Proposal for the Nuri Upgrading Program 4 (NUP4)

on RMAF S61A-4 Nuri Aircraft

SECTION 2 – TECHNICAL PROPOSAL

The solution presented in this Proposal is based on RMAF’s

requirements for NUP 4 on a total of fifteen (15) Nuri aircrafts with the
objective of increasing the capability and availability of the aircraft. The
structurally sound aircraft with increased capabilities will provide ease
of maintainability and supportability, better situational awareness and
increase in performance. This will provide RMAF with a reliable work
horse till 2025 and beyond.

This integration of the RMAF Nuri’s avionics system will be conducted in

country and will therefore promote Design Development activities and
contribute to foreign exchange savings. The intellectual property (IP) on
platform integration will be owned by a local company.

The NUP4 solution offered in this proposal involves purchase of

hardware directly from well established OEMs (Original Equipment
Manufacturers) which will provide:
- Better CI (Configuration Item) management through direct access
for product enhancements, product support and evolving trends
like GATM (Global Air Traffic Management) requirements.
- Benefits from direct access to the OEM’s engineers who design,
develop, and produce the hardware and software of the Avionics
products.
- Reduced risks, protects program schedule and assures
responsiveness to avionics issues over the life of the program.
- Maximum transfer of technology through technology or
information delivered during program integration, installation and
certification processes.

The scope of this technical proposal will cover the following:

(i) Avionics Upgrade Package
(ii) General System Design/Integration
(iii) Cockpit Layout
(iv) System Description

2.1 AVIONICS UPGRADE PACKAGE

The upgrade package will include the following solutions:

a. Electronic Flight Instrument System (EFIS) for PFD, MFD and
EICAS
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b. Flight Management System (FMS)

c. Attitude Heading Reference System (AHRS)
d. Electronic Standby Instrument System (ESIS)
e. VOR/ILS System
f. Distance Measuring Equipment (DME)
g. Transponder Mode C
h. V/UHF Communication System
i. HF Communication System
j. Intercommunication System
k. NVIS Compatible
l. U/VHF DF
m. Air Data Computer (ADC)
n. Moving Map
o. Weather Radar
p. Fuel Measurement
q. Rewiring

The operating specifications for the new equipment are suitable

to our environment, Nuri vibration level, magnetic tolerance,
moisture and temperature.

The following table maps the list of proposed and optional

systems for the avionics upgrade:

Table 1. NUP4 System Requirement

NUP 4 AIROD’s PROPOSED OEM NUMBER OF
REQUIREMENT SYSTEM AIRCRAFT ON
NEW
SYSTEM’S
INSTALLATON
Digital Display Systems
Electronic Flight Qty 05 of MFD Rockwell
Information System 255MV Collins
15
(EFIS) for PFD and or
MFD Qty 04 of AFD 3010
New AHR System Single LCR 100 Northrop
(for autopilot (ASE) Grumman/ 15
reference) Litef
Standby Attitude Single ESI 2000 L3
15
Indicator (AI)
Navigation System & IFR Requirement
Nav computer for Single ANV 801 Selex 15
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FMS
VOR/ILS system Dual VOR/ILS/MB Rockwell
15
VIR 432* Collins
Distance Measuring Single DME 442* Rockwell
15
Equipment (DME) Collins
Transponder Mode C Single Encoder AK Ameri King
350 to activate Corp
03
Mode C in IFF (Encoder)
Transponder
Air Data Computer Dual ADC AC 32 Thommen
15
(ADC)
Moving Map EuroNav V * EuroAvion
cs
Communication System
U/VHF Dual AN/ARC 210* Rockwell
03
Collins
HF Communication Single HF 9000D* Rockwell
03
Collins
ICS 4 Stations of N335 AEM
(Intercommunicatio 15
n)
NVG Requirement
NVIS Compatible NVIS III Class B* N/A 03
Tactical System
U/VHF DF Single 935-11* Cobham 15

Table 2. Proposed Systems

Upgrade/Modification to eliminate obsolescence problem &

enhance aircraft system performance
UPGRADE/ AIROD’s OEM NUMBER OF
Reason for
MODIFICATION PROPOSED AIRCRAFT
recommendatio
SYSTEM ON NEW
n
SYSTEM’S
INSTALLATO
N
Weather Radar Single RDR Telephoni Existing system
1600* cs obsolete and
15 cannot
interface to
MFD
Fuel S61 Fuel Ametek 15 Future

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Measurement Gauging supportability

System issues
Engine Indication AFD 3010 Rockwell Integrate
and Caution Collins engine
Advisory System instruments,
15 caution and
advisory
system into
EFIS
Rewiring AIROD’s AIROD
Wiring
03 Standardization
Harnesses

Note:
* Based on AIROD’s understanding, these systems are proposed
because of their commonality with existing and future RMAF
aircraft.

2.2 GENERAL SYSTEM DESIGN/INTEGRATION

This upgrade improves the Nuri IFR capability, tactical capability

and cockpit display/equipment standardization to allow operation
in poor visibility, day or night.
This proposal offer two options of display (PFD/MFD); the AFD
3010 or MFD 255. Both the AFD-3010 and MFD-255-based
solutions are low risk implementations that have been integrated
and are successfully operating on other S-61/H-3/SeaKing
platforms. Furthermore the AFD 3010 is part of IFR STC certified
by FAA for S61 variants. The OEM has given the assurance that
these products will have long term availability to year 2030.

The AFD 3010 based solutions shall be integrated into Nuri

platform as shown in System Block Diagram A and the MFD 255
as in System Block Diagram B.

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System Block Diagram A: AFD 3010

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System Block Diagram B: MFD 255

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2.2.1 System Integration Process

The LRUs (Line Replacement Units) offered in this program

are off the shelf equipment, which already qualified to
environmental standard. The LRU will be tested on the
system integration bench to verify functionality and
integration between the LRUs. A mock up of Nuri cockpit
will be set up in Airod’s facility as system integration bench.
The bench will also assist troubleshooting during system
integration and installation onboard the aircraft/platform. A
few ground support equipment such as Mission Planner and
Doppler simulator on the bench will also provide a tool for
training purposes. System integration on the platform shall
be verified and validated by ground functional and flight
testing inclusive of EMI/EMC testing.

2.3 COCKPIT LAYOUT

The arrangement of the displays, instrumentations and

their controls in the cockpit will adhere to Safety Standard
on Human Performance Limitations where “eye datum” and
“ergonomic” factors are considered. Cockpit configuration
shall be finalized during design review with RMAF.
Ergonomics and human factors concerns are important in
the design of cockpits layout. A few international standards
such as MIL-STD-1472F (Human Engineering) and FAA Part
29 (Airworthiness Standard) will be used as basic guideline
in designing the layout.

2.3.1 Instrument Panel

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The existing Instrument Panel layout is as shown in

Figure 1a. The design for cockpit layout shall
consider “eye datum” and “ergonomic” factors to
meet safety standards on human performance
limitations
There are two options offered for Instrument Panel
Layout based on the PFD solution. The integrated
digital display for flight instrument, engine
instrument, caution and advisory as shown in
Figure 1b is based on AFD 3010 PFD, or the final
configuration which will be a mixture of digital and
analogue displays as shown in Figure 1c is based
on PFD MFD 255 solution.
Display reversionary is implemented on both AFD
3010 and MFD 255 solution to provide complete
redundancy of display functions in the case of a
display failure.

The AFD 3010 and MFD 255 will receive hover

velocity data from the existing Doppler ANV 353
system to display hover format. A representative
example of hover format is shown in Figure 1d.

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Figure 1a – Existing Layout of Nuri Aircraft

Figure 1b – Proposed New Layout based on AFD 3010

Figure 1c – Proposed New Layout based on MFD 255

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Figure 1d. Hover Format

2.3.2 Centre Console

The Centre Console shall be re-arranged to

facilitate installation of new control panels. The
existing control panel for the Auto Hover system
shall remain at the present location. On non Auto
Hover aircraft, the centre console shall be
extended to facilitate installation of new control
panel. This will standardize all the Nuri’s centre
consoles. The existing Automatic Stabilization
Equipment (ASE) or Auto Hover System control
panel will remain at the present location. Centre
Console layout shall be designed based on safety
standards and ergonomics, bearing in mind
RMAF’s operational requirements.

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2.3.3 Electronics Compartment

The main Line Replacement Unit (LRU) shall be

installed in the Electronics Compartment. The
racks shall be modified to accommodate new and
existing LRU.

2.4 SYSTEM DESCRIPTION

2.4.1 Digital Primary Flight Display (PFD), Multifunction Flight

Display (MFD) and Engine Indication & Caution Advisory
System (EICAS)

2.4.1.1 AFD 3010 and EICAS

Functionality of the flight instruments, engine

instruments, and caution, advisory system are
integrated into 4 AFD 3010. The primary
function of AFD 3010 located at the left side of
Copilot is as EADI/EHSI and the right side as
MFD/EICAS. For the Pilot, the left side is
MFD/EICAS and the right side is EADI/EHSI.

The top view of Figure 2a show partial of EICAS,

middle view is Primary Flight Display/EADI
format presents to the operator aircraft attitude,
airspeed, vertical speed and altitude. The
bottom view of Figure 2a is EHSI that display
format presents to the operator aircraft
heading, selected navigation source, navigation
track, weather map, navigation legs, and
FMS/DME distance.

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Figure 2a. EADI/EHSI/EICAS

The AFD 3010 is also interface to the Weather Radar system to

display a weather radar image imposed with Flight Plan
data, an example is shown in Figure 2b. The AFD 3010
can also display moving map.

Figure 2b. MFD and EICAS

The AFD’s receive data from the Engine Data

Concentrator Units to display engine
instrumentation data and Cautions and Advisory.
The aircraft’s engine parameters are displayed on
the MFD and are reverted to the EADI/EHSI (PFD)
in the event of an MFD failure. The formats that
display each of the engine parameters are shown
in the table below, represent examples are shown
in Figures 2a, 2b, 2c and 2d.

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Parameter PFD PFD MFD

SYST ENGI
EM NE
#1/#2 Engine Gas X X
Generator Compress
Speed Ng (RPM)
#1/#2 Engine Exhaust X X
Temperature
#1/#2 Engine Oil X X
Temperature
#1/#2 Engine Oil Pressure X X
Transmission Oil Pressure X X
Transmission Oil X X
Temperature
Auxiliary Hydraulic X X
Pressure
Utility Hydraulic Pressure X X
Primary Hydraulic Pressure X X
#1/#2 Engine Free Power X X
Turbine Speed Nf
(Tachometer)
#1/#2 Engine Torque X X
Rotor Generator Free X X
Turbine Speed Nr
(Tachometer)
Fuel Quantity Forward X X
Tank/Center Tank/Aft Tank
Landing Gear Indicators X

Figure 2c. PFD – System Format

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Figure 2d. PFD – Engine Instrument Format

2.4.1.2 MFD 255MV

Total of five MFD 255MV display will provide system

functional and work requirement for NUP4 which share
common part number. Each display is interchangeable
in any position. The display has circuitry to know its
position in the cockpit, and requires no programming
when being interchanged or pulled from the spares pool.

Two displays act as Primary Flight Display/EADI; will

present to the Pilot/Copilot aircraft Attitude, Airspeed,
Vertical Speed, and Altitude. The Turn and Slip
indication is provided by a mechanical indicator
mounted to the front of the MFD-255MV as shown in
Figure 3a.

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Figure 3a. EADI

Another two displays functions as EHSI; will present to

the Pilot/Copilot aircraft heading (compass), selected
navigation source, navigation track, weather map,
navigation legs, and FMS/DME distance. A
representative example of the MFD-255MV EHSI display
format is shown in Figure 3b.

Figure 3b. EHSI

The fifth display will provide digital map information,

weather radar data, and overlay flight management
system data on the digital map and weather radar
formats. A representative example of the Weather Radar
image with flight plan overlay is shown in Figure 3c.

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Figure 3c. MFD

2.4.2 Flight Management System (FMS)

The current MCDU ANV 801 shall be upgraded to include

FMS functionality as well as centralizing the Navigation
and Communication control units, and flight mission
planning.

The FMS will provide the following Navigations modes;

- Doppler/GPS
- VOR/DME
- GPS
- Doppler
- Dead Reckoning (TAS based
navigation)

The upgraded MCDU will also manage

Radio tuning for one of the V/UHF
Communication and VHF Navigation
systems.

A Ground Support Equipment (GSE) will allow the

User/Pilot to generate the mission database and to-up
and down-load it to/from the FMS.

The MCDU also provide update to the aircraft checklist

which shall be displayed on the MFD.

2.4.3 VOR/ILS/MB

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The existing ANV 141 VOR/ILS is an analogue system.

Maintenance support might be a problem because of
obsolescence. The current VOR/ILS model VIR-432 which
is also fitted on other RMAF aircraft is proposed as
replacement.

The proposed VIR-432 will provide VHF omni directional

range (VOR), instrumental Landing System (ILS), Marker
Beacon (MB) with Glide Slope (GS), Localizer (LOC) and
Marker Beacon functions. The VOR/ILS receives
information via antenna from signals transmitted by
ground based navigation systems. It also provides
outputs for aircraft navigation system. The receiver
processes VHF omni range, localizer, glideslope, marker
beacon and communication signals.

The equipment generates outputs for VOR bearing,

course deviation, to / from, vertical and horizontal
guidance for instrument landings, signal validity alarms
and marker beacon position. All these information will be
displayed in the digital PFD. It also generates aural
outputs for VOR and localizer. One of the VIR 432 will be
controlled by FMS’s MCDU and other system is controlled
by an ARINC 429 signal from the dedicated Controller.
The Transceivers will be located in Electronics
Compartment and the Controller and FMS’s MCDU are
located in the Cockpit.

The VIR-432 receiver and synthesizer modules comply

with the FM immunity requirements of ICAO Annex 10.

Control Unit VIR-432

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2.4.4 Distance Measuring Equipment (DME)

The DME-442 can provide complete DME information

from three ground stations simultaneously. The FMS will
automatically tune the DME to the selected paired
channel. The system consists of DME 442 Receiver
Transmitter and ANT-42 L Band Antenna

2.4.5 Attitude And Heading ReferenceSystem (AHRS)

It is very costly to maintain the

existing Vertical Gyro (VG)
onboard the Nuri. It is proposed
that the Attitude Heading
Reference System (AHRS)
replaces the conventional
Vertical Gyro (VG) and Compass
system to act as primary source
for attitude and heading. The
existing AHRS will be retained and reconfigured to act as
primary source. This modification will install new LCR
100 so that final aircraft configuration will have dual
AHRS replacing the VGs.

The LCR-100 Gyrocompass AHRS is based on fiber-optic

gyro (FOG) and micro-mechanical accelerometer
technology in a strap down configuration to provide
highly accurate aircraft attitude, heading, rate,
acceleration, velocity and position. The LCR-100 is a self-
aligning (north finding) unit. It can be enhanced by an
external GPS Receiver (Optional) to provide world-wide
navigation capability.

The heading and attitude output in the form of analogue

and digital signals will provide the required information
to VOR, PFD, Doppler, Auto Hover/ASE, Weather Radar
etc. The system will consist of Attitude and Heading
Reference Unit (AHRU), Magnetic Sensor Unit (MSU) and
Compass Control Unit (CCU). Installation of the CCU is

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proposed to ensure that Pilot/Copilot have the same

functionality as the existing Compass system. The
Compass Control Unit (CCU) provides switching devices
for DG mode operation (mode and slewing switch) and
an indicator for slaving error (difference between
magnetic sensor unit and platform heading).

2.4.6 Standby Attitude Indicator (AI)

The Trilogy ESI-2000 provides dependable backup for

attitude, altitude, airspeed, slip/skid and optional
heading information. It’s the first solid-state integrated
standby system specifically created for helicopters. The
ESI-2000 replaces traditional electro-mechanical
standby instruments and combines the information into
a compact and easy to read 4” x 3” display. Its space-
saving footprint, easy installation and complete digital
design make it the ideal standby. Heading is also
available, when coupled with the optional
magnetometer, which enables the system to display
magnetic heading in a
dedicated window as well as
along the artificial horizon
line. ESI-2000’s Active Matrix
Liquid Crystal Display (AMLCD)
has a nominal diagonal size of
3.7 inches with a flicker-free
resolution of ¼ VGA. A bezel-
mounted light sensor provides
automatic dimming with
manual offset controlled via the menu access mode.
Four soft key buttons on the front of the bezel provide
the user with quick access for setting display and button
brightness, barometric setting and access to menu
options.

The ESI-2000 incorporates an internal battery to meet

the requirements for independent, dedicated back-up
power for aircraft without dual electrical systems. The
new Lithium Ion battery technology was selected for its
high energy density, charging capabilities and light
weight. The battery is integrated into the ESI-2000
hardware with a triple redundant safety design.

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2.4.7 Transponder Mode C

All the 15 Nuri involved in NUP 4 program are fitted with

IFF Transponder. However 12 out of 15 aircraft are
already equipped with Mode C capability. An Encorder
shall be installed to activate Mode C in the existing IFF
Transponder on the remaining 3 aircraft.

2.4.8 V/UHF Communication

Dual Rockwell Collins AN/ARC 210 V/UHF radios are

already installed onboard the twelve (12) RMAF NURI
aircraft, replacing the obsolete AN/ARC 159 UHF System
and VHF 618M-3A system. It is proposed that the
AN/ARC 210 V/UHF replace the obsolete UHF and VHF
systems on the remaining three (3) aircraft. Installation
of the components and control panel will be similar to
the other 12 Nuri aircraft.

2.4.9 HF 9000D Communication

The HF 9000D system has been successfully installed on

12 Nuri aircraft. It is proposed that the remaining three
aircraft be modified with similar workscope which will
replace the obsolete HF 618T-3 with HF9000D

2.4.10 ICS (Intercommunication)

The NAT/AEM N335 series audio controllers supports
operator with either high or low impedance headsets
and contains selectable, fully redundant backup power
supply, audio amps, ICS bus, and secondary volume
pots. Filtered connectors and fully floating inputs
provide high crosstalk resistance and prevent ground-
loop or common mode noise. Microphone outputs can be

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individually adjusted for each transceiver, and headset

impedance output is selectable for better matching.
The new input design provides constant loading
regardless of selection to avoid level shifts with selected
signals. Each controller is self-contained, with solid state
modular plug-in construction, sealed switching devices
for low noise and gold switch/relay contacts for long life.
The N335 can be utilized in new installations where
single or multiple user networks are required. Operator
controlled features of the N335 include separate RX and
ICS volume, LIVE or VOX ICS function switch, ICS VOX
level, up to 14 individual on/off volume controls for each
Com and Nav input, 8 position transmit select, and a
NORM/EMER switch for selection of the redundant
system circuits. Rear controllers include an ICS Call
button for alerting the forward controls when in a “Split”
ICS mode. There are 6 additional direct inputs for
alerting or warning functions. Other features of the
N335 series include a CVR output, TX LED, ICS Call LED,
Emergency LED, a composite output of all selected
receive channels, and side tone input for a PA system.

The new faceplate for N335 shall be fabricated and

tailored to RMAF requirement. It is NVIS compatible and
has 6 receiver input legends (NAV1, NAV2, ADF1, DME1,
DME2 and MKR). As per existing ICS configuration, four
new Audio Boxes shall be installed: two in the cockpit
with capability to transmit and receive, and another two
in the cabin is limited to receive only.

2.4.11 NVIS Compatible Lighting

A total 12 of Nuri aircraft have been configured for night

vision compatibility. This allows the aircraft to be
operated with Gen III NVIS Class B goggles in accordance
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with MIL-L-85762A. It is proposed that the remaining 3

Nuri aircraft be modified to the same configuration. This
involves modification of aircraft lighting and installation
of NVG digital Clock, IR Formation light, Gooseneck light
and third crew inside. The Nuri aircraft will also be
installed with a new Tone Generator which will be
integrated to the existing Radar Altimeter, Fire Warning
and Master Caution panels. All the new systems
proposed in this NUP4 package are NVIS compliant.

2.4.12 U/VHF DF

The 935-11 Tactical Direction

Finder (DF) is a stand alone
system with an integral
synthesized receiver
covering the frequency range
30 MHz to 470 MHz together
with predefined 5 guard
receivers (VHF, UHF, Maritime, GMDSS DSC and COSPAS-
SARSAT) to monitor distress frequencies and capable of
taking bearings automatically on all enabled receivers
simultaneously. The 935-11 DF is designed to interface
with a 715-40 controller, which is used to control and
display the operational parameters of the receivers. The
DF screen displays the details of the selected receiver,
the signal bearing, age and signal strength. The
operation of the controller system is menu driven via a
set of push-button keys and a rotary knob and it is NVIS
capable. The 935-11 DF also contains a separate
ARINC429 databus for the outputting of bearing data to
the EHSI in the cockpit display unit.

2.4.13 Air Data Computer (ADC)

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The AC32 Digital Air Data Computer (ADC) measures

barometric altitude, airspeed and air temperature in the
atmosphere. It has integrated solid-state pressure
sensors for static and pitot pressure and is RVSM
compliant. The computed air data are transmitted by
ARINC429 serial data bus
interface. The ADC has two
transmit channels and two
receive channels, for where the
baro correction.

The AC32 is easy to maintain

through a RS-232 maintenance
interface serial data. Its low
power consumption and light
weight enhances the
optimization of its design. The AC32 ADC interfaces with
cockpit display system to display the data from the AC32
digital air data computer and Baro correction. Two
independent ADC are proposed to meet IFR ruling.

2.4.14 Weather Radar

The existing Primus 500 Weather Radar is obsolete.

Weather Radar RDR 1600 by Telephonics is proposed as
replacement. Initial study shows that no modification is
required at the nose radome to install the RDR 1600
antenna. The system will also be fitted on other RMAF
aircraft. The radar controller will be located in the
Cockpit. A dedicated MFD will acts as a main weather
radar display. All radar information, as well as lightning
strike and terrain data, will also be selectable and
displayed on each of the EHSI.

Operation Modes:

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 Weather Detection
 Weather Alert
 Search and Rescue
 Surveillance
 Beacon Detection Mode
 Ground Mapping

The following components would be integrated as part of

the new radar system:
a) RT-1601 Receiver
Transmitter
b) CP-113K Radar Control
Panel
c) DA-1203A Antenna
Drive Unit
d) MFD

RDR 1600
2.4.15 Fuel Measurement

The fuel gauging system of the Nuri aircraft is facing

problems of obsolescence. Therefore, AIROD proposes to
upgrade the fuel gauging system. The modification shall
involve installation of new indicators and signal
conditioners, replacement of active capacitance probes,
and installation of new wiring harnesses and low level
switch in each tank (FWD, CTR & AFT).

The proposed system by Ametek is proven on S61

aircraft. It has dual displays (LED and analog electro-
mechanical pointer).

Fuel Probes Fuel Quantity Indicator

Signal Conditioner
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2.4.16 Rewiring

Out of the 15 Nuri aircraft selected for this program, 12

have undergone complete re-wiring for all Instrument
and Electrical systems. This has optimized performance
of the 12 aircraft. Airod would like to propose that the 3
remaining Nuri aircraft be rewired to enhance
performance of the aircraft.

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