ARINC 629

 Designed and Developed by Boeing

Company

 First deployed on Boeing 777 Jet-liner

 Boeing worked with ARINC to create and

release Specification

 Specification was first adopted by AEEC in

1989
 ARINC 629 PROTOCOL

 Supports a Multi-transmitter and Bi-

directional approach to digital Data
communications

 Employs a protocol referred to as

DATAC (Digital Autonomous Terminal
Access Control)
 ARINC 629 DATA BUS
 Time Division Multiplex

 Linear Bus

 Multiple Transmitter Access

 2 Mbps Data Rate

Current Mode Coupling (Present

implementation)

Fiber Optic Mode (Defined, Prototype implemented)

 Why ARINC 629?

429 1553 629

Data Rate 100Kbps 1Mbps 2Mbps

Transmitters/Bus 1 (20 Rx) 31 120

Maximum Bus Length N/S N/S 100 m

Maximum Stub Length N/S 20 ft 40 m

Splice Bus Connection YES YES NO

Single Point Failure YES YES NO

INTERFACING COUPLER WITH
SYSTEM
COMPONENTS OF ARINC 629 COMMUNICATION
SYSTEM
 TERMINAL CONTROLLER
FUNCTIONS
• Provide Protocol Function
• Data Validation
• Subsystem/SIM Interface
• Convert Subsystem data to Manchester for
SIM and decode Manchester data from
SIM for Subsystem
• Provide Message and Word Sync Pulses
• Provide Inter-Word string Gaps
 SERIAL INTERFACE MODULE
(SIM) FUNCTIONS

• Convert between Manchester < ----- > Doublets

• Transmit /Receive Doublets to/from Coupler

• Power Management
- Apply /remove/reverse power
- Over current detection and shutdown
• Fault Monitoring and Management
- Checks its own output waveform
- Checks received waveform
- Causes/verifies coupler channel
switching
- Inhibits coupler transmission, if
necessary
- Outputs fault information to Terminal

Controller
 CURRENT MODE COUPLER
FUNCTIONS

• Provides Non-intrusive connection to

the Bus

• Transmits/Receives Doublets
onto/from the Bus

• Provides Low Impedance to Bus

under all
conditions
• Decodes SIM Doublet Polarity for
Channel
selection

• Provides appropriate Receive

Doublet
Polarity for SIM

• Shuts Down Transmitters on Power

SIM – COUPLER INTERFACE
CURRENT MODE WAVEFORMS
CMC PACKAGING
INTERCONNECTION OF SYSTEMS
USING ARINC 629
EXAMPLE OF DATA TRANSFER
COUPLER POWER SUPPLY
VOLTAGE NORMAL MODE
RECEIVE ONLY MODE
BUS PROTOCOL CONCEPTS

• Each terminal - Window (begin to

Transmit)

• Presence of a carrier (transmission

from a terminal) is used to inhibit all
other transmitters

• Absence of a carrier – Signal for

another terminal may begin to
transmit
Because more than one terminal may
begin to transmit when the Bus is free,
a method of avoiding clashes must be
used
Method used by ARINC 629 is called
CSMA/CA

CSMA/CA is achieved by use of three

timers
- Transmit Interval (TI)
- Terminal Gap (TG)
Transmit Interval (TI)

- Global Bus Parameter

- Selected as the inverse of the maximum

update
rate required for any data item

- To conserve Bus Capacity, Data items with

lesser
update rate should be scheduled to be
transmitted at update intervals that are
multiples
of the global TI.
 - Once it has transmitted, it must wait the
length
of time specified by the TI before it can
transmit
again (0.5 to 64 ms)

Terminal Gap

- Unique Timer assigned to each terminal on

the
Bus

- TG begins only after the SG has elapsed

and
only if no carrier is present
- TG range : 4 to 128 μs
-TG and SG cannot overlap in time, they
must run consecutively

Synchronization Gap

- Global Access Parameter

- SG is the second longest timer and

is set
to the same value in all terminals
 - SG is chosen so that it is longer than
the
maximum length Terminal Gap on
the Bus

- SG starts the moment the bus is

quiet,it is
reset if a carrier appears on the bus
before it has elapsed

- Once SG has elapsed, it cannot be

reset by
the presence of a carrier
Minimum Frame Time (MFT)

It is the shortest Minor Frame possible

and is equal to the synchronization gap
plus the sum of all the messages and
terminal gaps in a bus minor frame

If TI > MFT, the bus will operate in the

Periodic Mode

If MFT > TI, the bus will operate in the

Aperiodic Mode
Periodic Mode
Terminals will transmit in the order they
powered up

Aperiodic Mode
Terminals will always transmit in the order of
shortest to longest TG
PERIODIC MODE TIMING DIAGRAM
APERIODIC MODE TIMING DIAGRAM
TERMINAL ACCESS FLOWCHART
 Message Scheduling
Two Message Scheduling
Techniques
- Block Mode Scheduling

- Independent Mode Scheduling

 Block Mode Scheduling

It is useful when a terminal has a

small terminal of data to periodically
update

It has one X-modulo and one Y-

modulo

Messages generated using this

schedule have a variable number of
word strings
 X
0 1 2 3

0 A B C D Messages:

1 E A, B, C, D
Y
E
2 F G F, G
 Independent Mode Scheduling

It is useful when a user has a large

range of data update rates

It has one X modulo and many Y

moduli

Messages generated using this

schedule have a constant no. of word
strings
 X
0 1 2 3

0 A B C
Messages:
1 D E
Y A, B, C
2 F D, B, E
A, B, F
D, B, C
A, B, E
D, B, F
 Basic Protocol
Provides an equal priority access
for each terminal to transmit either
Periodic or Aperiodic data

If no bus overload exists and

transmission lengths are
constant,terminals transmit at a
constant interval (Periodic Mode)
 If the bus is overloaded, it will
automatically switch to an Aperiodic
mode with no loss of data

Overload Characteristics provide

continuous operation at 100% bus
utilization with no throughput collapse
Combined Mode Protocol

Provides Priority Access for Periodic

data transmission (Priority 1) and two
levels of lower priority access for
Aperiodic data transmission (lLevels 2 &
3)
At each level all terminals are
given equal opportunity to access the
bus
Allows substantial levels of
Aperiodic data to be transmitted
 ARINC 629 PROTOCOL

•Basic Protocol (BP)

- Periodic Mode
or
- Aperiodic Mode

•Combined Protocol (CP)

- Periodic and Aperiodic Mode

- Allows Prioritized Data

•Present Implementation on 777 uses BP

 Message Structure
• Data is transmitted in groups called
Messages

• Between each Message – a unique

Terminal Gap

• Messages – composed of Wordstrings

(31max)

• Word strings - begin with a label word

followed
by 0 –256 data words

• 4 bit time gap between wordstrings

EXAMPLE OF A MESSAGE
MESSAGE STRUCTURE
•Label word – 20 bit word (12 bit label field,4
bit label extension field,a single parity bit
and 3 bit time Hi-Lo Sync pulse)

•First label word of a message is preceded

by PSSP &PPSSP

•Data word – 20 bit word (16 bit data field, a

single parity and 3 bit Time Lo-Hi Sync
pulse)

•4092 legal Labels available with ARINC 629

•Total of 1, 047, 552 data words may be

individually identified, because each label
 ARINC 429
 Adopted by the Industry in 1977

 Most Frequently used Avionics Data Bus on

Commercial Aircraft

 Simplex Data Bus using only one transmitter and at

least one but no more than twenty receivers

 Number of receivers is limited by Impedance

Consideration

 Bi-directional Communication between devices is

implemented by using two ARINC 429 Buses

 It works on the data rate of 12-14.5 Kbits/sec or 100

Kbits/sec
 Avionics System Evolution
Avionics Bus - ARINC-429

• Single Source – Multiple Sink: Half duplex - One

Transmitting equipment sends data to a number of
receiving equipment.
• No acknowlegdement- if Ack is needed one more link
reqd Bus-1
T1 to 20
R1 R2 R3

• Screened twisted wire pair usually grounded at both

end and at all intermediate breaks
•Data rates: 100 kbits/sec or 12.5-14.5 kbits/sec
•Signal bipolar RZ
 Avionics System Evolution
Avionics Bus - ARINC-429

• ARINC-429 is a very simple point-to-point protocol. There can

be only one transmitter on a wire pair. The transmitter is
always transmitting either 32 bit data or the NULL state. There
is at least one receiver on a wire pair; there may be up to 20.

P=Parity (usually odd)

SSM= sign/status matrix- contains HW eqpt condition, op. mode or
data validity
SDI= Source/ Destination Identifier
LABEL=data type and parameter associated with it
Avionics System Evolution
Avionics Bus - ARINC-429
 Avionics System Evolution
Avionics Bus - ARINC-429
Electrical Characteristic Value
Voltage level, each leg wrt ground +5V,0V,-5V
10 sec  2.5% +10V,0V,-10V
Bit encoding Bipolar Return to Zero
Word size 32 bits
Bit rate 100k or 12.5-14 k bits/ sec
High Speed Slew Rate 1.5  0.5 sec
Low Speed Slew Rate 10  5 sec

Parameter High Speed Low Speed

Bit Rate 100k bits/ sec 12.5-14.5 k bits / sec
Time Y (one bit) 10 sec  2.5% 1+(bit rate) sec  2.5%
Time X 5 sec  5% (Y/ 2) sec  5%
Pulse Rise Time 1.5  0.5 sec 10  5 sec
Pulse Fall Time 1.5  0.5 sec 10  5 sec
Avionics System Evolution
Avionics Bus - ARINC-429
 Flight Management Control
System
Avionics Bus - ARINC-429
D C E A C F F F
U
F I I F F I
R
I
R
I
R
A A I D D V V
I U U C C I I M M O DATABA
L F C D A C L O RESERVED
G M E E E C C S S S
R R E E R
SE
FOR
O
U L / / / S R
I C
I A C L L
2 1 C U D D 2 1 2
UPDATE GROWTH
A A A 1
T K S R 2 2 F M M M A A LOADER
L F Q T T
A C S R R R
O L T A
L S S S A INPUT
O
P W
W
Y 3 2 1 2 1 DISCRETES
2
1 L
L L L L H L L L L L L L H H H L L L L L L L L
428
L/H

FMCU CD
U
L L L H L L H H

RESERVED DATA F/TEST ELECTRONI OUTPUT H

FOR DISCRETES
LOADE REC C FLIGHT F I C
GROWTH A I I DFS T F T F T FLIGHT F
R INST W R D
I R R RECEIVE
R W C C C RECORDE M
C S R FLIGHT FLIGHT C U
D S S
TUNING INST P C C C C R
INST U 2
2 3 2 1 1 2 1 1
S
2
• It can accommodate future system

bandwidth demands

• Increase flexibility in Avionics

design

• Reduce aircraft wirecounts, thus

• Avionics Fully Duplexed Switched
Ethernet is an advanced Protocol
Standard to interconnect subsystems

• Its first major use will be in A3xx.

• Standard is based on widely approved

and adopted standards by IEEE Ethernet
802.3 and IP/UDP
• Boeing pioneered 10 Mbps Ethernet on its
Boeing 777 to transport non-flight critical
data

• Rockwell Collins provides a real time

Flight
critical Display System using 10 Mbps
Ethernet
on Boeing 767

• This system was certified by FAA & JAA

•
• Since the Ethernet is a switched
architecture
rather than a point-point link, aircraft
designers
can create redundant sub networks

• Faults can be isolated and analysed

without
impacting the system as a whole

• ARINC 429 data bus may still be used but

the
main Avionics data pipe will be Ethernet
(AFDX)
 1553B Ethernet ARINC 429 ARINC 629

Standard Def-Stan IEEE 802.3 ARINC ARINC

STANAG ISO 8802.3
3838

Status Published Published Published Published

Primary US Air Force INTEL Civil Boeing

Supporters US DOD Airlines
 Performance
Signalling Rate

1553B – 1Mbps

Ethernet(AFDX) - 100Mbps

ARINC 429 - 100kbps or 12-

14.5kbps

ARINC 629 - 2Mbps

 Bus Access

1553B - Predetermined

Ethernet - Not Determined

ARINC 429 - Fixed

ARINC 629 - Multitransmitter

 Electrical/Reliability

Signalling Standard

1553B - Manchester II
Biphase

Ethernet - Manchester
Biphase

ARINC 429 - RZ Bipolar

 Coupling

1553B - Transformer

Ethernet - Transformer

ARINC 429 - Direct

ARINC 629 - Transformer

 Common Mode Rejection

1553B - 10V peak, DC 2MHz

Ethernet - 0-5V DC

ARINC 429 - Not Specified

ARINC 629 - Not Specified

 Bit Validation

1553B - Manchester Code

Check

Ethernet - Manchester Code

Check

ARINC 429 - None

ARINC 629 - Manchester Code

Check
 Autoconfiguration

1553B - Possible

Ethernet - No Configuration

ARINC 429 - No (Fixed

Configuration)

ARINC 629 - Not Possible

 Protocol Features
Access Method

1553B - Time Division

Ethernet - CSMA/CD

ARINC 429 - Fixed (Single

Transmitter)

ARINC 629 - CSMA/CA

 Hierarchy

1553B - Master/Slave

Ethernet - No Master

ARINC 429 - No Master

ARINC 629 - No Master

 Data Word Length (Bit)

1553B - 16 + 3 sync + 1
parity

Ethernet - 8

ARINC 429 - 18 + 1 parity

ARINC 629 - 16 + 3 sync + 1

parity
 Data Message Length
1553B - 2 byte (min), 64 byte (max)

Ethernet - 46 byte (min), 1500 byte (max)

ARINC 429 - 2 byte (min)

ARINC 629 - 2 byte (min), 256*2*31

bytes (max)
 Physical Features
Media

1553B - Screened Twisted Pair /(Fiber

Optic)

Ethernet - Coaxial Cable /(Fiber Optic)

ARINC 429 - Screened Twisted Pair (None)

ARINC 629 - Unshielded Twisted Pair (Fiber -

Optic)
 Characteristic Impedance
1553B - 70-85 Ω

Ethernet - 48-52 Ω

ARINC 429 - 60-80 Ω

ARINC 629 - 75-85 Ω

 Trunk Length

1553B - Not Defined

Ethernet - 500m

ARINC 429 - Not Defined

ARINC 629 - Not Defined

 Stub Length

1553B - 6.1m maximum

Ethernet - 50m

ARINC 429 - Not Defined

ARINC 629 - 40m

 Number of Nodes

1553B - 32 + Monitor
terminals

Ethernet - 100?

ARINC 429 - 21

ARINC 629 - 120

 WHY OPTICAL FIBER?
• Though 1553B is used in various
modern aircraft, it is recognised that
buses operate in extremly severe
environment like
• EMI from intersystem and
intrasystem
• Lightning
• Electrostatic discharge
• High Altitude Electromagnetic pulse
 Electrical Data Buses

• It cannot satisfy the performance

and reliability requirements

• It cannot support the high speed

data transmission because of low
bandwidth twisted–pair media

• Future avionics data buses will

operate at a data bit rate of 50
Mbps or higher
 About 1773

• Fiber-optic version of 1553B

• It also operates at the rate of 1Mbps

• It also have the same 20 bit word

and three words,command word,
status word and data word
 Optical Modulation
Techniques
• It is a very important issue which heavily
affects both the reliability and complexity
of data bus systems

• In 1773, the modulation technique is still

in the problem

• It is because intensity modulation and

direct detection are modeled as a
positive system and there is a lack of
negative component
 MIL-STD-1773 Protocol
• It gives the condition that the two
outputs of a receiver are simultaneously
zero identifies the NO MESSAGE STATE

• Both the outputs of the receiver are

complementary signals only if the data
bus is in the MESSAGE STATE

• To realise these, appropriate modulation

and processing techniques should be
used to guarantee the three output
states
 1
Ph

off

OUT

OUT

SIGNALS AT TWO ELECTRICAL OUTPUTS OF

1773
 Why Manchester Biphase
cannot be used?
• We can observe only two states are offered
at the outputs (high/low state)

• No Message state is missed

• Difficulty in identifying the No Message

state from both outputs of a receiver

• To solve the problem associated with three

output states more complicated data
processing technique should be used
• Eventhough if we use complex
processing technique at the reciver

– The remote terminal shall respond

to a valid command word within a
period of 4.0 – 12.0 µs

– It cannot be used for future

avionics applications, due to the
requirements of high reliability
and strict response time for optical
fiber data buses
 Existing Optical
Modulation Techniques
• Optical Modulation Schemes Proposed by
SAE are

• Pulse Position Manchester II Biphase code

• Trilevel Manchester II Biphase Code

• Frequency Shift Keying

 Pulse Position Manchester
II Biphase Code
• Uses narrow optical pulses
compared with the pulse width of
Manchester II Biphase

• It requires the use of wideband

optical receivers and High-Speed
optical transmitters with more
complicated circuits
 1
Ph

off

Ph

off

Pulse Position Manchester II Biphase

Code
• Optical source can be only a Laser
Diode, which has poor reliability
compared to the LED

• It is difficult to realize this scheme if the

bit rate of an Avionics data bus goes
higher

• In this case also, the problem

associated with the three output states
at an optical receiver cannot be solved

• So it is excluded from future optical

fiber Avionics data buses
Trilevel Manchester II

Biphase Coding
• It can offer the required output states

• It is a direct optical version of

electrical modulation format for 1553B

– High level power (+v)

– Middle level power (zero state)
– Power off situation (-v)
 1
Ph

off

Ph
Pl
off

Trilevel Manchester II biphase

Coding
 Disadvantages
• In multi-terminal environment, the use of
this scheme is highly restricted because

– Each transmitter should always send a

constant optical power of 0.5Ph, when a data
bus is in the No Message state

– If there are 31 terminals, the total DC optical

power at the input of the receiver is 15.5Ph

– If one is transmitting, the modulated optical

signal carries the message bits superimposes
on 30 DC optical signals from all the silent
transmitters
• Total DC component is much greater than the
useful signal component

• Since the optical power from the source is sensitive

to environmental temperature changes, the
accumulative change of DC power components
from multiple sources, is regarded as an
interference , may heavily affect the signal decision

• Since in this scheme, the optical transmitters are

always in the operating condition, it greatly
influences the lifetime of optical sources

• So it is not suitable for high performance optical

fiber Avionics data buses
 FSK Modulation
• It requires two distinct higher frequency carriers

• It needs high frequency circuits and high-speed

optical transmitters

• If the data rate is further increased, only Laser

Diode can be used and transceiver circuit
should be more complex

• Reliability of optical transmitters may become a

critical issue, which may impose restrictions on
using FSK Modulation
 New Optical Modulation
Techniques
• Partial Trilevel Manchester II Biphase Coding

• Pseudo Four-Ary Pulse Width Modulation

• Partial Trilevel Manchester II Biphase

Coding
– High power (high state)
– Low power (low state)
– Power off (No message)
• When the data bus is silent, all the optical
transmitters should be optical power off, they are
inhibited by the transmitting control signal from a
BIU

• One of the BIU sends two complementary signals

with Manchester II biphase coding to the
corresponding optical transmitter if the bus is
active

• Complementary signals are input to the waveform

shaping circuit to generate the waveforms having
an adequate basis followed by the transmission
enable and driver circuits
 Ph

Pl
off

OUT

OUT

Partial Trilevel Manchester II Biphase

Coding
 TRANSMITTER USING PTL MANCHESTER
II
BIPHASE CODING

WAVEFORM
BIU COM IN DRIVER
SHAPING
1553B CIRCUIT
CIRCUIT
IN
 RECEIVER USING PARTIAL TRILEVEL
MANCHESTER II BIPHASE CODING

DUAL A
AMPLIFIER
THRESHOLD OUT 1553B BIU
AND LPF
DETECTOR
OUT
 ADVANTAGES
• Three output states can be easily obtained

• No optical power is sent from any

transmitter when the data bus is silent

• The accumulative effects of temperature

changing is completely eliminated

• Reliability of message transmission is

greately improved
 Pseudo Four-Ary Pulse
Width Modulation
• No optical power output (No message)

• Pulse of width 2/3T (Logic 1)

• Pulse of width 1/3T (Logic 0)

• Pulse of width 2T (Command & Status

sync)

• Pulse of width T (Data sync)

OPTICAL TRANSMITTER USING P 4-ARY
PWM

WORD SYNC
GENERATOR
B DRIVER
I + CIRCUIT
U
ENCODER
OPTICAL RECEIVER USING P 4-ARY
PWM

WORD SYNC
IDENTIFIER
B
AMPLIFIER I
AND LPF U
DECODER
Advantage
– Three output states can be easily
obtained

Disadvantage
the use of P4-ary PWM results in
redesigning the existing
interface circuit between the
transceiver and the BIU
 OPTICAL SOURCES
• Laser Diode

• LED

• Laser Diode

 inadequate for military aircraft applications

 require more complicated driver circuit to

stabilize both temperature and output power

• It is more sensitive to temperature

• Lifetime is less than that of LED

• Cost is much higher than that of LED

LED

• Trade- off between the output power and Modulation Bandwidth

• Higher output can be achieved with lesser Bandwidth and vice versa
 Optical Detectors
• Avalanche Photodiode

• P-I-N Photodiode

• Avalanche Photodiode
– Requires a high voltage power supply
– Increases the receiver complexity and
reduces the system reliability
 Optical Fiber

• Single Mode
• Multimode

Single Mode Fiber

The optical power coupled to the
fiber is significantly reduced due to
the small core of Single Mode Fiber
 Conclusion
• Partial Trilevel Manchester II Biphase
Coding

• Optical Source – LED

• Optical Detector – P-I-N

• Multimode Optical Fiber

HISTORY OF STANAG
3910
Motivation of the STANAG 3910
Draft Created at Germany during 1987
Draft Submission on 1988
A Project EFA Bus was issued on 1989
Selected by the Eurofighter consortium
in 1989
Why We Need STANAG
3910
To meet the Demanding of Avionics requirements
for Highly Sophisticated fighter aircraft
Allow Evolution from MIL-STD-1553B Bus to
“Higher Speed” Avionics Bus System
Stay with a Deterministic Master/Slave Protocol
“Low Risk” approach to EF2000 Prototypes using
MIL-STD-1553B only
Data Rate 1 Mbps (LS), 20Mbps (HS)
Word Length 16 Bits

Message Length 32 Word(LS), 4096 Word (HS)

Max No. of Stations 32

Transmission Technique Half - Duplex

Access Protocol Command Response

 Data Bus Operation
 STANAG 3910 works under STANAG

3838

 STANAG 3838 is equivalent to 1553B

 Communication on 3838 bus takes

place
in a command/response manner

 STANAG 3910 operates

 BC initiates all transmissions on both
the
STANAG 3838 & 3910

 Data transfer on the HS network is

started
after an initialising procedure of the
BC via
STANAG 3838 bus

 Initialising is done by unique

subaddress in
the STANAG 3838 command
 Timing

 HS Receiver initialise time - 24µs

 HS Receiver initialise timeout- 185+/-

15µs

 HS Transmitter initialise time between

24-
32µs

 Proper bus operation can be realised

Coupling Methods

Transmisive Star
Reflexive Star
Linear Bus
LOW SPEED BUS
 COMMAND WORD
 STATUS WORD
 DATA WORD
 HS ACTION WORD
HIGH SPEED BUS

 HS STATUS WORD

 HS MESSAGE FRAME
 HS RT to BC
LS Bus Transfer
Command HS Action Status ##
word word ** word Next transfer

HS Bus HS Message Frame

T1
 BC
Broadcast
LS Bus
Transfer
Command HS Action ## Next Transfer
word word

HS Bus T1 HS Message Frame

 HS Action
MSB
15
Word LSB
14 13 7 6 0
HS HS
HS Message Identity HS Block Count
A/B T/R

HS A/B : HS Bus Select 0: use HS Bus A

1: use HS Bus B

HS T/R : HS Transfer Direction 0: Receive

1: Transmit

HS Message Identity: 7 bit HS ‘Subaddress’

HS Block Count : Number 32 Word blocks contained in

HS Message Frame
 HS Status
MSB LSB
15 14 9Word
8 3 2 0
HS Receiver
HS TF HS Transmitter Status Reserved
Status

HS TF : HS Terminal Flag (optional)

HS RX Status Bit 14: HS Message Frame Error

Bit 13: HS Receiver Active
Bit 12: HS Receiver not ready (optional)

HS TX Status Bit 3: HS Transmitter active

Bit 4: HS Transmitter not ready(optional)
Bit 5..8: Reserved
 HS Message
Frame

Preamble SD FC PA DA WC INFO CRC ED

SD- Start Delimiter(40) WC- Word Count(16)

FC- Frame Control(8) INFO- Information Field
PA- Physical Address(8) CRC- Error Detection
DA- Destination Address(16) ED- End Delimiter(4)
 Comparison between MIL-STD-

1773 and STANAG 3910

 MIL-STD-1773 is same as the 1553B

with
Fiber-Optic Media

 STANAG 3910 operates under the

control of
STANAG 3838 (1553)

 The data rate in 1773 is 1Mbps

 Systems connected with the 1773 bus
will be more complex because of the
PTLM II Biphase Coding
 Systems connected with 3910 bus will be
less complex because it is using the
Manchester II Biphase Coding as the
control is over 3838 and only High Speed
data is in optical path
 WHY OPTICAL FIBER?
• Though 1553B is used in various
modern aircraft, it is recognised that
buses operate in extremly severe
environment like
• EMI from intersystem and
intrasystem
• Lightning
• Electrostatic discharge
• High Altitude Electromagnetic pulse
 Electrical Data Buses

• It cannot satisfy the performance

and reliability requirements

• It cannot support the high speed

data transmission because of low
bandwidth twisted–pair media

• Future avionics data buses will

operate at a data bit rate of 50
Mbps or higher
 About 1773

• Fiber-optic version of 1553B

• It also operates at the rate of 1Mbps

• It also have the same 20 bit word

and three words,command word,
status word and data word
 Optical Modulation
Techniques
• It is a very important issue which heavily
affects both the reliability and complexity
of data bus systems

• In 1773, the modulation technique is still

in the problem

• It is because intensity modulation and

direct detection are modeled as a
positive system and there is a lack of
negative component
 MIL-STD-1773 Protocol
• It gives the condition that the two
outputs of a receiver are simultaneously
zero identifies the NO MESSAGE STATE

• Both the outputs of the receiver are

complementary signals only if the data
bus is in the MESSAGE STATE

• To realise these, appropriate modulation

and processing techniques should be
used to guarantee the three output
states
 1
Ph

off

OUT

OUT

SIGNALS AT TWO ELECTRICAL OUTPUTS OF

1773
 Why Manchester Biphase
cannot be used?
• We can observe only two states are offered
at the outputs (high/low state)

• No Message state is missed

• Difficulty in identifying the No Message

state from both outputs of a receiver

• To solve the problem associated with three

output states more complicated data
processing technique should be used
• Eventhough if we use complex
processing technique at the reciver

– The remote terminal shall respond

to a valid command word within a
period of 4.0 – 12.0 µs

– It cannot be used for future

avionics applications, due to the
requirements of high reliability
and strict response time for optical
fiber data buses
 Existing Optical
Modulation Techniques
• Optical Modulation Schemes Proposed by
SAE are

• Pulse Position Manchester II Biphase code

• Trilevel Manchester II Biphase Code

• Frequency Shift Keying

 Pulse Position Manchester
II Biphase Code
• Uses narrow optical pulses
compared with the pulse width of
Manchester II Biphase

• It requires the use of wideband

optical receivers and High-Speed
optical transmitters with more
complicated circuits
 1
Ph

off

Ph

off

Pulse Position Manchester II Biphase

Code
• Optical source can be only a Laser
Diode, which has poor reliability
compared to the LED

• It is difficult to realize this scheme if the

bit rate of an Avionics data bus goes
higher

• In this case also, the problem

associated with the three output states
at an optical receiver cannot be solved

• So it is excluded from future optical

fiber Avionics data buses
Trilevel Manchester II

Biphase Coding
• It can offer the required output states

• It is a direct optical version of

electrical modulation format for 1553B

– High level power (+v)

– Middle level power (zero state)
– Power off situation (-v)
 1
Ph

off

Ph
Pl
off

Trilevel Manchester II biphase

Coding
 Disadvantages
• In multi-terminal environment, the use of
this scheme is highly restricted because

– Each transmitter should always send a

constant optical power of 0.5Ph, when a data
bus is in the No Message state

– If there are 31 terminals, the total DC optical

power at the input of the receiver is 15.5Ph

– If one is transmitting, the modulated optical

signal carries the message bits superimposes
on 30 DC optical signals from all the silent
transmitters
• Total DC component is much greater than the
useful signal component

• Since the optical power from the source is sensitive

to environmental temperature changes, the
accumulative change of DC power components
from multiple sources, is regarded as an
interference , may heavily affect the signal decision

• Since in this scheme, the optical transmitters are

always in the operating condition, it greatly
influences the lifetime of optical sources

• So it is not suitable for high performance optical

fiber Avionics data buses
 FSK Modulation
• It requires two distinct higher frequency carriers

• It needs high frequency circuits and high-speed

optical transmitters

• If the data rate is further increased, only Laser

Diode can be used and transceiver circuit
should be more complex

• Reliability of optical transmitters may become a

critical issue, which may impose restrictions on
using FSK Modulation
 New Optical Modulation
Techniques
• Partial Trilevel Manchester II Biphase Coding

• Pseudo Four-Ary Pulse Width Modulation

• Partial Trilevel Manchester II Biphase

Coding
– High power (high state)
– Low power (low state)
– Power off (No message)
• When the data bus is silent, all the optical
transmitters should be optical power off, they are
inhibited by the transmitting control signal from a
BIU

• One of the BIU sends two complementary signals

with Manchester II biphase coding to the
corresponding optical transmitter if the bus is
active

• Complementary signals are input to the waveform

shaping circuit to generate the waveforms having
an adequate basis followed by the transmission
enable and driver circuits
 Ph

Pl
off

OUT

OUT

Partial Trilevel Manchester II Biphase

Coding
 TRANSMITTER USING PTL MANCHESTER
II
BIPHASE CODING

WAVEFORM
BIU COM IN DRIVER
SHAPING
1553B CIRCUIT
CIRCUIT
IN
 RECEIVER USING PARTIAL TRILEVEL
MANCHESTER II BIPHASE CODING

DUAL A
AMPLIFIER
THRESHOLD OUT 1553B BIU
AND LPF
DETECTOR
OUT
 ADVANTAGES
• Three output states can be easily obtained

• No optical power is sent from any

transmitter when the data bus is silent

• The accumulative effects of temperature

changing is completely eliminated

• Reliability of message transmission is

greately improved
 Pseudo Four-Ary Pulse
Width Modulation
• No optical power output (No message)

• Pulse of width 2/3T (Logic 1)

• Pulse of width 1/3T (Logic 0)

• Pulse of width 2T (Command & Status

sync)

• Pulse of width T (Data sync)

OPTICAL TRANSMITTER USING P 4-ARY
PWM

WORD SYNC
GENERATOR
B DRIVER
I + CIRCUIT
U
ENCODER
OPTICAL RECEIVER USING P 4-ARY
PWM

WORD SYNC
IDENTIFIER
B
AMPLIFIER I
AND LPF U
DECODER
Advantage
– Three output states can be easily
obtained

Disadvantage
the use of P4-ary PWM results in
redesigning the existing
interface circuit between the
transceiver and the BIU
 OPTICAL SOURCES
• Laser Diode

• LED

• Laser Diode

 inadequate for military aircraft applications

 require more complicated driver circuit to

stabilize both temperature and output power

• It is more sensitive to temperature

• Lifetime is less than that of LED

• Cost is much higher than that of LED

LED

• Trade- off between the output power and Modulation Bandwidth

• Higher output can be achieved with lesser Bandwidth and vice versa
 Optical Detectors
• Avalanche Photodiode

• P-I-N Photodiode

• Avalanche Photodiode
– Requires a high voltage power supply
– Increases the receiver complexity and
reduces the system reliability
 Optical Fiber

• Single Mode
• Multimode

Single Mode Fiber

The optical power coupled to the
fiber is significantly reduced due to
the small core of Single Mode Fiber
 Conclusion
• Partial Trilevel Manchester II Biphase
Coding

• Optical Source – LED

• Optical Detector – P-I-N

• Multimode Optical Fiber

HISTORY OF STANAG
3910
Motivation of the STANAG 3910
Draft Created at Germany during 1987
Draft Submission on 1988
A Project EFA Bus was issued on 1989
Selected by the Eurofighter consortium
in 1989
Why We Need STANAG
3910
To meet the Demanding of Avionics requirements
for Highly Sophisticated fighter aircraft
Allow Evolution from MIL-STD-1553B Bus to
“Higher Speed” Avionics Bus System
Stay with a Deterministic Master/Slave Protocol
“Low Risk” approach to EF2000 Prototypes using
MIL-STD-1553B only
Data Rate 1 Mbps (LS), 20Mbps (HS)
Word Length 16 Bits

Message Length 32 Word(LS), 4096 Word (HS)

Max No. of Stations 32

Transmission Technique Half - Duplex

Access Protocol Command Response

 Data Bus Operation
 STANAG 3910 works under STANAG

3838

 STANAG 3838 is equivalent to 1553B

 Communication on 3838 bus takes

place
in a command/response manner

 STANAG 3910 operates

 BC initiates all transmissions on both
the
STANAG 3838 & 3910

 Data transfer on the HS network is

started
after an initialising procedure of the
BC via
STANAG 3838 bus

 Initialising is done by unique

subaddress in
the STANAG 3838 command
 Timing

 HS Receiver initialise time - 24µs

 HS Receiver initialise timeout- 185+/-

15µs

 HS Transmitter initialise time between

24-
32µs

 Proper bus operation can be realised

Coupling Methods

Transmisive Star
Reflexive Star
Linear Bus
LOW SPEED BUS
 COMMAND WORD
 STATUS WORD
 DATA WORD
 HS ACTION WORD
HIGH SPEED BUS

 HS STATUS WORD

 HS MESSAGE FRAME
 HS RT to BC
LS Bus Transfer
Command HS Action Status ##
word word ** word Next transfer

HS Bus HS Message Frame

T1
 BC
Broadcast
LS Bus
Transfer
Command HS Action ## Next Transfer
word word

HS Bus T1 HS Message Frame

 HS Action
MSB
15
Word LSB
14 13 7 6 0
HS HS
HS Message Identity HS Block Count
A/B T/R

HS A/B : HS Bus Select 0: use HS Bus A

1: use HS Bus B

HS T/R : HS Transfer Direction 0: Receive

1: Transmit

HS Message Identity: 7 bit HS ‘Subaddress’

HS Block Count : Number 32 Word blocks contained in

HS Message Frame
 HS Status
MSB LSB
15 14 9Word
8 3 2 0
HS Receiver
HS TF HS Transmitter Status Reserved
Status

HS TF : HS Terminal Flag (optional)

HS RX Status Bit 14: HS Message Frame Error

Bit 13: HS Receiver Active
Bit 12: HS Receiver not ready (optional)

HS TX Status Bit 3: HS Transmitter active

Bit 4: HS Transmitter not ready(optional)
Bit 5..8: Reserved
 HS Message
Frame

Preamble SD FC PA DA WC INFO CRC ED

SD- Start Delimiter(40) WC- Word Count(16)

FC- Frame Control(8) INFO- Information Field
PA- Physical Address(8) CRC- Error Detection
DA- Destination Address(16) ED- End Delimiter(4)
 Comparison between MIL-STD-

1773 and STANAG 3910

 MIL-STD-1773 is same as the 1553B

with
Fiber-Optic Media

 STANAG 3910 operates under the

control of
STANAG 3838 (1553)

 The data rate in 1773 is 1Mbps

 Systems connected with the 1773 bus
will be more complex because of the
PTLM II Biphase Coding
 Systems connected with 3910 bus will be
less complex because it is using the
Manchester II Biphase Coding as the
control is over 3838 and only High Speed
data is in optical path