Tishk International University Engineering

Faculty
Mechatronics Engineering Department
AVIONICS

TOPIC: Introduction to
Avionics
Week1_Lecture1

4th Grade- Spring Semester 2022-2023

Instructor: Prof.Dr. Qaysar Salih Mahdi
 Mechatronics Engineering –Tishk International University

TISHK UNIVERSITY COLLEGE OF ENGINEERING

AVIONICS

Objectives :

To introduce the students with functioning and principle of operation of various avionics systems including sensors
installed on a modern passenger and fighter aircraft.

UNIT I: INTRODUCTION TO AVIONICS

Importance and role of Avionics in modern aircraft‐ systems which interface directly with pilot,aircraft state sensor
systems, outside world sensor systems, task automation systems. The avionics equipment and system requirement,
environmental, weight, reliability. Standardization and specification of avionics equipment and systems, ARINC and
MIL specification. Electrical and optical data bus systems. Integrated modular avionics architectures.

UNIT II: DISPLAY &MAN‐ MACHINE INTERACTION AND COMMUNICATION SYSTEM

Introduction to displays‐ head‐ up displays(HUD)‐ basic principles, Helmet mounted displays, Head tracking systems.
Head down displays‐ Civil cockpit, Military cockpit, Solid state standby display systems, Data fusion in displays‐
Intelligent display systems. Introduction to voice and data communication systems‐ HF,VHF,UHF and Satellite
communications, Flight datarecorders.

UNIT III: INERTIAL SENSORS, ATTITUDE DERIVATION AND AIR DATA SYSTEMS

Basic principles of gyroscope and accelerometers. Introduction to optical gyroscope, ring laser gyros, principles. Stable
platform system,strap down systems, error in inertial systems and corrections.Air data Information and its use,
derivation of Air Data Laws and relationship, altitude,static pressure relationship, variation of ground pressure, Speed
of sound, Mach Number, CAS, TAS, Pressure error. Air data sensors and computing

UNIT IV: NAVIGATION (INS AND GPS) AND LANDING SYSTEM

Principles of Navigation, Types of Navigation systems, Inertial Navigation System,Initial alignment and Gyro
compassing, Strap down INS computing. Landing System, localizer and glide slope,marker systems. Categories of ILS.
Global navigation satellite systems,GPS,description and basic principles. Integration of GPS and INS, Differential
GPS.

UNIT V: SURVEILLANCE AND AUTO FLIGHT SYSTEMS

Traffic alert and collision avoidance systems(TCAS),Enhanced ground proximity warning system.Weather radar.
Autopilots,Basic principle, height control, heading control, ILS coupled autopilot control, satellite
landing system, speed control and auto throttle. Flight management systems,principles,flight planning, navigation
and Guidance, performance prediction and flight path optimization.

VI
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TEXT BOOKS
1. Collinson, R.P.G., Introduction to Avionics Systems, second edition, Springer,2003,ISBN 978‐ 81‐ 8489‐ 795‐ 1
2. Moir, I. and Seabridge, A., Civil Avionics Systems, AIAA education Series, AIAA, 2002, ISBN 1‐ 56347589‐ 8

REFERENCE BOOKS
1. Kayton, M., & Fried, W.R, Avionics Navigation Systems, Wiley, 1997,ISBN 0‐ 471‐ 54795‐ 6Z

Outcomes:
1. The student would gain understanding of the basic principles of avionics system

VI
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UNIT 1: INTRODUCTION TO AVIONICS

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UNIT 1: INTRODUCTION TO AVIONICS

Avionics = Aviation+Electronics
•Used in USA in early 1950’s.
• Avionic System / Avionic subsystem: – any system in the
aircraft which is dependent on electronics for its operation.

• Fly by wire Flight control system, Fly-by-wire (FBW) is a

system that replaces the conventional manual flight controls
of an aircraft with an electronic interface.
Advanced avionics systems can automatically perform many tasks
that pilots and navigators previously did by hand. For example, an
area navigation (RNAV) or flight management system (FMS) unit
accepts a list of points that define a flight route, and automatically
performs most of the course, distance, time, and fuel
calculations. Once en route, the FMS or RNAV unit can
continually track the position of the aircraft with respect to the
flight route, and display the course, time, and distance remaining
to each point along the planned route. An autopilot is capable of
automatically steering the aircraft along the route that has been
entered in the FMS or RNAV system.
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UNIT 1: INTRODUCTION TO AVIONICS

The FMS or RNAV unit and autopilot offer the pilot a variety
of methods of aircraft operation. Pilots can perform the
navigational tasks themselves and manually control the
aircraft, or choose to automate both of these tasks and
assume a managerial role as the systems perform their
duties. Similarly, information systems now available in the
cockpit provide many options for obtaining data relevant to
the flight. Advanced avionics systems present three
important learning challenges as you develop proficiency:

1.How to operate advanced avionics systems

2.Which advanced avionics systems to use and when

3.How advanced avionics systems affect the pilot and the
way the pilot flies How To Operate Advanced Avionics
Systems The first challenge is to acquire the “how-to”
knowledge needed to operate advanced avionics systems.
This handbook describes the purpose of each kind of
system, overviews the basic procedures required to use it,
explains some of the logic the system uses to perform its
function, and discusses each system’s general limitations
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UNIT 1: INTRODUCTION TO AVIONICS

Importance and role of Avionics

•Systems which interface directly with pilot

•Aircraft state sensor systems

•Navigation systems

•External world sensor systems

•Task automation systems.

• Million dollar business , 30% of total cost of aircraft --- avionics equipments

•40% - maritime/patrol/anti submarine aircraft

•75% - Airborne early warning aircraft.

• The avionic systems are essential to enable the flight crew to carry out
the aircraft mission safely and efficiently.

• Mission: Carrying the passengers totheir destination, intercepting a hostile

aircraft, attacking a ground target, reconnaissance or maritime patrol. – In
military operations, reconnaissance is the exploration outside
anareaoccupiedby friendlyforcesto gaininformation about natural
features and enemypresence.

•By automation of tasks, the crew s workload can be minimized.

• The reduction in weight is also significant and can be translated into more
passengers or longer range on less fuel.

•The crew comprises of two members namely, the first pilot/ captain and
the second pilot.
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UNIT 1: INTRODUCTION TO AVIONICS

•Goal of Avionic systems is

– increased safety

– Air traffic control requirements

– All weather operation

– Reduction in fuelconsumption

– Improved aircraft performance and control

– Handling and reduction of maintenance costs

Main avionic subsystems can be grouped into five layers according to their role
and function.

– Systems which interface directly with the pilot.

– Aircraft state sensorsystems

– Navigation systems

– External world sensorsystems

– Task automation systems

i. Systems which interface directly with the pilot

• Displays: Provide visual interface between pilot and the aircraft systems.
✓ Helmet Mounted Displays (HMDs): - HUD on the helmet.
Major advantage--- Informationcanbepresentedto thepilot
whenlookingin any direction as opposed to the relatively limited
forward field of HUD.
Night viewing Goggles can also be integrated.
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UNIT 1: INTRODUCTION TO AVIONICS

✓ Head up Displays (HUDs): HUD can also display a forward looking infrared (FLIR)
video picture one to one with the outside world from a fixed FLIR imaging sensor
installed in aircraft.

✓ Head Down Displays (HDDs):

✓ Color head down displays, multi-function color displays

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UNIT 1: INTRODUCTION TO AVIONICS

Height, air speed, Mach number, vertical speed, artificial horizon, pitch
angle,
bank angle and heading and velocity vector Navigation displays,
Horizontal
situation indication (HIS) displays, weather radar displays, engine data,
aircraft systems, electrical power supply system, hydraulic power supply
system, cabin pressurization system and fuel management system

• Communications: Two way communication between ground bases and the

aircraft or between aircraft - air traffic control.
✓ High frequency radios ----2 to 30 MHz.
✓ Veryhighfrequency----- 30to100MHz.
✓ Ultra high frequency ---- 250 to 400 MHz.

✓ SATCOM systems -------- Short for Satellite Communications and used

frequently in the context of VSAT (Very Small Aperture Terminal)
Communications satellites or comsats. Satcom(satellite), a fleet of
early geostationary communications satellites.

• Data entry and control:

✓ Crew avionic systems.
✓ Keyboards, touch panels, direct voice input control.

• Flight control: Auto stabilization/ Stability Augmentation. FBW flight control

systems Auto stabilization systems are required for achieving acceptable
control and handling motion characteristics across flight envelope. FBW
flight control systems provide continuous automatic stabilization of the
aircraft by computer control of the control surfaces from appropriate motion
sensors.

ii. Aircraft State Sensor

Systems:
1. Air Data systems: Accurate information of air data quantities sensed by
accurate sensors are computed by air data computing system for control
and navigation of aircraft.
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UNIT 1: INTRODUCTION TO AVIONICS

2. Inertial Sensor Systems: The use of very high accuracy gyros and accelerometers to
measure the aircrafts motion enables an inertial navigation system (INS) to be
mechanized which provides very accurate attitude and heading information together
with the aircrafts velocity and position data

iii. Navigation systems: Accurate navigation information like aircraft position, ground speed and
track angle (direction of motion of the aircraft to true North) is essential for the aircraft’s
mission whether civil or military. Navigation systems are divided into

• Dead Reckoning system: DR navigation derives the vehicles present position by

estimating the distance traveled from a known position’s speed and direction of motion
of vehicle. They are of 3 types
✓ Inertial navigation systems
✓ Doppler/heading reference system,
✓ AirData/headingreferencesystem.

• Position Fixed SystemsorRadio Navigationsystem:The Positionfixingsystems usedat

present are mainly radio navigation systems based on satellite or ground based
transmitters.A suitablereceiverin the aircraftwitha supportingcomputeris thenused
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UNIT 1: INTRODUCTION TO AVIONICS

toderivethe aircraftspositionfromthesignalsreceivedfromthetransmitters. Ex: INS,
GPS, VOR/DME, ILS MLS can be included for full navigation.

iv. External world sensor systems:

These comprise both radar and infrared sensor. Systems enable all weather and night time
operations and transform the operational capability of the aircraft.

• Radar Systems: Weather radar is installed in all civil airliners and also in many general
aviation aircraft. The radar looks ahead of the aircraft and is optimized to detect water
droplets and provide warning f storms, cloud turbulence and severe precipitation so
that the aircraft can alter course and avoid turbulence, the violence of the vertical gusts
can subject the aircraft structure to very high loads and stresses. These radars can also
generally operate in ground mapping and terrain avoidance modes.
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UNIT 1: INTRODUCTION TO AVIONICS

• Infrared Sensor Systems: Have major advantage of being entirely passive systems. Used
to provide video picture of the thermal image scene of the outside world either using
fixed FLIR sensor, or alternatively gimbaled IR imaging sensor.

v. Task AutomationSystems: These comprisethe systemswhich reduce the crew workload and
enable minimum crew operation by automating and managing of tasks.
✓ Navigation management system: operation of all radio navigation aid systems and the
combination of the data from all the navigation sources.
✓ Autopilots and Flight Management Systems:

i. Flight planning
ii. Navigation management
iii. Engine control to maintain the planned speed or mach number
iv. Control of the aircraft path to follow the optimized planned route
v. Control of the vertical flight profile
vi. Ensuring the aircraft is at the planned 3D position at planned time slot:
vii. often referred as 4D navigation. Very important for ATC
viii. Flight envelop monitoring
Minimizing fuel consumption
✓ Engine control and Management: Full Authority Digital Engine Control System (FADEC) -
-- flow of fuel, temperature, engine speed, acceleration, engine health monitoring
system
– Performance deterioration.
✓ House Keeping Management: automation of background tasks – aircrafts safe and
efficient operation.
--- Fuel management: This embraces fuel flow and fuel quantity measurement and
control of fuel transfer from the appropriate fuel tanke to minimize changes in the
aircraft trim

--- Electrical power supply system management

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UNIT 1: INTRODUCTION TO AVIONICS

--- Cabin / cockpit pressurization systems

--- Environmental control systems

--- Warning Systems

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UNIT 1: INTRODUCTION TO AVIONICS

--- Maintenance and Monitoring Systems:

These comprise monitoring and
recording systems which integrated into
an onboard maintenance computer
system. This provides the information to
enable speedy diagnosis and rectification
of equipment and system failures by pin-
pinting faulty units and providing all the
information, such as part numbers etc.,
for replacement units to module level in
some cases.
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UNIT 1: INTRODUCTION TO AVIONICS

Avionic equipment

Hence in the above example, the avionic equipment fit would comprise:

•Radar – target acquisition in all weather conditions.

• Doppler – accurate ((4 knots) velocity sensor for DR navigation. (Note: IN
systems capable of accurate initial alignment at sea on a moving carrier
were still under development in the early 1960s.)

• Attitude heading reference system (or master reference gyro system –

UK terminology) – attitude and heading information for pilot’s displays,
navigation computer, weapon aiming computer, autopilot.

• Air data computer – height, calibrated airspeed, true airspeed, Mach

number information for pilot’s displays, weapon aiming, reversionary DR
navigation, autopilot.

•Radio altimeter – very low level flight profile during attack phase and all
weather operation.

•Navigation computer – essential for mission.

•Autopilot – essential for reduction of pilot work load.

•Weapon aiming computer – essential for mission.

• HUD – all the advantages of the HUD plus weapon aiming for low level
attack; for example,
‘toss’ bombing.

•Stores management system – control and release of the weapons.

• Electronic warfare (EW) systems – radar warning receivers, radar jamming
equipment. Essential for survivability in hostile environment
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UNIT 1: INTRODUCTION TO AVIONICS

Data Buses:

The “ Bus “ is a contraction of Greek word “ Omnibus “ means “ to all “ .

Hencethe computers and digital domain the communication or data interchange forall
components got defined as BUS. A Bus in generally is a set wires which carry
electrical pulses, but with each BUS a definition ofProtocol or methodof data
transmission is defined. Aircraft Data bus system allows nu mber of instruments
andsensor tosharethedatawith eachother or with the central Flight Management
System computer. The Bus architecture defines protocol to send/receive data
as well as a common interface.

The dedicated aerospace data buses used within the military aerospace

community are:

A Tornado serial data bus;

B ARINC ;

C MIL-STD-1553B and derivatives;

D STANAG 3910.

Other bus standards such as the JIAWG high-speed data bus (HSDB), the IEEE1394B
and fibre channel buses are all commercial standards that have been adopted for
military use or commercial use

A. Tornado Serial
The Tornado serial data bus was the first to be used on a UK Fighter aircraft.
The bus was adopted for the Tornado avionics system and also used on the
Sea Harrier integrated head- up display/ weapon-aiming computer (HUD/WAC)
system. This is a half-duplex serial bus operating at a rate of 64 Kbit/s and
is used to pass data between the avionics main
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UNIT 1: INTRODUCTION TO AVIONICS

computer and other sensors, computers and displays within the Tornado Nav attack and
weapon-aiming system, as shown in Figure 2. The bus

Comprised four wires implemented as a twisted screened quad format. The lines carried clock and
complement and data and complement respectively. Fig 2shows the main computer interfacing via the
Tornado serial bus with major avionics subsystems:

• Doppler radar;
• Radar (ground-mapping radar (GMR) and terrain-following radar (TFR);
• Laser range finder/marked target receiver (MTR);
• Attitude Sources
• inertial navigation system (INS) and secondary attitude and headingreference system
(SAHRS);
• Autopilot/flight director system (AFDS);
• Stores management system(SMS);
• Front cockpit:

B. ARINC : Means Aeronautical Radio Incorporated.

Overview of ARINC: ARINC stands for Aeronautical Radio, Inc., a private

corporation organized in 1929, and is comprised of airlines, aircraft
manufacturers and avionics equipment manufacturers as corporate
shareholders. ARINC was developed to produce specifications and
standards for avionics equipment outside the government for domestic
and overseas manufacturers.
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UNIT 1: INTRODUCTION TO AVIONICS

ARINC publishes the AEEC produced standards under three types of

documents:
1. ARINC Characteristics: Characteristics are definitions of the form, fit and
function of avionics equipment. These documents are equipment specific and
define how a unit will operate. The ARINC 500 Series of Characteristics define
older analog avionics equipment where the ARINC 700 Series are more current
documents and are typically digital versions of the analog specs. 400 Series
documents are general design and support documentation for the 500 Series
avionics equipment characteristics. 600 Series documents are general design
and support documentation for the 700 Series avionics equipment
characteristics.
2. ARINC Specifications: Specifications are used to define Physical
packaging and mounting of avionics equipment Data communications standards
High level computer languages The ARINC 429 Specification, Mark 33 Digital
Information Transfer System falls under the Specification document category.
3. ARINC Reports: Reports provide general information and best practice
guidelines for airlines. Reports predominately refer to maintenance and support
procedures.
There are different series like:
a. Arinc429: ARINC 429 is a single-source, multiple-sink, half-duplex bus that
operates at two transmission rates; most commonly the higher rate of 100 Kbit/s
is used.Although the data
bus has its origins in the civil marketplace, it is also used extensively on civil
platforms that have been adopted for military use, such as the Boeing 737,
Boeing 767 and A330. High-
performance business jets such as the Bombardier Global Express and
Gulfstream GV that
are frequently modified as electronic intelligence (ELINT) or reconnaissance
platforms also employ A429
b. History: The ARINC 429 Specification developed out of the original
commercial aviation
digital communication spec, the ARINC 419 Specification. The ARINC 419, first
released in
1966 and last revised in 1983, describes four different wiring topologies,
including a serial, twisted shielded pair interface used by the Digital Air Data
System (DADS), known as the ARINC 575 or DADS 575 Spec.
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UNIT 1: INTRODUCTION TO AVIONICS

This serial topology evolved into the ARINC 429 Specification, first
released as ARINC 429-1 in April 1978, and currently exists as
ARINC 429-15. ARINC 429-15 was adopted by the AEEC in 1995
and is comprised of 3 parts:
ARINC Specification 429 Part 1-15: Functional Description,
Electrical Interface, Label Assignments and Word Formats
ARINC Specification 429: Part 2-15: Discrete Word Data
Standards. Part 2 defines the formats of words with discrete
word bit assignments.

ARINC Specification 429: Part 3-15: File Data Transfer

Techniques Part 1 addresses the buses physical parameters,
label and address assignments, and word formats. Part 3
defines link layer file data transfer protocol for data block and file
transfers.

The ARINC 429 Specification The ARINC 429 Specification

establishes how avionics equipment and systems communicate
on commercial aircraft. The specification defines electrical
characteristics, word structures and protocol necessary to
establish bus communication. ARINC 429 utilizes the simplex,
twisted shielded pair data bus standard Mark 33 Digital
Information Transfer System bus.
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UNIT 1: INTRODUCTION TO AVIONICS

This handshaking is performed using a particular word style, as opposed to a hard wired handshake.
When this two way communication format is required, two twisted pairs constituting two channels are
necessary to carry information back and forth, one for each direction.
Transmission from the source LRU is comprised of 32 bit words containing a 24 bit data portion
containing the actual information, and an 8 bit label describing the data itself. LRUs have no address
assigned through ARINC 429, but rather have Equipment ID numbers which allow grouping equipment into
systems, which facilitates system management and file transfers.
Sequentialwords areseparated byat least 4 bittimes of nullor zero voltage. By utilizing this null gap
between words, a separate clock signal is unnecessary. Transmission rates may be at either a low speed –
12.5 kHz – or a high speed – 100kHz.
Cable Characteristics: The transmission bus media uses a 78 Ω shielded twisted pair cable.
The shield

m
u
s
t

b
e
grounded at each end and at all junctions along the bus. The transmitting source output
impedanceshould be 75 Ω± 5 Ω dividedequallybetweenLineA and Line B. This balanced
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UNIT 1: INTRODUCTION TO AVIONICS

output should closely match the impedance of the cable. The receiving sink must have an
effective input impedance of 8k Ω minimum.
Maximum length is not specified, as it is dependent on the number of sink receivers, sink drain and
source power. Most systems are designed for under 150 feet, but conditions permitting, can extend
to 300 feet and beyond.
Transmission Characteristics: ARINC 429 specifies two speeds for data transmission. Low
speedoperationisstatedat 12.5kHz, withanactualallowablerangeof 12to14.5kHz. High speed
operation is 100 kHz ± 1% allowed. These two data rates can not be used on the same
transmission bus.
Data is transmitted in a bipolar, Return-to-Zero format. This is a tri-state modulation consisting of
HIGH, NULL and LOW states.
Transmission voltagesare measured acrossthe output terminals of the source. Voltages
presented across the receiver input will be dependent on line length, stub configuration and the number
of receivers connected. The following voltage levels indicate the three allowable states:
TRANSMIT STATE RECEIVE
+10.0 V ± 1.0 V HIGH +6.5 to 13 V
0 V ± 0.5V NULL +2.5to -2.5V
-10.0 V ± 1.0 V LOW -6.5 to -13 V
In bipolar, Return-to-Zero – or RZ – format, a HIGH (or 1) is achieved with the transmission signal going
from NULL to +10 V for the first half of the bit cycle, then returning to zero or NULL.
A LOW (or 0) is produced by the signal dropping from NULL to –10 V for the first half bit cycle, then
returning to zero.
With a Return-to-Zero modulation format, each bit cycle time ends withthe signal level at 0 Volts,
eliminating the need for an external clock, creating a self-clocking signal. An example of the bipolar, tri-
state RZ signal is shown here:

Waveform Parameters: Pulse rise and fall times are controlled by RC circuits built into ARINC
429transmitters.Thiscircuitryminimizesovershootringingcommonwithshortrisetimes.
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Allowable rise and fall timesare shown below for bothbit rates.Bit and ½ bit timesare also
defined.

High Speed Low Speed

Bit Rate 100 kbps ± 1% 12 – 14.5 kbps ± 1%
1 bit time 10 µsec ± 2.5% (1/Bitrate)µsec±2.5
%
½ bit time 5 µsec ± 5% (1 bit time/2) ± 5%
Rise Time 1.5 µsec ± 0.5 µsec 10 µsec ± 5 µsec
Fall Time 1.5 µsec ± 0.5 µsec 10 µsec ± 5 µsec
C. MIL-STD-1553
Digital Internal Time Division Command/Response Multiplex Data Bus,
is a military standard (presently in revision B), which has become one
of the basic tools being used today by the DoD for integration of
weapon systems. The standard describes the method of
communication and the electrical interface requirements for
subsystems connected to the data bus.
The 1 Mbps serial communication bus is used to achieve aircraft
avionic (MIL-STD-1553B) and stores management (MILSTD-1760B)
integration. In the future it will be used to extend the systems
integration to flight controls, propulsion controls, and vehicle
management
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UNIT 1: INTRODUCTION TO AVIONICS

These two groups can be easily segregated because the broadcast group does not conform directly to the
command/response philosophy of the other (nonbroadcast) message formats. This
command/response philosophy requires that all error free messages received by aremote terminal be
followed by thetransmissionof aremote terminal status word. This handshaking process validates error
free message completion. Since broadcast message formats are transmitted to multiple receivers, a
more detailed scheme is required to validate error free message reception. Also, since address 31
is used by all terminals receiving a broadcast message, sub addressing needs to be managed on a data
bus system basis rather than on a remote terminal basis.

Figure: Information Transfer Formats

The information transfer formats allow communications between two elements in the data bus system the
bus controller and the remote terminal (RT). In 1553, the bus controller is in control of all communication
andit isthesole deviceallowed totransmit commandwords.

Notice that all messages are initiated by the bus controller using command word(s). Messages to a
device (remote terminal) from the bus controller are issued using a command word (see figure II1.2)
containing the remote terminal's address, direction of message transmission (transmit/receive bit),
sub address (destination within the specific remote terminal or subsystem), and the word count.

The command word is immediately followed by the appropriate number of data words specified in the
commandword. The receiving terminal validateserrorfreemessage
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UNIT 1: INTRODUCTION TO AVIONICS

Reception by transmitting a status word (see figure I-1.3), which

contains information about its health. Using this technique, the
bus controller can transmit data to any terminal
attached tothe data bus. In a similar manner, the bus controller
can initiate acommand toa remote terminal, which requires the
remote terminal to transmit a specific message to the bus
controller.

This is accomplished using the RT to bus controller message

format. Similarly communication can be established between
two unique remote terminals, when the bus controller
commands one terminal to receive data and the other terminal to
transmit data. Neither the receiving nor the transmitting terminal
knows where the message originated or destined. Both will
transmit status words in the proper formats.
Each status word is evaluated by the bus controller to verify error
free message completion. In addition to these three message
formats, three control message formats are provided to support
data bus system management. These formats are mode code
formats allowing the transmission of a command word and up to
one data word from the bus controller to a unique remote
terminal. The remote terminal's response involves the
transmission of a status word and up to one data word upon
receipt of the mode command.
3. Word Types: The standard allows for only three types of
words as discussed in the previous message format section;
command word, status word, and data word. 1553 requires
each word to consist of 16 bit of data plus, a sync pattern (3 bit
times long), and a one bit parity providing a 20 bit word format.
• The command word provides the definition of the message
format to be transmitted and can only be transmitted by the
bus controller As seen in the message format section, the
command word may be followed by data, another command
word, or a response time gap prior to status word
transmission by the remote terminal. The command word
sync pattern is a unique invalid Manchester waveform, which
cannot be duplicated by data (see figure I-1.3). The command
word sync and the status word sync are identical and the
inverse of the data word sync pattern. Therefore, command
and status words, which initiate a sequence, can always be
distinguished from data word sync patterns
• The command word address is always the address of the
remote terminal being com- mended; a bus controller does
not have an address while in the active bus controller mode
(backup bus controllers can function as an RT with a unique
address or as a bus monitor with no address until they
become an active bus controller). The transmit/receive
(T/R) bit indicates the direction of flow of data words (i.e.,
receive means data to be received by the remote terminal).
The sub address/mode code field has two purposes. When
a unique terminal is to receive or transmit data,
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The sub address acts as an internal address to point tothetype of data desired,
the location of a data pointer in memory, subsystem interface, etc.
• When the sub address field is 00000or11111, it indicates that the next field
contains the number of the mode code. The next field (word count/mode
number) contains the number of data word(s) in the message or the number
of the mode code. Odd parity is established for all words based on the 16 bits
of data plus parity bit.
• The data word contains a unique sync (three bit times long), 16 data bits, and a
one bit parity. No restrictions are placed on the encoding of the data field,
except that the "most significant bit shall be transmitted first." Once again,
parity is odd and established on the 16 bits of data plus the parity bit.
4. Status bits The optional status bits are; instrumentation, service request,
broadcast command received, busy, subsystem flag, dynamic buscontrol
acceptance and terminal flag.