the pilot to control various systems using his
line of sight, and to guide missiles to the target by simply
looking at it.

Helmet Mounted Display

It includes a transparent visor, a display device
including an opaque multi-element LCD display mounted on
the visor (figure 3.23) so as to be directly viewable by a wearer
at a location outside field of view and a display control cockpit
placed remotely from the display element and coupled by
signal transmission apparatus.

Figure 3.23 Helmet Mounted Display system

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QUESTIONS

Part-A
1. Define plasma panel.
2. Differentiate LED and LCD.
3. Explain CRT and its usage in aircraft displays.
4. What is meant by DVI?
5. What are MFD and its significance in Aircraft?
6. Explain the advantage of HMD over MUD.
7. Explain MFK and its usage.
8. What is HOTAS?
9. Explain about HUD.
10. Explain advantage of EL over Plasma display.

Part-B
1. Compare and contrast the display technologies
CRT,LED,LCD,EL and plasma panel.
2. What are the various types of CRTs used in civil and
military aircraft and explain them in detail.
3. Explain the basic principle of HUD and what are its
limitations? How are they overcome in HMD?
4. Explain about the special features of DVI and also
describe voice recognition and speech synthesis
technology.
5. Explain MFKs, HMD, HUD and HDD in detail.

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4
DIGITAL AVIONICS ARCHITECTURE

Avionics system architecture– salient features and

applications of Data buses MIL–STD 1553 B–
ARINC 429–ARINC 629.

AVIONICS SYSTEM ARCHITECTURE

INTRODUCTION
Establishing the basic architecture is the first and the
most fundamental challenge faced by the designer.
The architecture must conform to the overall aircraft
mission and design while ensuring that the avionics system
meets its performance requirement. These architectures rely
on the data buses for intra and intersystem communications
The optimum architecture can only be selected after a series of
exhaustive design tradeoffs that address the evaluation factors.
The evolution of Avionics architecture is shown in figure 4.1.

AVIONICS ARCHITECTURE EVOLUTION

First Generation Architecture (1940‟s –1950‟s)
Disjoint or Independent Architecture (MiG-21)
Centralized Architecture (F-111)

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Second Generation Architecture (1960‟s –1970‟s)

Federated Architecture (F-16 A/B)
Distributed Architecture (DAIS)
Hierarchical Architecture (F-16 C/D, EAP)
Third Generation Architecture (1980‟s –1990‟s)
Pave Pillar Architecture (F-22)
Fourth Generation Architecture (Past 2005)
Pave Pace Architecture- JSF
Open System Architecture.

AVIONICS SYSTEM EVOLUTION

Comm

Radar
NAV
Comm

Radar
NAV
Mission

Mission

Independent Avionics Federated Avionics

(40’s - 50’s) (60’s - 70’s)

Common Integrated
Processors
Common Digital
Common Analog Modules
ASDN Modules (Supercomputers)
Radar

Comm

EW

Integrated Avionics Advanced Integrated Avionics

(80’s - 90’s) (Post 2000)

Figure 4.1 Avionics System Evolution

First Generation - DISJOINT ARCHITECTURE

The early avionics systems were stand alone black
boxes where each functional area had separate, dedicated
sensors, processors and displays and the interconnect media is
point to point wiring.
The system was integrated by the air-crew who had to
look at various dials and displays connected to disjoint sensors

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correlate the data provided by them, apply error corrections,

arrange the functions of the sensors and perform mode and
failure management in addition to flying the aircraft
This was feasible due to the simple nature of tasks to be
performed and due to the availability of time. The FGA – DA is
shown in figure 4.2.

FGA - DISJOINT ARCHITECTURE

Figure 4.2 FGA - DISJOINT ARCHITECTURE

First Generation - CENTRALIZED ARCHITECTURE

As the digital technology evolved, a central computer
was added to integrate the information from the sensors and
subsystems. The central computing complex is connected to
other subsystems and sensors through analog, digital and
other interfaces.
When interfacing with computer a variety of different
transmission methods are required and some of which needs
signal conversion (A/D).

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Signal conditioning and computation take place in one

or more computers in a LRU located in an avionics bay, with
signals transmitted over one way data bus.
Data are transmitted from the systems to the central
computer and the data conversion takes place at the central
computer which is illustrated in figure 4.3.

Advantages
Simple Design
Software can be written easily
Computers are located in readily accessible bay.

Disadvantages
Requirement of long data buses
Low flexibility in software
Increased vulnerability to change
Different conversion techniques needed at Central
Computer.

FGA - CENTRALIZED ARCHITECTURE

Figure 4.3 FGA – Centralized Architecture

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Second Generation – FEDERATED ARCHITECTURE

Federated: (Join together, Become partners)
In this SG-Federated Architecture, each system acts
independently but united (Loosely Coupled).
Data conversion occurs at the system level and the
datas are send as digital form – called Digital Avionics
Information Systems (DAIS)
Several standard data processors are often used to
perform a variety of Low – Bandwidth functions such as
navigation, weapon delivery, stores management and flight
control Systems are connected in a Time – Shared Multiplex
Highway.
Resource sharing occurs at the last link in the
information chain – via controls and displays.
Programmability and versatility of the data processors.

Advantages
It provides precise solutions over long range of flight,
weapon and sensor conditions

Sharing of Resources
 Use of TDMA saves hundreds of pounds of wiring
 Standardization of protocol makes the
interchangeability of equipments easier
 Allows Independent system design and optimization of
major systems
 Changes in system software and hardware are easy to
make
 Fault containment – Failure is not propagated

Disadvantages
Profligate of resources

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Second Generation – DISTRIBUTED ARCHITECTURE

It has multiple processors throughout the aircraft that
are designed for computing tasks on a real-time basis as a
function of mission phase and/or system status.
This Architecture which is given in figure 4.4 is used in
modern avionics system. Processing is performed in
accordance with the sensors and actuators.

Advantages
Fewer, Shorter buses
Faster program execution
Intrinsic Partitioning

Figure 4.4 SGA – Distributed Architecture

Disadvantages
Potentially greater diversity in processor types which
aggravates software generation and validation.

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Second Generation -HIERARCHICAL

ARCHITECTURE
This architecture which is given in figure 4.5 is derived
from the federated architecture. It is based on the TREE
Topology

Advantages
 Critical functions are placed in a separate bus and Non-
Critical functions are placed in another bus.
 Failure in non – critical parts of networks does not
generate hazards to the critical parts of network.
 The communications between the subsystems of a
particular group are confined to their particular group.
 The overload of data in the main bus is reduced.
 Most of the military avionics flying today based on
hierarchical architecture.

SGA - HIERARCHICAL SYSTEM

 This architecture derived from the federated
architecture.
 It is based on the TREE Topology.

Advantages
 Critical functions are placed in a separate bus functions
are placed in another bus.
 Failure in non-critical parts of networks do not
generate hazards to the critical parts of network.
 The communication between the subsystems of a
particular group are confined to their particular group.
 The overload of data in the main bus is reduced.
 Most of the military avionics flying today based on
hierarchical architecture.

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Figure 4.5 SGA – Hierarchical System Architecture

Third Generation Architecture - PAVE PILLAR

Pave Pillar is a US Air Force program to define the
requirements and avionics architecture for fighter aircraft of
the 1990s.

The Program Emphasizes,

 Increased Information Fusion

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 Higher levels and complexity of software

 Standardization for maintenance simplification
 Lower costs
 Backward and growth capability while making use of
emerging technology – Voice Recognition /synthesis
and Artificial Intelligence.
 Provides capability for rapid flow of data from the
system as well as between and within the system
 Higher levels of avionics integration and resource
sharing of sensor and computational capabilities
 Pilot plays the role of a weapon system manager.
 Able to sustain operations with minimal support, fly
successful mission day and night in any type of weather
 Face a numerically and technologically advanced
enemy aircraft and defensive systems.

Figure 4.6 TGA - Pave Pillar Capability

Advantages
 Component reliability gains

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 Use of redundancy and resource sharing

 Application of fault tolerance
 Reduction of maintenance test and repair time
 Increasing crew station automation
 Enhancing stealth operation
 Wide use of common modules
 Ability to perform in-aircraft test and maintenance of
avionics
 Use of VHSIC technology and
 Capability to operate over extended periods of time at
severe, deployed locations and be maintainable without
the Avionics Intermediate Shop.

Fourth Generation Architecture - PAVE PACE

US Air Force initiated a study project to cut down the
cost of sensors used in the fighter aircraft. In 1990, Wright
Laboratory – McDonnell Aircraft, Boeing Aircraft Company
and Lockheed launched the Pave Pace Program and Come with
the Concept of Integrated Sensor System (IS2). Pave Pace takes
Pave Pillar as a base line standard.
The integration concept extends to the skin of the aircraft –
Integration of the sensors and this architecture was originally
designed for Joint Strike Fighter (JSF) which is shown in
figure 4.7.

FTGA – PAVE PACE

 Modularity concepts cuts down the cost of the avionics
related to VMS, Mission Processing, PVI and SMS
 The sensor costs accounts for 70% of the avionics cost.
 Pave Pace takes Pave Pillar as a base line standard.
 The integration concept extends to the skin of the
aircraft integration of the RF & EO sensors.
 Originally designed for Joint Strike Fighter (JSF).

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Pilot Vehicle
Interfacing

Integrated RF Sensing

Integrated
Core
Processing

Integrated EO Sensing

Integrated Vehicle
Management

Integrated Stores Management

Figure 4.7 FTGA – Pave Pace Architecture

Data Bus
It provides a medium for the exchange of data and
information between various Avionics subsystems.
It provides the Integration of Avionics subsystems in
military or civil aircraft and spacecraft.

Protocol
 Set of formal rules and conventions governing the flow
of information among the systems.
 Low level protocols define the electrical and physical
standards.
 High level protocols deal with the data formatting,
including the syntax of messages and its format.

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Types
Command/Response : Centralized Control Method
Token Passing : Decentralized Control Method
CSMA/CA : Random Access Method

Topology
It describes how the systems are interconnected in a
particular fashion.

LINEAR NETWORK
Linear Cable
All the systems are connected in across the Cable

RING NETWORK
Point to Point interconnection
Datas flow through the next system from previous
system

SWITCHED NETWORK
Similar to telephone network
Provides communications paths between terminals.

MIL STD 1553B:

The MIL STD 1553B is a US military standard which
defines TDM multiple source-multiple sink data bus system. It
is widely used in military aircraft in many countries. It is also
used in naval surface ships, submarines and battle tanks. The
system is a half duplex system.

 The system was initially developed at Wright Patterson

Air Force base in 1970s.
 Published First Version 1553A in 1975
 Introduced in service on F-15 Programme.

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 Published Second version 1553B in 1978.

Elements of MIL-STD-1553B
 Bus Controller (BC)
 Remote Terminal (RT)
 Monitoring Terminal (MT)
 Transmission Media
The basic bus configuration is shown in figure 4.8. The
system is a command response system with all data
transmission being carried out under the control of the bus
controller. Each sub-system is connected to the bus through a
unit called a remote terminal (RT). Data can only be
transmitted from one RT and received by another RT following
a command from the bus controller to each RT.

Broadcast Mode:
The operation of the data bus system such that
information transmitted by the bus controller or a remote
terminal is addressed to more than one of the terminals
connected to the data bus is known as the broadcast mode.

Figure 4.8 Data Bus system Architecture

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In this bus system three types of words are transferred. The

word format is provided in figure 4.9
 Command words,
 Status words,
 Data words.

A command word comprises six separate fields, they are;

SYNC, Terminal address, T/R, Subaddress / Mode,
Data word Count/Mode Code and Parity bit.
A status word is the first word of a response by an RT
to a BC command. It provides the summary of the
status/health of the RT and also the word count of the data
words to be transmitted in response to a command.
A status word comprises four fields, they are; SYNC,
Terminal Address, Status field and Parity bit.
The data words contain the actual data transmitted
between stations. The data field is 16 bits. The SYNC signal is
the inverse of the command and status word SYNCs. The most
significant bit of the data is transmitted after the SYNC bits.
There are ten possible transfer formats, but the three
most commonly used formats are,
 BC to RT
 RT to BC
 RT to RT

Specifications of MIL-STD 1553B

Data Rate 1 Mbps

Word Length 20 Bits
Maximum data transmission rate 50,000 words/s
Maximum terminals connection to
31
the bus

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Message Length 32 word strings

Data Bits per Word 16 bits
Transmission Technique Half Duplex
Manchester II Bi-
Encoding
Phase
Protocol Command Response
Transmission Mode Voltage Mode.

Figure 4.9 Word Formats

MIL-STD-1553, Command/Response Aircraft Internal

Time Division Multiplex Data Bus, is a Military standard
(presently in revision B), which has become one of the basic
tools being used today for integration of Avionics subsystems.
This standard describes the method of communication and the
electrical interface requirements for the subsystems connected
in the data bus.

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Coupling Methods

Figure 4.10 Coupling Methods

ARINC
ARINC (Aeronautical Radio Incorporated) is a
nonprofit organization in the USA which is run by the civil
airliners with industry and establishment representation,
which defines systems and equipment specifications in terms
of functional requirements, performance and accuracy, input
and output interfaces, environmental requirements, physical
dimensions and electrical interfaces.

ARINC 429
 Single point failure in 1553B leads to Certificability
problem in civil aircraft. Addition of remote terminal
requires changes in bus controller software which

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requires frequent certification. So ARINC 429 Standard

was adopted in the year 1977 and made its appearance
in the C-17 transport aircraft. The ARINC 429
architecture is shown in figure 4.11.
 It is a Point to Point Protocol System.
 It is a specification that defines a local area network for
transfer of digital data between avionics system
elements in civil aircraft.
 It is simplex data bus using one transmitter but no
more than twenty receivers for each bus
implementation. There is no physical addressing. But
the datas are sent with proper identifier or label.
 ARINC 429 is viewed as a permanent as a broadcast or
multicast operation
 In this system two alternative data rates of 100kbps
and 12-14 Kbps are possible.
 There is no bus control in the data buses as found in
MIL-STD 1553B. It has direct coupling of transmitter
and receiving terminals.

Figure 4.11 ARINC 429 ARCHITECTURE

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ARINC 629 ARCHITECTURE

History:
1977 - Boeing began to work on “DATAC” project
1977 - 85 - DATAC Emerged as ARINC 629
1989 - ARINC 629 was adopted by AEEC
1990 - ARINC 629 was first implemented in
BOEING-777

ARINC 629 Specifications

Data Rate 2 Mbps
Word Length 20 Bits
Maximum terminals
31
connection to the bus
Message Length 31 word strings
Data Bits per Word 16 bits
Transmission Technique Half Duplex
Encoding Manchester II Bi-Phase
Carrier Sense Multiple Access
Protocol
Collision avoidance
Voltage Mode, Current Mode,
Transmission Mode
Fiber Optic Mode

ARINC 629 Architecture

Figure 4.12 ARINC 629 ARCHITECTURE

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QUESTIONS

Part – A

1. Give few avionics architecture.

2. Write about Federated architecture.
3. Discuss on centralized architecture.
4. How is federated architecture different from
centralized architecture?
5. Write down the MIL-STD 1553B components.
6. Give details about the status word of MIL-STD 1553B.
7. Write short notes on ARINC 429 standard.
8. Brief about ARINC 629 standard.
9. Differentiate between Civil and military
communication standards.
10. Differentiate between ARINC 429 and ARINC 629.
11. Differentiate between MIL and ARINC standard in
terms of RT.
12. Differentiate between MIL and ARINC standard in
terms of BUS speed.

Part-B

1. Discuss the various avionics architecture in detail.

2. Explain the ARINC 429 data bus in detail.
3. Explain the ARINC 629 data bus in detail.
4. Explain MIL STD 1553 B data bus in detail bring out
clearly the bus architecture, protocol, word and
message formats and coupling methods.
5. List the evolution of avionics architecture starting from
first generation to fourth generation.
6. Describe in detail about one of the third generation
Avionics Architecture with block schematics.

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