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286 views5 pages

Group Discussion Answer

Uploaded by

alphaxorro007
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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Discussion 1:

a) In aircraft transmission system,


i. Explain the different between uplink and downlink transmission. (6 marks)
- Uplink transmission system is data exchange from ground to aircraft while downlink is
data exchange from aircraft to ground.
- Uplink messages either contain crew information or data to be uploaded into the FMS
while downlink information comprise maintenance, monitoring, operational,
performance and cabin data and later ATC messages.
- For the downlink transmission, reports generated by a peripheral system can be
automatically downlinked by ATSU depending on each airline’s AOC programming
while uplinks can also embed request for transmission of specific downlink reports.

ii. Between an uplink and downlink transmission, which one requires higher power?
Explain the reason for your answer. (4 marks)

- Uplink transmission requires higher power than downlink transmission.


- Ground-based equipment to send the information to aircraft usually has access to
larger and more powerful energy sources, allowing for the transmission of signals at
higher power levels.
- The signal transmitted from the ground to the satellite must travel a considerable
distance through the space wave, which require higher power to ensure that the signal
reaches the aircraft with sufficient strength to be received and processed correctly
without signal attenuation.
- Higher power is required due to more information need to be exchanged
continuously during flight like the airspeed and weather condition.

b) Describe the meaning of the following memo should it appear on the cockpit indicator:
i. “COMPANY CALL” (3 marks)
- The green "COMPANY CALL’' memo indicates that a voice contact request has been
received from the ground.
ii. “VHF3 VOICE” (3 marks)
- The green "VHF 3 VOICE" memo indicates that the VHF 3 transceiver operates in
voice mode, therefore datalink communications are interrupted.
Discussion 2:

Based on the control unit in Figure 1, explain how to change from ACARS frequency (data link
selection) to voice mode selection. In your answer, you must also state any visual indication
that can be seen on display window of the control unit. (9 marks)

Figure 1

The procedure to change from ACARS frequency data link selection to voice mode selection
are as follows:
- Select VHF3, because VH3 is the only frequency that can change data to voice.
- Use the frequency selector knob to change the frequency on the standby window.
- The small button is used to change the first three digits before the decimal point.
- Large button is used to change the digits after decimal point.
- The frequency will be displayed on the standby window.
- Press the transfer button to change the frequency from standby window to active window.
- Voice communication between ground and cockpit crew happened
- During this process, data transmission has been put on hold.
- Data communication can resume/continue/start again when the crew presses the transfer
button again.

- Standby window/ Window 1 where frequency can be changed.


- Active window/Window 2 where frequency cannot be changed
- Transfer button/ Arrow button that changes frequency from window 1 to window 2.
- Frequency knob/selector.
Discussion 3

Determine the effect of IOM failure to the aircraft system performance in the following scenario
and provide the alternative method to support your answer.

alternative route
Subscriber 1 IOM 1 IOM 2 Subscriber 2
(failed)

i. 1 IOM use by 2 subscribers at side-by-side level is failed.


- No effect to the aircraft system because communication still happens.
- Aircraft need to ground if the connection exceed 1000 flight hours, aircraft no need to
ground if connection is under 1000 flight hours.
ii. Mirror image (different level) of IOM failed
- Aircraft performance is not affected because there is alternative route for each level.
- Aircraft need to be ground because there is more than one IOM failed because high
possibility for system failure.
iii. What type of indication is given in the cockpit if there is error in any of the IOM?
Explain your answer.
- POV from pilot/copilot.
- Indication in the cockpit will give which system that iom belongs to. Example given if the
iom belongs to landing gear system, the pilot/copilot will get indication failure for landing
gear system.
- POV from maintenance personnel
- When there is an error in any iom, only when the aircraft is on ground, that
maintenance personnel view its error through MCDU or MAT.
iv. What happen to the LRM if any of the IOM failed? Explain your answer.
- Nothing happens because LRM can directly connect to network.
Discussion 4

When establishing connections between subscribers in the aircraft network,


i. determine the type of connection and the number of transmitter(s), number of
receiver(s) and route this connection can established when there is a request for
communication between subscribers within the network

- Virtual link/virtual path.

- The number of transmitters is at least one.

- The number of receivers is more than one.

- Virtual link can be established when there is request and will delete when the
communication ends.
ii. determine whether the connection in b(i) is a temporary or a permanent
connection. Explain your answer.
- Temporary because it only exists when there is request.
TX RX

Subscriber 1 Subscriber 2
AFDX
Virtual link/path

Discussion 5

The communication channel between the aircraft network and ground network is segregated
between the avionics world and open world. Illustrate a network to showcase the
communication channel between subscribers (LRMs and LRUs) in both networks. In your
drawing, you must also label each item and clearly differentiate the section for avionics world
and open world.

- AFDX switch/ electronic switch


- Non AFDX/non electronic switch/non switch
- Two layers of firewall.
- Function/Domain.
- Dotted line for segregation.
Discussion 6

If CPIOM G is faulty, explain in detail how you could use CPIOM A as a replacement. In your
answer, you must also determine which software is affected and the procedure perform to
determine the functionality of the replacement unit.
The software that is affected is CPIOM G which is pertaining to landing gear software.
Procedure to change CIPOM G using CPIOM A are as follows:
- Deletes loadable software/pneumatic in CPIOM A.
- Upload/install loadable software for landing gear into CPIOM A.
- Run/test landing gear system.
- Reset/reboot/restart landing gear system.
- Perform functional test for landing gear system.
- If the test is okay, return the aircraft to service, it the test is not okay, repeat the
procedure.
- All procedures must be carried out in accordance with the Aircraft Maintenance
Manual.

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