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Lesson 1
ELECTRONIC INSTRUMENTS SYSTEMS
Introduction
All instruments essential to the operation of aircraft are accommodated on panels, the number
and disposition of which vary in accordance with the number of instruments required for the
appropriate type of a/c and its cockpit or flight deck layout.
A main instrument panel positioned in front of the pilot is, of course a feature common to all
types of a/c since instruments displaying primary data must be within pilot’s normal line of vision. The
panel may be mounted in the vertical position or, as in now more common practice, sloped forward at
about 15° from the vertical to minimize parallax error.
Typical positions of other panels are; overhead, at the side, and on a control pedestal (central
pedestal) located centrally between the pilots.
INSTRUMENT GROUPING
Flight instruments
‘Basic Six’
Basically there are six flight instruments whose indications are so co-coordinated as to create a
‘picture’ of an a/c flight condition and required control movements; they are the air speed indicator, gyro
horizon, direction indicator, vertical speed indicator & turn and bank indicator.
The first real attempt at establishing a standard method of grouping was the ‘blind flying panel’ or
‘basic six’ layout shown in figure. The gyro horizon occupies the top centre position, and since it
provides a/c pitch and roll attitude information, it is utilized as the master instrument. As control of
airspeed and altitude are directly related to attitude, the airspeed indicator, altimeter & vertical speed
indicator flank the gyro horizon and supports the interpretation of pitch attitude. Changes in direction are
initiated by banking an a/c, and the degree of heading change is obtained from the direction indicator;
this instrument therefore supports the interpretation of roll attitude and is positioned directly below the
gyro horizon. The turn and bank indicator serves as a secondary reference instrument for heading
changes, so it too supports the interpretation of roll attitude.
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‘Basic T’
With the development of and introduction of new types of a/c and of more comprehensive display
presentations of flight director system, ‘basic T’ arrangement came in use. Now there are four key
indicators; airspeed, pitch and roll attitude, an attitude indicator forming the horizontal bar of ‘T’ and a
horizontal (direction) situation indicator forming the vertical bar. Basic ‘T’ is shown in figure.
BOEING 737-200 CLASSIC COCKPIT
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BOEING 747-400 CLASSIC COCKPIT
In the case of electronic flight instrument systems, the two CRT display units (EADI & EHSI)
are also used in conjunction with four conventional type-indicators to form the basic ‘T’. In displays of
the more recent origin, and now in use in such a/c as Boeing 747-400 & Airbus A-320, the CRT screens
are much larger in size , thus making it possible for the EADI to display airspeed , altitude & vertical
speed data instead of conventional indicators.
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BOEING 737-800/900 ADVANCE COCKPIT
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AIRBUS A-320 ADVANCE COCKPIT
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BOEING 747-800 MODERN COCKPIT
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Lesson 2
ELECTRONIC INSTRUMENTS SYSTEMS
Electronic Flight Instruments on B-747-400
Electronic flight instruments on Boeing B-747-400 consists of six CRT or LCD (in modern a/c) screens
namely
a) Captain’s Primary flight display
b) Captain’s navigation Display
c) Main EICAS
d) Aux EICAS
e) 1st officer navigation display
f) 1st primary flight display
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Electronic Flight Instruments on Airbus A-320
The instrument panel of the A-320 has six main CRT displays, all physically interchangeable. This
eliminates 75% of conventional instruments,
The two screens in the centre (ECAM- Electronic Centralized Aircraft Monitoring) monitor engines,
flap and other settings and system malfunctions.
The two multipurpose displays at the bottom have built in test equipment (BITE) that show
malfunctions, diagnostic data and failed components. It reduces the problem of returning a unit to the
shop and finding nothing wrong ( a major cost item for the airlines).
A feature of the A-320 is the absence of the control yokes for
the captain & first officer. Yokes are replaced by two
sidestick controllers, as found in fighter aircraft. This gives a
wide, unobstructed view of the instrument panel.
It is also “Fly-by-wire” where the sidesticks drive the
computer that, in turn, controls actuators for rudder, ailerons,
elevator and spoilers.
The advantages of “fly by wire”; large mechanical linkages
and cables are eliminated, less weight, built in test and flight
envelope protection (which prevents excessive control inputs)
.It also provides gust load alleviation, which senses
turbulence, then operates aileron and spoiler to relieve strain
on the wing tips. This enables a lighter, longer wing for better
fuel economy.
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Lesson 3
DATA BUSES
Data buses used in a/c are of the ARINC standard discussed below-
ARINC-(Aeronautical Radio Incorporated)
This is a corporation established by foreign and domestic airlines, aircraft manufactures and
transport companies. This organization aids in the standardization of aircraft systems. There are
specification for FDR, INS, and digital information transfer systems (ARINC 429, 629).
ARINC 429
This sets specifications for the transfer of digital data between aircraft electronic system components.
ARINC 429 data bus is a one way communication link between a single transmitter and multiple
receivers. ARINC 429 system provides transmission of up to 32 bits of information in each byte of
word.
One of three languages are used in ARINC 429,
(i) Binary (ii) Binary coded decimal (iii) Discrete
The value “1” is denoted by +10V +/-1V, and “0” is denoted by -10V +/-1V, Null is denoted by “0V
+/- 0.5V. One synchronizing clock pulse is followed by a four bit null between each word. A null is
neither 1 nor 0.
Word structure of ARINC 429
1 1 1 0 0 1 1 0 1 0 1 0 0 1 0 0 0 1 1 0 0 0 0 1
32 31 30 29 28 27 26 25 24 23 22 21 20 19 18 17 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1
P
A SIGN DATA (SDI*) LABEL
R STATUS
I MATRIX
T (SSM)
Y
(* Source destination Indicator (SDI))
The first:-
Eight digits (1 to 8) of byte are word label. Eg. 01100001 is equal to 206 = computed airspeed.
Digits 9 & 10: - These are Source Destination Indicator: - This serves as the address of the 32 bit
word or identifies the source or destination of the word Eg. 00 means transmission of the data to all
receivers connected to the serial.
Digits 11 & 28: - These provide Data information: - These data are the actual message that is to be
transmitted e.g. Air speed transmitted in binary – 0110101001 = 425 (knots) in decimal.
Digits 29, 30, 31: - These bits Sign Status Matrix (SSM) provides information that might be common
to several peripherals. Eg.: - Information including- north, south, plus, Minus, left right, East and West.
011 binary denotes plus value indicating airspeed 425 knots is of positive value.
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Bit No. 32: - This is Parity bit: - The parity bit as per ARINC 429 code is included to permit error
checks by ARINC receiver. The receiver also checks the reasonableness of transmitted information. It
ensures that receiver will ignore any unreasonable data transmitted due to momentary defects occurred
in transmission system. The parity bit: - 1 denotes even number of bit is assigned to the ARINC code
prior to transmission.
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Lesson 4
DATA BUSES
ARINC-(Aeronautical Radio Incorporated)
ARINC 629
Introduction
ARINC 629 is a new digital data bus format that offers more flexibility and greater speed than
ARINC 429 system. It allows up to 120 devices to be connected to share a bidirectional serial data
bus. This bus can be of 100 meters long. This bus can be of either a twisted pair of wire or a fiber-
optic cable.
Normally in B-777 it is of 2 wire format. By two way structure it saves weight and speed of
operation is 2 M bits/sec compared 100 K bits/sec of the 429 system. At any time, only one user can
transmit and one or more units can receive data. This “open bus” technique is possible by a system
known as periodic Aperiodic Multi transmitter bus.
For example Boeing 777 uses ARINC 629 two wire format.
ARINC 629 has two major improvisations over ARINC 429 system.
First: - ARINC 429 requires a separate pair of wire for each transmission. But ARINC 629 does
not require the same, only one pair of wires does the job for all transmitters one pair of wires does the
job for all transmitters.
Second: - The speed of operation of ARINC 429 is 100 K bits/ sec where as speed of ARINC
629 is 2 M bits/sec.
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Operation
Any particular unit can transmit on the bus or listen for information. At any given time, only one
user can transmit and one or more user can listen for information. But there is associated problem which
has to taken care of.
1. How to ensure that no single user dominates the use of the bus.
2. To maintain a protocol of higher priority system to transmit first.
3. To make the bus compactable with a variety of systems.
All these problems were taken care by a system known as periodic a periodic multi transmitter
bus. In this system
1. Any transmitter can make only one transmission per terminal interval.
2. Each transmitter is inactive until the terminal gap time for that transmitter has ended.
3. Each transmitter can make only one transmission, than it must wait until the synchronization
gap has occurred before it can make a second transmission.
The terminal interval (TI) is a time period common to all transmitters. This begins
immediately after any user starts a transmission. The TI stops another transmission from that same
user until the (TI) time period ends. A periodic interval occurs when all users complete their desired
transmission prior to the completion of the TI. If the TI is exceeded it is known as aperiodic
interval, one or more user must have transmitted longer than average message.
The terminal Gap (TG) is a unique time period for each user. The terminal gap time
determines the priority for user transmissions. User who has higher priority has a short TG. User
who has lesser priority to communicate has a longer TG. No two terminals can ever have the same
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terminal gap. The TG priority is flexible and can be determined through software changes in the
receivers / transmitters.
The synchronization Gap (SG) is the time period common to all users. The gap actually acts as
the reset signal for the transmitters. The Synchronization gap is longer than the terminal Gap and
will occur on the bus only after each user had a chance to transmit. If an user chooses not to transmit for
a time equal to or longer than SG, the bus is open to all transmitters once again.
Every message transmitted by a bus us user has a limited time in which it is allowed to be
transmitted. The message transmitted is composed of maximum of 16 string words. The string words
contain a label word and up to 256 data words. Each word is limited to 16 bits of data and a parity bit.
The unique feature of the ARINC 629 bus is the inductive coupling technique used to connect
the bus to receivers transmitters. The bus wires are fed through an inductive pickup, which uses
electromagnetic induction to transfer current from the bus to the user and from user to bus. It improves
reliability, since no break in the bus wiring is needed to form connection.
Comparison between ARINC 429 & ARINC 629
ARINC 429 ARINC 629
1. One way communication link two way communication link
2. Between single transmitter and multiple between multiple transmitters and multiple
receivers receivers
3. Speed of data transmission is 100K bits/sec speed of data transmission is 2M bits/sec
4. Uses a single pair of wire for each Single wire does the job for all the transmitters as
transmission it uses inductive coupling method to connect bus
to the user and user to the bus. Thus saves weight.
5. Most of the messages consist of only one Message may consist of max of 16 string words,
word & each word may have up to 32 bits of each string word contains a label word and up to
information. 256 data words and each word is limited to 16 bits
of information and a parity bit.
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Lesson 5
ACARS
(AIRCRAFT COMMUNICATION ADDRESSING & REPORTING SYSTEM)
AIRCRAFT COMMUNICATION
Air Traffic Control (ATC) Airline Operational Control Or
(For safely separating aircrafts by) (Company communication)
a) Altitude Clearances a) Take off time.
b) Radar tracking b) Arrival time
c) Weather advisories c) Requirement of maintenance.
d) Subjects dealing with other d) Fuel remaining
aircrafts in same airspace e) Diversions
(ATC ground station are mostly f) Crew hours etc.
Government owned & operated)
As the aircraft’s numbers are increased, airspace became more congested, cruise speed
approached 1 Mach leading to excess work load because Pilots has to communicate to with ATC and
company. The ACARS atomized the information’s required for company communication, thus
eliminating voice communication for routine messages. The messages consists of going out of gates etc
to combine together to form “OOOI” sequentially.
ACARS Messages
“OUT” “OFF” “ON” “IN”
Preflight Takeoff and En Route Approach and Post Landing and
and Taxi Departure Landing Taxi
From Aircraft From Aircraft From Aircraft From Aircraft From Aircraft
Crew information 0001 Off Position Reports ETA Changes 0001 in
Fuel verification Destination ETA ETA Updates 0001 On Gate Coordination
Delay Reports Fuel Remaining Voice Request Final Maintenance
0001 Out Special Requests Engine Parameters Status
Maintenance Reports Fuel Verification
Provisioning
To Aircraft To Aircraft To Aircraft
PDC ATIS Hazard Reports
ATIS ATC Oceanic Weather Advisories
Weight and Balance Clearance
Runway Analysis Weather
Flight Plan Ground Voice
Dispatch Release Request (SELCAL)
Remote Maintenance Gate Assignment
Release
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Many different messages are transmitted by ACARS data link. The service is used by
airline and corporate aircraft by most of the world. Although most traffic is for airline company
operations, ACARS also handles air traffic clearance when government radio services are not
available, such as oceanic regions.
The messages are not digitized (0.1) for transmitting. They are transmitted in two different tones
(i) 1200 Hz (ii) 2400 Hz (audio tones). Transmission is through VHF trans-receiver, down linked or up
linked on a frequency of 131.550 MHz. At receiving end the tones are decoded back into digital signal
until latest version of all digital signals transmission through satellite.
The ACARS communication is the same as the other two communication radios, except for
modifications to operate on ACARS. There is no pilot control panel because the frequency is preset to
an ACARS channel. ACARS automatically receives and transmits messages about company operations.
A pilot may also use voice communication on this radio through the microphone and receiver audio
selections. VHF communication radios in large aircraft typically operate from 28 Volt DC power source.
The transmitter is rated at 25 Watts of radio frequency output.
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Lesson 6
ACARS
(ARINC COMMUNICATION ADDRESSING & REPORTING SYSTEM)
The ACARS airborne equipment contains-
a) Control unit, located on the flight deck
b) Management unit, located in equipment bay.
The ground equipment contains antennas, r-t units & a data link via telephone lines.
Modes of operation-
ACARS operates in two modes-
a) Demand mode
b) Polled mode
Demand mode
This mode allows the flight crew or airborne equipment to initiate communications. To transmit a
message, the management unit (MU) of the airborne system determines if the ACARS channel is free
from other communications. If the channel is clear, the message is transmitted; if the frequency is busy,
MU waits until the frequency is available. The ground sends a reply to the message transmitted from the
a/c. If an error reply or no reply is received, the MU continues to transmit the message at the next
opportunity. After six attempts (and failures), the airborne equipment notifies the flight crew.
Polled mode
In this mode, the system operates only when interrogated by the ground facility. The ground facility
routinely uplinks “questions” to the aircraft equipment, and when a channel is clear, the MU responds
with a transmitted message. The MU organizes and formats flight data prior to transmission. Upon
request, the flight information is transmitted to the ground facility.
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Lesson 7
ACARS
(ARINC COMMUNICATION ADDRESSING & REPORTING SYSTEM)
ACARS Message Format
PREAMBLE TEXT BLOCK CHECK
The preamble contains the Up to 220 characters can be This sequence detects errors. If
address of the aircraft (flight or transmitted in this block. They the system is operating properly
tail number). If address is contain report information it generates characters for
intended for another airplane, the (Departure time, arrival, etc.) “ACK” (acknowledge) or
message is rejected. which need only a few “NAK” (negative acknowledge)
The preamble also synchronizes characters. However, more
the character to indicate the characters are included for “free
message is being received talk”, sending and receiving
A label identifies the message longer messages
and how it will be routed. There
are labels departure, fuel, ETA,
diversion and about two dozen
others.
There are three building blocks of an ACARS message. Characters that make up the
message are comprised of digital bits (ones and zeroes). They are, however, not transmitted
digitally, but in analog form as two audio tones; 1200 and 2400 Hz. Transmission is through the
aircraft VHF trans receiver; down linked or up linked from an ACARS ground station.
At the receiving end, tones are decoded back into a digital signal. This system will remain
in operation until it is eventually replaced by all-digital ACARS signals and transmission through
satellites.
The Advantages Of This System
a) The time taken by pilot to voice the message takes several minutes where as the messages in ACARS
can be sent in milli seconds.
b) The pilot does not have to receive messages for other aircraft (if that is transmitted vocally) but
rejects the ACARS messages not intended to him.
c) It avoids Garble situation when two or more aircrafts sends messages at a time and also checks for
accuracy.
d) Any report to be sent can be selected by pushing the press buttons.
Note: -
a) ARINC organization does this on the name of ACARS
b) SITA (Society international de telecommunications aeronautiques) organizations do this on the
name of AIRCOM.
c) These are done by satellites on VHF & HF bands.
d) New forms of transmissions are multiplying the number of messages that can be carried out on a
single channel. This is known as VDL (VHF data link) which enables one channel to carry upto 30 times
more than the conventional ACARS.
e) Transmission of ACARS messages are done n VHF band through preferably VHF – COM - III (out
of VHF COM – I, VHF COM – II, VHF COM – III)
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ACARS IN THE COCKPIT
PRESS TO
REPORT POSITION
18:02 ENROUTE
< POSITION FLT LOG >
ACARS is shown here < ENGINE MSGS RCVD >
as part of the
multifunction display < DELAY REPORTS >
found in later aircraft
with electronic < DIVERSION REQUESTS >
instruments (EFIS). To
make a position report < SNAG MISC MENU >
the pilot presses a
button. < RETURN 0 : 31 . 55
ACARS Message on Aircraft Take-Off
NI234 QB 1 2804 PA0978
ADDRESS MESSAGE DOWNLINK MESSAGE ARLINE &
(Tail number LABEL BLOCK SEQUENCE FLIGHT NO.
of airplane) “QB” means IDENTIFIER (Minutes and
“Off Time” second past
the hour)
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Text of an Actual ACARS Message
QF = “Wheels Off” Aircraft Tail Number
ACARS Mode: 2 Aircraft reg.: N1234
Message label: QF Block id: 1 Msg. no: M63A
Flight Id: PA0978
Message Content: - IAD2241LHR
Message: Off Washington
Flight No. Dulles ( LAD ) at 2241. Destination:
London Heathrow ( LHR )
