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Systems design and integration Flashcards

1
Q

Identify electronic systems on aircraft

A

sensors(air data,inertial sensors,radars) displays(HUDs,HMDs,HDDs) communication systems navigation systems(VOR/DME,GPS,INS) flight control systems(FBW) autopilot and flight management systems system integration(data bus technology)

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2
Q

Overview of avionics systems

A
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3
Q

Evolution of avionics

A

distributed analog, distributed digital,federated digital, integrated modular

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4
Q

Describe distributed analog

A

simplex point to point wiring single source-single sink

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5
Q

Describe distributed digital

A

simple point to point wiring single source-multi sink

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6
Q

Describe federated digital

A

half duplex data bus and stubs multiple source-multiple sink command/response multiplex data bus dedicated computational modules

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7
Q

Describe integrated modular

A

full duplex switched ethernet/full duplex data bus and switches interdependent computational modules multiple source-multiple sink

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8
Q

System design factors

A

mission safety-certification requirements required functionality reliability integration maintenance cost constraints(mass,space) operational stability

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9
Q

Certification considerations

A

CS23 for small aircraft CS25 for large turbine transport category aircraft FAR part23 and FAR part25

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10
Q

Define EASA CS23

A

seating configuration(excluding pilot seats) of 9 or fewer MTOM of 5670kg(12,500lb) or less propeller driven twin engine aircraft seating configuration(excluding pilot seats) of 19 or fewer MTOM of 8618kg(19,000lb) or less

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11
Q

Define EASA CS25

A

jet powered aircraft with 10 seats or more MTOM greater than 5670kg(12500lb)

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12
Q

Differences between FAR part 25 and CS25

A

performance criteria e.g. climb gradient performance system redundancy requirements e.g, more robust stall protection systems safety equipment e.g. FDR and CVR

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13
Q

CS25 system safety criteria/assessment

A

airworthiness requirements an inverse relationship exists between the probability of the occurrence(per flight hour) and the acceptable degree(severity) of hazard

Below the line is the acceptable range

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14
Q

Basic design process(safety)

A

FHA - FTA- FMEA

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15
Q

Product reliability curve

A
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16
Q

Management system design considerations

A

failure analysis

system management logic

crew role and crew interface

redundancy requirement/type

system integration

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17
Q

Redundancy techniques

A
  • modular redundancy with voting(active hot)
  • dynamic redundancy(active hot and active cold)
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18
Q

Modular redundacy with voting(active hot)

A
  • all redundant systems are active
  • during a malfunction or unreliable input, the control system identifies and isolates the unreliable system
  • energy required to keep the system online and complex control
  • used in flight control situations
19
Q

Dynamic redundacy(active warm)

A
  • only the output of the active system is used
  • requires energy to keep all system running
  • when the active system fails, the switch to the redundancy is quick(with some lag)
20
Q

Dynamic redundancy(active cold)

A
  • only one system running/active
  • failure of an active system starts redundant system and brings it online
  • start and run up lag means lack of output continuity(saves energy)
21
Q

Benefits of integration

A
  • allows for enhanced safety provision
  • appropriate reduction in crew workload
  • more economic operation of system
22
Q

Distributed analogue architecture

A
  • disjointed point solutions to control individual aircraft system functions
  • electronics implemented in analogue with a considerable amount of hardwired aircraft wiring
  • difficult to modify and upgrade
23
Q

Digital networks

A
  • high efficiency and integrity
  • low latency/lag
  • adaptability
  • low mass and space
24
Q

Define a data bus

A

a communication system that transfers data between different users

hardware-twisted pair of wire, fibre optic

software-communication protocol

employs time/frequency division multiplexing techniques

25
Define simplex
send only e.g. radio broadcast
26
Define half duplex
send and receive but not at the same time e.g. radio communications
27
Define full duplex
send and receive at the same time e.g. telephone
28
Main characteristics of a distributed digital architecture
* single source,single sink * single source,multisink * industry-standard ARINC 429
29
Describe single source,single sink
* used dedicated links from one transmitting unit to one receiving unit * major functional unit contain their own digital computer and memory * allows data to be passed in digital form between major processing centres on the aircraft * undirectional, point to point, simplex * considerable wiring required * point to point for each connection * complexity, weight and difficult to upgrade
30
Describe single source, multiple sink
* enables simplified wiring and weight saving * standard ARINC 429 * data transfer standard for avionics promoting interoperability between devices on civil aircraft * a unidirectional point-to-multi-point serial data bus * simplex * originally intended for repetitive data
31
Federated digital architecture
* multi-source,multi-sink architecture * half-duplex * industry standards * ARINC 629 * MIL-STD 1553B
32
Multi-source,multi-sink
* a single bus is used to transmit and receive information(1-2Mbps) * half-duplex * bidirectional multi-drop capacity * dedicated LRU's and subsystems have their own processor, memory and power supplied but with improved data sharing
33
Why are data buses federated?
to reduce data bus loading and preserve bandwidth systems partitioned by data bus allow like-minded systems to share data inter-bus links exist to link buses
34
MIL-STD 1553B
intended for repetitive data dual redundant data(2 twisted pairs of wire) data is separated using time-division multiplexing simultaneous transmission by multiple devices
35
ARINC 629
* intended to work with A429, reducing wiring, complexity and allow transfer of non-periodic data * redundancy of devices supported but not for cables * each transmission has a cable indicating the type of data being sent * the processor can either process or ignore the message
36
Advantages and disadvantages of multi-source,multi-sink
Advantages * less wiring * allows for easier equipment change and configuration Disadvantages * separate processing and infrastructure for each component or subsystem * limited intercommunication * application-specific Line replaceable Units * difficult to upgrade * insufficient data bus technology with many wires * limited rate * high cost for A629 devices due to very small competitive market
37
Factors leading to change
Data explosion * sensor data fusion * performance-based navigation * quantity of data needed to be processed on-board COTS (commercial off the shelf) technologies * internet network protocol * ethernet Obsolescence
38
Integrated Modular Architecture
* multi-source,multi-sink * full-duplex * AFDX -aviation full duplex * industry-standard * ARINC 664 pt 7 * more centralised and shared computing facilities * LRM within cabinets, more efficient * easy to upgrade * reduced mass, power and space * increased reliability
39
ARINC 664 pt 7
* addresses the limitations of A429/629 * enables ethernet and switching and COTS applications * high data transfer rates 100Mbps * full-duplex bidirectional communications * high data integrity/redundancy * reduced costs * application software certified independently of the IMA hardware platform * physical links replaced with virtual links with bounded latency and guaranteed bandwidth * many multiplexed onto a single wire connection
40
Importance of application software being certified independently of the hardware
allows upgrading obsolescence protection for the hardware
41
.First generation IMA
avionics subsystem implement by a single supplier the supplier uses their own standards, modules and paralleled backplane
42
Second generation IMA
open architecture with multiple supplier modules applications hosted in a standard backplane application supplier certifies the application/hardware combination and supplies the module on which the application is hosted to the airframe manufacturer
43
Third generation IMA
independent provision of open-architecture modules and applications applications run under an open standard real-time DS a single module may have multiple applications integration and certification is the system integrator's responsibility

Avionics (7 decks)

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