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M5 > 5.15 Typical Electronic and Digital Aircraft Systems > Flashcards

5.15 Typical Electronic and Digital Aircraft Systems Flashcards

1
Q

The ACARS network is made up of three sections:

A

Airborne system
Ground network
Airline operations centre

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2
Q

(ACARS) is a data-link communication system that transfers messages and data between the aircraft and the ground. Depending on the aircraft location it uses the following systems:

A

Very High Frequency (VHF) communication
High Frequency (HF)
Satellite communication

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3
Q

what is Downlink

A

the data sent by ACARS is received by the ground station of a network provider, which transports the data via its network to the users
Downlink messages from the aircraft are transmitted in digital form to ARINC data link ground stations along most routes

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4
Q

what is uplink

A

Data transfer from the ground to the aircraft is called the uplink.

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5
Q

Downlink messages from the aircraft can consist of:

A

Position updates
Weather data requests
Details of aircraft system faults.

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6
Q

Uplink messages from the ground network can consist of:

A

Weather data
Flight plan
Information for the flight crew

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7
Q

ACARS was developed by

A

Aeronautical Radio Incorporated (ARINC) in 1978

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8
Q

the ARINC 597 standard defines

A

the operation of the ACARS management unit

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9
Q

ACARS Management Unit (MU) which manages the incoming and outgoing messages

Multi-Purpose Interactive Display Unit (MPIDU) which is used by the flight crew to interface with the ACARS system.

A printer can also be installed to allow incoming messages to be printed for future reference.

A

.

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10
Q

ACARS operates in two modes:

A

Demand mode
Polled mode

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11
Q

ACARS Demand mode…

A

The demand mode allows the flight crew of airborne equipment to initiate communications

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12
Q

ACARS Polled mode…

A

In the polled mode, the ACARS only operates when interrogated by the ground facility

The ground facility routinely uplinks “questions” to the aircraft equipment and when a channel is free the MU responds with a transmitted message.

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13
Q

The ACARS is operational as soon as the electrical power is supplied and does not have an ON/OFF switch

A

.

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14
Q

The ACARS has the following components:

A

ACARS Management Unit (MU)
Multi-Purpose Interactive Display Unit (MPIDU)
Ident plug
Program pins
Thermal printer

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15
Q

The Multi-Purpose Interactive Display Unit displays what

A

messages, reports, and communication requests to the crew

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16
Q

The MU codes the messages for the

A

VHF comms

the messages contain the aircraft registration and airline code.

This information comes from the Ident (Identity) Plug.

It is pre-programmed with this information

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17
Q

Program pin logic is used (aircraft dependant) to define to ACARS the aircraft type and configuration

A

.

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18
Q

the MU microprocessor provides

A

Power-up initialisation
BITE
Normal processing and operational routines (arithmetic logic, control logic, I/O)
Central operational control and computations

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19
Q

The failure is annunciated on the ACARS Management Unit (MU) by a red ‘’MU FAIL’’ or ‘‘Control Unit FAIL’’ indication.

A

.

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20
Q

Engine Indicating and Crew Alerting System (EICAS) – a Boeing system.
Electronic Centralised Aircraft Monitoring (ECAM) – an Airbus system.

A

.

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21
Q

Technical components operating in conjunction with the EICAS system are

A

Discrete caution and warning lights
Standby engine indicators
A remotely located panel to select maintenance data displays

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22
Q

EICAS is designed to categorize displays and alerts according to the function and usage

the three modes of displaying information are

A

operational (selected by the flight crew)
Status (selected by the flight crew)
Maintenance (ground use only and selected via the maintenance panel)

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23
Q

when the Status mode is selected (EICAS)

A

data to determine the dispatch readiness of an aircraft is displayed and is closely associated with details contained in an aircraft’s minimum equipment list. The display shows the positions of the flight control surfaces in the form of pointers registered against vertical scales

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24
Q

operational mode (EICAS)

A

This mode displays the engine operating information and any alerts where the crew must take action in flight. Normally, only the upper display unit presents information; the lower one remains blank

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25
Q

Maintenance mode

A

Maintenance mode, which is displayed on the lower display unit, is not available while flying.

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26
Q

Warning Levels :

A

Level A - Warnings. require immediate corrective action (displayed in reds)

Level B - Cautions . require immediate crew awareness and possible action.(displayed in amber)

Level C - Advisories. require crew awareness. (displayed in amber without warning lights or aural tones)

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27
Q

Basic principles of fly-by-wire (FBW)

the flight control surfaces are all

A

Electrically controlled
Hydraulically activated

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28
Q

The main concern with fly-by-wire systems is reliability, as they can fail much more rapidly and suddenly than traditional mechanical or hydraulic control systems, due to their dependence on flight control computers.

A

.

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29
Q

The communication between the fly-by-wire system computer is via the

A

ARINC 429 data bus

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30
Q

control laws must be designed which determine how the pilot’s control demands are translated into control surface movements.

fly-by-wire system is often called an active control system.

A

The flight control system is programmed to provide a particular form of aircraft response as the result of the pilot’s input

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31
Q

loss of all three Inertial Reference Systems (IRS) can cause the selection of the “Direct Law

A

where movement of the side sick controller in pitch is translated directly into movement of the elevator. The only limits to elevator movement are determined by the position of the aircraft’s Centre of Gravity (CG) and flap position

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32
Q

Roll control is provided by the ELACs (controlling the ailerons), and the SECs (controlling the spoilers).

A

In normal control law, both types of computers contribute to roll control, but in the event of a failure of one channel the other can assume total authority

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33
Q

the flight management system (FMS) is made up of four major systems:

A

The Flight Management Computer (FMC)
The digital flight control system (shown here as flight control)
Autothrottle (shown here with the engine parameter sensors)
The inertial reference system (shown here as radio and inertial sensors)

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34
Q

the basic functions of the FMS are

A

Automatic flight control
Performance management
Precision navigation
System monitor
General subsystem feature

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35
Q

FMS utilises two FMC for redundancy purposes

A

.During normal operation both computers crosstalk. Each computer can operate completely independently in the event of one failed unit.

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36
Q

The FMC receives input data from four sub-system computers

A

Flight Control Computer (FCC)
Thrust Management Computer (TMC)
Digital Air Data Computer (DADC)
Engine Indicating & Crew Alerting System (EICAS)

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37
Q

The FMC contains a large non-volatile memory. portions of this memory is used to store information concerning:

A

Airports
Standard flight routes
Nav aid data

Because this information can change, the FMS incorporates a data loader. The data loader can be plugged into the FMC, but only when the aircraft is on the ground. This data is updated periodically every 28 days.

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38
Q

The Control/Display Unit (CDU) provides a means for the crew to communicate with the FMC

A

.

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39
Q

The Digital Flight Control System (DFCS) is a subsystem of the FMC

The digital flight control system is designed using electronic actuators with feedback system and digital micro controllers.

A

.

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40
Q

The autothrottle system is made up of:

A

Autothrottle computer
Two servo actuators, L and R

It sends and receives data from the flight management computer.

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41
Q

The IRS is made up of:

A

Two Inertial Reference Units (IRU)
Two Digital Analogue Adapters (DAA)
Inertial System Display Unit (ISDU)
Mode Select Unit (MSU

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42
Q

DFCS BITE Index contains two pages:

A

Page 1: Line Maintenance BITE Checks
Page 2: Overnight Maintenance BITE Checks

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43
Q

Land verify

A

This is a 15-minute auto-land restatement test, it checks all DFCS critical interfaces and internal monitors used in the dual approach mode

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44
Q

In Flight Faults (BITE)

A

Displays the last 10 flights in which faults were detected and identification of the most probable failed LRU and related flight deck effects

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45
Q

The FMS BITE is divided into types of tests by order of importance to line maintenance. The specific test area for each subsystem is also indicated.

A

.FMCS, SENSOR STATUS
DFCS CURRENT STATUS (Selection for QUICK INTERACTIVE AND SURFACE tests)
A/T CURRENT STATUS
IRS CURRENT STATUS EFIS CURRENT STATUS

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46
Q

In-Flight fault data storage and display provide a historical record of faults detected during recent flights, which can be displayed after landing

A

FMCS IN-FLIGHT FAULT
DFCS IN-FLIGHT FAULT (LAST FLIGHT FAULT)

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47
Q

after being supplied with initial position what data can IRS provide

A

Position
Ground speed
Attitude
Heading

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48
Q

The basic IRS consists of

A

one or two Inertial Reference Units (IRUs), which contain all the necessary system components: a ring laser gyroscope and a Mode Select Unit (MSU)

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49
Q

The information that come from an accelerometer are:

A

ground speed
Distance Flown

50
Q

The computer requires the following information prior to alignment so that it can calculate the position of true north

A

Aircraft’s latitude position
Aircraft’s longitude position
Aircraft’s magnetic heading (from mag heading system)

51
Q

In the navigation mode, attitude and magnetic heading information is updated mainly with the attitude changes sensed by

A

gyros

52
Q

The mode select unit controls the mode of operation of the IRS. There are two types in common use

A

Six annunciator MSU
Triple-channel MSU

53
Q

NAV RDY

A

Indicates that the alignment is complete.

54
Q

The ISDU selects data from any one of three IRUs for display and provides initial position or heading data to the IRUs.

A

.

55
Q

two Symbol Generator Units (SGUs) process information from the

A

FWC, the SDAC and the Fuel Quantity Indicating (FQI) system, converting it into the format required for display by the display units.

56
Q

Generally, there are four display modes. The first three are automatically selected (marked *)

A

Flight phase-related mode*
Advisory mode (and status)*
Failure-related modes*
Manual Mod

57
Q

Status messages that are displayed on the upper display unit provide the flight crew with

A

An operational summary of the aircraft’s condition.
Possible downgrading of auto-land capability.
Indications of the aircraft status following all failures, except those that do not affect the flight.

58
Q

Airbus categorises failures at one of three levels: (ECAM)

A

Level 3 (red) is an emergency, requiring immediate corrective action.
Level 2 (amber) is an abnormal configuration requiring crew awareness but not immediate corrective action.
Level 1 (also amber) contrary to level 2 it only requires crew monitoring.

59
Q

The Warning Light Display Unit (WLDP) is similar to a conventional centralised warning panel and is provided as a

A

“back-up” to the ECAM display system

60
Q

The ECAM control panel allows the crew to

A

Clear warning presentations from the display
Call up the status function
Play back a failure sequence
Manually select systems displays

61
Q

CLR(Clear)
The CLR switch light illuminates white, whenever a warning or status message is shown on the left-hand lower portion of the upper ECAM display unit. Pressing it clears the messages.

STS (Status)
The STS switch permits manual selection of an aircraft status message if no warning is displayed. When it is switched on, it is illuminated white.

RCL (Recall)
The RCL switch enables previously cleared warning messages to be recalled, provided they are still under the failure conditions that initiated them.

A

.

62
Q

ECAM Failure Mode

The failure-related mode takes precedence over the other modes. Failures are classified in three levels

A

Independent Failures
Primary Failures
Secondary Failures

63
Q

Independent failure

A

An independent failure is a failures that affect an isolated piece of equipment or system.

64
Q

Primary Failure

A

A primary failures is a failure of an item of equipment or a system that causes the loss of dependent equipments or systems.

65
Q

Secondary Failure

A

A secondary failure is the loss of an equipment or a system as the direct result of a primary failure. These failures could well be cleared after the necessary remedial action has been taken.

66
Q

The status page is displayed automatically when an advisory or failure related to the system, or, whenever called manually

A

.

67
Q

Advantages of an EFIS include

A

Flexibility of displays
Easily modified to suit customers’ requirements
Reduces operational and maintenance costs
Reduces cockpit clutter by centralising displays
Increased reliability
Parallax readings of pointers against scales eliminated
Brighter and clearer instrument displays

68
Q

The typical EADI, sometimes referred to as the Primary Flight Display (PFD), presents a multicolour display of the aircraft attitude and flight control system steering commands.

A

.

69
Q

The EADI has two display formats

A

Full-time EADI display (data is always present)
Part-time EADI display (data is only present when active)

70
Q

Part-time EADI Displays

A

Radio Altitude

Decision Height

71
Q

Full-time EADI Display Data

A

Attitude Sphere
Pitch Attitude
Roll Attitude
Aircraft Symbol
Flight Director Cue
Fast/Slow Display
Inclinometer
Attitude Source/Annunciation

72
Q

When the Radio Altimeter height is 30 metres (100 feet) above the DH

A

a white box appears adjacent to the radio altimeter display

When at or below the DH, an amber DH will appear inside the white box

73
Q

Marker Beacon

Displayed above the radio altimeter height information. The markers are of a specified colour of

A

Blue - Outer Marker
Amber - Middle Marker
White - Inner Marker

74
Q

Rising runway

A

The rising runway is a miniature rising runway and displays absolute altitude reference above the terrain. It appears at 60 metres (200 feet), and contacts the aircraft symbol at touchdown at 0 height.

75
Q

The typical Electronic Horizontal Situation Indicator (EHSI) is sometimes called Navigation Display (ND). The EHSI presents a selectable, dynamic colour display of the aircraft’s position and heading, in relation to the navigation aids around it

A

.

76
Q

Partial Compass Format

A

The partial compass mode displays a 90° ARC of compass coordinates. The partial mode allows other features such as MAP and weather radar displays to be selected.

77
Q

GPS is a space-based radio navigation system, which provides highly accurate three-dimensional position, velocity and time information worldwide

A

.

78
Q

GPS System Segments
The overall system is divided into three parts:

A

Space segment
Control segment
User segment

79
Q

space segment

A

The space segment consists of a constellation of 24 operational satelites, in six orbital planes with four satellites in each orbit

They are orbiting the Earth every 12 hours at an approximate altitude of between 11 000 NM – 12 500 NM

80
Q

The control segment is a ground station that controls all satellites and is made up of

A

Master control station
Monitor stations

81
Q

the master control station (GPS) is located where and is responsible for what

A

Colorado, USA, and is responsible for processing satellite-tracking information received from the monitor stations

82
Q

the monitor stations are located to provide what

A

continuous ground visibility of every satellite.

83
Q

GPS satellites transmit on two frequencies in two modes in the UHF band. The two modes are

A

Precision (P) mode
Coarse/Acquisition (C/A) mode

84
Q

Although the GPS is primarily a position determining system, it is possible to derive certain data by the change in position over time

A

Actual track can be obtained by looking at several position fixes
Ground speed can be calculated by measuring the distance between two fixes
Drift angle can be obtained by comparing the aircraft’s heading with the actual track of the aircraft

85
Q

The TCAS is an airborne traffic alert and collision avoidance advisory system, which operates without support from Air Traffic Control (ATC) ground stations

A

.The TCAS detects the presence of nearby intruder aircraft equipped with transponders that reply to Air Traffic Control Radar Beacon Systems (ATCRBS) Mode C or Mode S interrogations

86
Q

There are three different types of TCAS, which are classified according to their roles and capabilities; these are:

A

TCAS I, TCAS II, and TCAS III

87
Q

The TCAS I only provides proximity warnings to help the pilot with visual acquisition of intruder aircraft. It is intended for use on

A

smaller commuter and general aviation aircraft.

TCAS I systems monitor the traffic situation around an aircraft (within approximately 65 km (40 miles))

88
Q

The TCAS II is the second and current generation of instrument warning TCAS

This system is used in most commercial aircraft

A

t is the same as the TCAS I, except that it offers the pilot additional direct traffic and resolution advisories (e.g., recommended escape manoeuvres) in a vertical direction to avoid conflicting traffic

89
Q

the two types of action in TCAS II are

A

Corrective and preventative

90
Q

The TCAS III was introduced to provide traffic and resolution advisories in the horizontal and vertical direction to avoid conflicting traffic

A

he TCAS III is not currently in use and is unlikely to be any time soon, as the International Civil Aviation Organization (ICAO) has not developed any Standards And Recommended Practices (SARP) for it. Currently, there are no plans to proceed with such a development

91
Q

A typical TCAS consists of the following main components

A

A TCAS computer located in the avionics compartment
Two antennas needed for transmission and reception: one at the top of the aircraft and one at the bottom
A combined ATC and TCAS control panel

92
Q

The concept behind Integrated Modular Avionics (IMA) is that it replaces numerous separate processors and Line Replaceable Units (LRUs) with fewer more centralised processing units

A

.This arrangement boasts a significant weight reduction and maintenance savings in the new generation of commercial airliners

93
Q

IMA is most common in commercial air transport. From a hardware architecture perspective, the IMA consists of

A

Generic computing resources
Distributed Input/output (I/O) devices
A high-speed data network

94
Q

From a software architecture viewpoint, the IMA allows multiple applications to

A

Be hosted on the same avionics resource.
Receive data from their respective ‘systems’ (e.g., landing gear) through a common data bus standard.
Display their information in a common display format.

95
Q

The main advantages of the Integrated Modular Avionics (IMA) are:

A

IMA modules are Commercial Off the Shelf (COTS) components; this means there is no variation among commercial electronic boards.
LRM of the same type are interchangeable; this reduces the number of parts and maintenance costs needed for repairs.
Each LRM can be configured to provide services for one or more system applications.
They are lightweight.
They involve fewer components than their predecessors.

96
Q

Core Processing Input/Output Modules (CPIOM)

There are seven types of CPIOM, identified by the letters A to G. The different types of CPIOM are associated with different application areas

A

CPIOM-A: Pneumatic and Optional Air Conditioning
CPIOM-B: Air Conditioning
CPIOM-C: Cockpit and Flight Controls
CPIOM-D: Datalink
CPIOM-E: Energy
CPIOM-F: Fuel
CPIOM-G: Landing Gear

97
Q

Cabin Systems

Typical systems are

A

Cabin Core System (Cabin Intercommunication Data System (CIDS)/Cabin Service System Controller (CSSC))
In-Flight Entertainment (IFE) cabin entertainment, equipment audio and video entertainment system
Cabin video monitoring system
Cabin mass memory system

97
Q

A CPIOM is made up of the following components

A

A power supply board that is connected to 28 V Direct Current (DC).
Two input/output boards, which are connected to the aircraft systems via analogue, digital (ARINC), or discrete signals.
A Central Processing Unit (CPU) board with an “AFDX END SYSTEM” board inside. This provides an interface for the CPIOM to communicate with the ADCN via the AFDX

98
Q

The cabin core system includes these sub-subsystems:

A

Cabin Intercommunication Data System (CIDS) (Airbus)
Cabin Service System Controller (CSSC) (Boeing)

The CIDS/CSSC operate, controls, monitor and transmit data from different cabin systems related to the passengers and the cabin crew.

99
Q

The CIDS has three communication functions

A

Passenger Address (PA)
Cabin interphone
Service interphone

100
Q

Service Interphone

A

The service interphone system allows communication between the ground maintenance crew, the cockpit, and the cabin crew.

101
Q

The CIDS controlling devices are known as directors

A

There are three identical directors; one is active, while the other two are in ‘hot standby

102
Q

The cabin system FAP has several control functions related to:

A

Cabin lighting and passenger reading lights
Emergency evacuation
Illuminated signs
Passenger call
IFE
Air conditioning
Vacuum system control

103
Q

Decoder/Encoder Unit Type A (DEU A)

deals with passenger-related functions, such as:

A

cabin lighting
Passenger Service Units (PSU)
Individual passenger lights, signs, calls, and speakers

104
Q

Decoder/Encoder Unit Type B (DEU B)

deals with cabin crew-related functions, such as:

A

Area Call Panels (ACP), used to inform the crew of calls from PAX (passengers) or inter-phone, lavatory smoke, or an EVAC (evacuation).
Attendant Indication Panels (AIP), which display dial and call information from Public Address (PA), inter-phone, PAX, and lavatory smoke locations.
Handsets, used for inter-phone functions and PA announcements.

105
Q

The Cabin Assignment Module (CAM) is a plug-in memory cartridge. It is installed in the Flight Attendant Panel (FAP) and contains airline-specific data, such as:

A

The cabin layout definition
Cabin zoning
Seat location in relation to loudspeakers and passenger signs
Chime sequences
Audio levels

106
Q

The directors, FAP, and DEUs A and B are all powered with 28 Volts of Direct Current (V DC)

A

.

107
Q

The NSS is broken up into the following areas

Network Server System

A

Avionics
Flight operations
Communication and cabin`

108
Q

The aircraft information system mainly improves the airlines’ operations on the ground and in flight by

A

Supplying electronic forms (e.g., logbook) and documentations, replacing the use of paper media.
Offering a set of customised applications and documentation developed by the aircraft manufacturer, the airlines, or a third party

109
Q

The Air Traffic Information and Management System (ATIMS) provides data link communication between the aircraft and the ground. The transfers are carried out using Very High-Frequency Data Radio (VHFDR), High-Frequency Data Radio (HFDR), and Satellite Communication (Satcom)

A

.

110
Q

he aircraft Air Traffic Control (ATC) system can exchange information with ground stations using the data link system and the aircraft communications systems. The ATC application is made up of six functions, hosted in CPIOM-D1

A

Air traffic services Facilities Notification (AFN)
Automatic Dependent Surveillance (ADF)
Automatic Terminal Information Service (ATIS)
Controller-Pilot Data Link Communications (CPDLC)
Departure clearance
Oceanic clearance

111
Q

The AFN application is needed to establish a data link connection between the aircraft and the ground stations, to share information such as the type of aircraft tail number. This is done to initiate a connection before any data transfer is carried out.

A

.

112
Q

The ADS function allows the aircraft to send situation information to the ATC ground station. This then appears on the screen for the ground controller

A

the data is sent automatically or manually when requested. Automatic transmission occurs

At certain time intervals
When it is event-triggered

113
Q

(ADS) Automatic Dependent Surveillance Events that trigger transmission are:

A

Vertical rate change
Lateral deviation change
Altitude range change
Waypoint change

114
Q

The Automatic Terminal Information Service (ATIS) is a broadcasting service on an airwave frequency at international airports. It provides pilots with essential information before they are contacting air traffic control

A

.

115
Q

the Automatic Terminal Information Service (ATIS) includes information about:

A

Weather conditions
Runway conditions
Approach type
Approachable style

116
Q

the Automatic Terminal Information Service

The information is broadcasted to reduce work load of traffic controllers and to reduce congestion of the control tower’s radio frequency

A

.

117
Q

Worldwide, ATIS has two slightly different types of formats

A

Voice ATIS
D-ATIS

118
Q

what kind of information does the flight crew obtain from the Automatic Terminal Information Service (ATIS)

A

weather, approach procedure and runway surface conditions

119
Q

The ISDU selects data from any one of three IRUs for display and provides initial position or heading data to the IRU

The keyboard contains 12 keys, five of the 12 keys are dual function

A

.

120
Q
A

M5 (12 decks)

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