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Avionics > Systems design and integration > Flashcards

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
Q

Define simplex

A

send only

e.g. radio broadcast

26
Q

Define half duplex

A

send and receive but not at the same time

e.g. radio communications

27
Q

Define full duplex

A

send and receive at the same time

e.g. telephone

28
Q

Main characteristics of a distributed digital architecture

A
  • single source,single sink
  • single source,multisink
  • industry-standard ARINC 429
29
Q

Describe single source,single sink

A
  • 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
Q

Describe single source, multiple sink

A
  • 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
Q

Federated digital architecture

A
  • multi-source,multi-sink architecture
  • half-duplex
  • industry standards
    • ARINC 629
    • MIL-STD 1553B
32
Q

Multi-source,multi-sink

A
  • 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
Q

Why are data buses federated?

A

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
Q

MIL-STD 1553B

A

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
Q

ARINC 629

A
  • 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
Q

Advantages and disadvantages of multi-source,multi-sink

A

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
Q

Factors leading to change

A

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
Q

Integrated Modular Architecture

A
  • 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
Q

ARINC 664 pt 7

A
  • 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
Q

Importance of application software being certified independently of the hardware

A

allows upgrading

obsolescence protection for the hardware

41
Q

.First generation IMA

A

avionics subsystem implement by a single supplier

the supplier uses their own standards, modules and paralleled backplane

42
Q

Second generation IMA

A

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
Q

Third generation IMA

A

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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