Avionics Course Avionics Course

Avionics Architectures Avionics Architectures

Architecture Evolution

• Independent/Distributed Avionics Architecture

In independent avionics architecture equipment had its own functionality independent of Avionics Course
other similar or different equipment.
• Federated System Architecture
It integrates different kind of systems emerged as a Federated Avionics Systems. Separate Avionics Architectures
subsystems implement functions using dedicated components, dedicated modules, LRUs,
and software. Federated Architectures do not share or time-share component or information
across subsystems in the avionics suite.
• Integrated Architecture
Integrated Modular Avionics (IMA) is the new avionics architecture. It combines functions of
LRU’s into software packages running on a single Avionics computer. Most special-to-
purpose controllers are replaced by common standardized platforms that usually host
applications of several systems.

Paul Hopff
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Architecture Evolution Architecture Evolution

• Paul Hopff • Paul Hopff

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Transition from Analog to Digital Avionics Analog Systems…

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1970s – Distributed Digital Architecture 1960s – Distributed Analog Architecture

• In the late 1960s and early 1970s, the advent and • Schematic of a sample electromechanical flight
maturation of digital computing led to distributed deck implementing a distributed analog
digital architectures with single source-multiple sink architecture.
data transmission. This was practiced with standards
• Several analog techniques were used to
such as ARINC 429, or Mark33 Digital Information
transmit information between the involved
Transfer System (DITS), as a serial unidirectional
elements.
digital data bus.
• Example: synchro transmitter and receiver.
• This technique enables one piece of transmitting
equipment, or source, to communicate with 1-20
subsystems, or sinks.
• This standard relies on a simplex transmission on
one twisted shielded pair data line, and bi-directional
data transfer necessitates two lines.
• This data protocol was adopted primarily in
commercial aircraft as the point-to-point wiring
structure provides highly reliable data transfer at a
speed of approximately 100 kb/s.

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1970s – Distributed Digital Architecture – Wiring… 1970s – Introduction of Digital Avionics

• Paul Hopff

Up to several 100s km cabling per aircraft…

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1980s – Federated Digital Architecture Example: Airbus A340 - FCPC

• The military were the first to adopt a

federated architecture based around the
MIL-STD-1553B 1Mbps bidirectional data
bus originally conceived by the US Air
Force Wright Patterson development
laboratories, as they were called at the
time. It evolved through two iterations from
a basic standard finally culminating in the
1553B standard.
• The civil community voiced concerns
regarding the fault tolerance of this
centralised control philosophy and
developed the ARINC 629 standard which
supports multiple redundant operations for
safety critical systems and has higher
bandwidth than MIL-STD-1553B (2Mbps).
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Integrated Modular Architecture Boeing 777 – Integrated Modular Avionics (IMA)

• The only aircraft type to use the ARINC 629

was the Boeing 777, which in architectural
terms sits between a federated architecture
and an integrated modular architecture.
• It uses multiply-redundant ARINC 629 data
buses as the main avionics data bus for the
flight control and utilities domains.
• It implements the flight deck and navigation
domains in a proprietary partial IMA
architecture called the Airplane Information
Management System (AIMS), to which
navigational aids, air data sensors and inertial
reference systems are connected using
ARINC 429. It uses Ethernet for the
passenger in-flight entertainment system.
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Integrated Modular Avionics 1990s – Integrated Modular Avionics

Integrated modular systems are designed to
provide:
• common processing with robustly
partitioned application software;
• common infrastructure;
• distributed systems bus;
• specific I/O routed via the network
between shared remote data
concentrators (RDCs) / remote interface
units (RIUs) and common computing
resources (GPM or CPIOM).
ARINC 664 provides full duplex, bidirectional
communication between network resources
at 100Mbps. GPM = general processing module
CPIOM = central processor I/O module

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IMA (B777) and Open IMA (A380) approaches IMA modules on Airbus A380

What is the difference between IMA and Open IMA?

• The primary difference is that the B777 is the AIMS (airplane Source: Airbus
information management system). It is a Honeywell developed
system where all the software on the systems is controlled by
Honeywell (closed system). The biggest downside to the closed
system is maintenance and support.
• The A380 system is a semi-open IMA system. It has a single
supplier hardware cabinet with processor slices and a common
operating system. Different suppliers can develop their
applications to run on the platform. IMA cabinet Boeing 787
• Most newer aircraft designs use the IMA architecture as it
reduces the number of LRUs and saves weight. Boeing and
Airbus are going to more open systems. B787 and B777X are
open as is the A350, mainly for competition reasons. Smaller
aircraft (Bombardier, Embraer) are typically closed as they tend
to have single source avionics (Rockwell Collins, Honeywell).
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Honeywell – EPIC – Integrated Modular Avionics (IMA)

The system’s major LRUs are the:
• Modular avionics unit (MAU)
Avionics Course • Modular radio cabinet (MRC)
• Displays (PFD and MFD)
• Air data module (ADM)
Data Bus Standards • Controllers
• Multifunction control display unit (MCDU)
The following line replaceable modules
(LRMs) are located in the MRC:
• An ADF module
• A DME module
• A VHF NAV module
• A VHF COM module
• A mode S transponder
• A network interface module (NIM)
• An aircraft personality module (APM)

Paul Hopff ASCB stands for Avionics Standard Communication Bus and is a
20 proprietary communication protocol developed by Honeywell. 18

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Example: Autoflight System – Airbus A330 How to exchange data between avionics systems?

• Paul Hopff

23 21

Architecture Evolution « Integrated Systems »

• Paul Hopff • Many conventional (classical, analog) systems are being replaced by
computer-based systems.
• These systems operate increasingly in an « integrated » way, implying (more
or less) sharing of data with each other.
• For interoperability reasons, this exchange of data needs to be done in an
orderly and well-defined manner.
• Hence the need for internationally accepted databus standards.

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ARINC 429 - Standard Basics – Time Multiplex

• Multiplexing, the transmission and reception of multiple signals over a common path, is one of the
cornerstones in an integrated digital avionics system. It allows the sharing of data and computation
results, thereby ensuring that all connected subsystems are using consistent database while reducing
the weight of the wiring.
• In the system shown the transmitter will be able to
transmit 8-bit values to a receiver. Each value (or
parameter - A, B, C or D in the example) will
"occupy" the data bus during a given timeslot. Each
parameter can be "refreshed" according to a well-
defined sequence or at random. Obviously,
mechanisms must be put in place to allow the
receiver to distinguish the different parameters from
each other. Furthermore, both transmitter and
receiver need to be synchronized. Note that within a
computer, these tasks are taken care of by the
address and control busses. For data busses
between computers, other techniques are used.

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B737-3/4/500 – Distributed Analog/Digital Architecture Basics – Bus Throughput

IN OUT

• Throughput is limited by the physical characteristics of the transmission line

(e.g., bandwidth, length of the line)
• Throughput of useful data is further limited by the protocol being used.

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ARINC 429 - Physical aspects ARINC 429 - Standard

• ARINC (Aeronautical Radio Incorporated) was created as a nonprofit organization in the

USA, run by the civil airliners with industry and establishment representation. The ARINC
Industry Activities (IA) Division was sold to SAE International in January 2014. It now
operates under the SAE Industry Technologies Consortia (SAE ITC).
• ARINC defines systems and equipment specifications in terms of functional requirements,
performance and accuracy, input and output interfaces, environmental requirements,
physical dimensions and electrical interfaces.
• Industry Standard established by AEEC (Airlines Electronic Engineering Committee)

• 78 ohm shielded twisted pair • Origin back in the 1960s.

• Shield is grounded at both ends • Well-established on civil airliners, military and civil helicopters, and military transport aircraft.
• Source must be able to handle a maximum load of 400 . Receiver sink > 8 k
• Maximum length: 175 to 300 feet. • Formally known as “MARK 33 Digital Information Transfer System” (DITS)
• Current release: ARINC 429-17/19 (2022).

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Bus Topology – STAR / BUS DROP ARINC 429 - Key features

• Simplex serial transmission of 32-bit words

• Single-source/multi-sink
• One transmitter; up to 20 receivers

• Two transmission rates

• “High-speed”: 100 kbps
• “Low speed”: 12-14.5 kbps

• Data is specified very tightly in terms of the avionics system function by

means of specific labels.

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Transmission characteristics Transmission characteristics

• The 32-bit word is transmitted LSB first over the wire pair with a tri-state clocking, RZ
• One and zero pulses are considered a complete cycle only when followed by a (return-to-zero) methodology.
null area plateau as depicted by “B”. • Separate words are identified by having an intermessage (or interword) gap time of at
• The voltage scale on the right are the values for which receivers are expected to least 4 bit times, from end of cycle to beginning of next rise or fall time.
decode.
35 33

Transmitter/Receiver Characteristics Transmission characteristics

• A “one” is created by the transmitter when a rising edge goes from zero to 10±1 positive
volts, plateaus then drops down to the zero-volt line which is known as the null area (null
level ±0.5).
• A “zero” is created by the transmitter when a falling edge drops from zero down to 10±1
negative volts, plateaus, then rises up to return to the null area.

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Sign/Status Matrix ARINC 429 Word Overview

• ARINC data words are always 32 bits and typically include five primary fields:
• The Sign/Status Matrix (SSM) is used for two purposes:
• Parity.
• To provide a sign or direction indicator for data contained within the ARINC • Sign/Status Matrix (SSM)
429 word or • Data
• To provide source equipment status information as related to the data word • Source/Destination Identifier (SDI)
for the sinks. • Label
• ARINC convention numbers the bits from 1 (LSB) to 32 (MSB). Note that usage of
SDI and SSM is not mandatory.

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Sign/Status Matrix Parity.

• Each Label has its own unique implementation of the SSM Sign function. When used to • The MSB is always the parity bit for ARINC 429. Parity is normally set to odd except
provide equipment status information the SSM reports three general conditions: for certain tests.
• Report hardware equipment condition (fault/normal) • Odd parity means that there must be an odd number of “1” bits in the 32-bit word that
• Operational Mode (functional test) is insured by either setting or clearing the parity bit.
• Validity of data word contents (verified/no computed data). • Meaning: if bits 1-31 contain an even number of “1” bits, bit 32 must be set to “1” to
create ODD parity. On the other hand, if bits 1-31 contain an odd number of “1” bits,
the parity bit must be clear (=“0”).

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Label Sign/Status Matrix

• The Label identifies the type of information contained within BNR and BCD data field.
• A Label is always transmitted in the first 8 bits of the ARINC 429 word.
• Each label is linked to an Equipment Identifier.
• For each Equipment Identifier, a number of labels have been defined in the
specification.

Binary Coded Decimal Binary

43 41

Equipment Identifiers. Data

• Bits 29 through 11 (19 bits) contain the data, which may be in a number of standardized
formats, defined for each assigned label.
• There are also many non-standard formats that have been implemented by various
manufacturers.
• Since the SDI is optional, 21 bits are available for use. Some manufacturer’s custom
data word configurations use only the Label and the Parity, providing 23 bits available for
their data.

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Source/Destination Identifier ILS-receiver – Output Parameters

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Example of multi-system installation Source/Destination Identifier

The SDI has two functions:

• To identify which source of a multi-system installation is transmitting the data
contained.
• To direct which sinks (destination) on a multi-listener bus (known as a multi-
system installation) should recognize the data contained within the ARINC word.

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MIL-STD-1553 ARINC 429 – Final considerations

• The military standard MIL-STD-1553, or Digital

Internal Time Division Command/Response
Multiplex Data Bus, was first released in 1973 • Throughput
and solidified the federated digital avionic • Redundancy
architectures for the military while multiple
• Integrity
ARINC 429 buses were still leveraged more
often in the commercial arena. • Flexibility
• This multiple source-multiple sink system is a • Interchangeability
Bus
type of half-duplex serial data transmission Monitor
between critical components, or subsystems,
on an aircraft.
• Since its inception in 1973 this standard has
proven robust and highly modular.

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MIL-STD-1553 - Standard 1970s – First Multiplex Data Bus Standard adopted

• The military standard MIL-STD-1553, or Digital

Internal Time Division Command/Response
Multiplex Data Bus, was first released in 1973
and solidified the federated digital avionic
architectures for the military while multiple
ARINC 429 buses were still leveraged more
often in the commercial arena.
• This multiple source-multiple sink system is a
type of half-duplex serial data transmission
between critical components, or subsystems,
on an aircraft.
• Since its inception in 1973 this standard has
proven robust and highly modular.

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Architecture elements MIL-STD-1553 - Standard

• Issued: August 1973.

• First applications: F-16 fighter, Apache helicopter
• The primary requirements for the bus standard included the following:
• Information was to be transferred between bus terminals via one bi-directional digital
Bus serial communications channel – Data rate: 1 Mbps.
Monitor
• Electrical interface requirements were to be defined by the standard for all bus terminals
and bus terminal connections.
• Information was to be transferred in a reliable, well-defined, command/response fashion
• Bus controller (BC): – Maximum message data word package of 64 bytes (32x 16-bit words).

• In charge of all data flow on the bus.

• Presently, standard at Revision C.
• Initiates all information transfers.
• Also monitors the status of the system.

55 53

Architecture elements Typical 1553 Data Bus Architecture.

Bus
Monitor

• Remote Terminals (RT):

• Up to 31 RTs on a given bus.
• Each RT has a hard-wired address.
• RTs only respond to valid commands specifically addressed to them or to valid
broadcast commands (all RTs addressed).
• RTs need to respond to BC commands within specified time periods.

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Manchester II bi-phase level code Manchester II bi-phase level code

• Manchester coding was chosen since it is compatible with transformer coupling and is self-
clocking.
• Unused bits are set to logical ‘0’.
• An invalid Manchester of 2 bits, covering the first 3 bit times, serves as synchronization code.

59 57

1553 Word Structure Manchester II bi-phase level code

1 odd parity bit

3 sync bits • A logic "1" is transmitted as a bipolar coded signal 110 (i.e., a positive pulse followed by
a negative pulse).
16 ‘useful’ bits
• A logic "0" is a bipolar coded signal 011
(i.e., a negative pulse followed by a positive pulse).
• A transition through zero occurs at the midpoint of each bit time.
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1553 Message composition 1553 Message composition

• Data word: • A 1553 message is composed of one or more words, and must contain at least one
• Data words always follow command, status or other data words. command word.
• The synchronization code for a data word is the reverse of that for command and status • Command word:
words. • First word in a message.
• The remaining 16 bits 4-19 are for the binary coded data value. • Transmitted only by the BC.
• All unused bits are set to logical ‘ 0 ’. • Every RT has a unique address. ‘11111’ is reserved for broadcast.
• Efficient use of all 16-bits is recommended. Can be achieved by bit-packing multiple • Every RT may have up to 30 subaddresses. ‘00000’ and ‘11111’ indicate mode codes will
parameters and words. follow iso data word count.

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Typical 1553 System Commands 1553 Message composition

• Status word:
• Always first word in a response by a RT.
• Transmitted only to the BC.
• Bits 4-8 are the address of the RT transmitting the status word.
BC to RT

RT to BC

RT to RT

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1553 Hardware characteristics Typical 1553 System Commands

• The cable shall be two strands, twisted, shielded and jacketed.

• There shall be 4 twists per foot, and the shielding shall cover 90% of the cable surface.
• The characteristic impedance at 1.0 MHz shall be between 70 and 85 .
• Each end of the cable must be terminated in a resistor equal to the characteristic impedance
±2 percent.
• Wire-to-wire capacitance shall be 30 pF per foot and cable loss shall be 1.5dB per 100
feet at 1.0 MHz.
• There is (theoretically) no limit on cable length.

67 65

Coupling of devices 1553 Broadcast commands

• Stub length: <20ft if possible.

• First method:
‘Direct-coupled stub’.
• Is not recommended!
• A short circuit in this stub could potentially
affect the entire bus!

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1553 Multiple-Bus System Transformer coupled stub

71 69

1553 – Final considerations 1553 Single-Bus System

• Throughput
• Redundancy
• Integrity
• Flexibility
• Interchangeability

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ARINC 629 - Standard 1990s – Multiplexed Databus in Civil Aircraft

• ARINC 629 was launched in May 1995 and is currently being used on aircraft such as the Boeing 777.
• Operates at 2 Mbit/s. The specification is based upon the Digital Autonomous Terminal Access Communications (DATAC)
development work of Boeing Commercial Aircraft.
• Three media:
• This ARINC bus is a true data bus in that the bus functions as a multiple-source, multiple sink system.
• Unshielded twisted-wire pair - inductive coupling (B777) That is, every terminal on the data bus will send data to and receive data from every other terminal. This
• Unshielded twisted-wire pair - voltage coupling (not recommended) enables the sharing of data between units in the avionics system to be much more flexible. It supports a 2
• Optical fiber Mbps data rate.
• Bus length: up to 100 meter with stubs up to 40 meter. • ARINC 629 protocol is a time-based, collision-avoidance protocol in which a fixed time slot is allotted to
each terminal to access the bus and transfer data to the bus.
• Uses word formats very similar to those in MIL-STD-1553.
• By using multiple control timers embedded in the bus interfaces, each terminal will autonomously
• No Bus Controller! determine when the appropriate time slot is available and transmit the necessary data.
• Each terminal has autonomous access to the bus based upon meeting 3 timing conditions.
One of these conditions is unique to the terminal.
• Up to 120 terminals.

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ARINC 629 - Timing diagram ARINC 629 - Standard

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Evolution…. Boeing 777 – Integrated Modular Avionics (IMA)

• Move towards higher bandwidths, less weight

• Evolving/new standards:
• “Fast” MIL-STD-1553 (2 Mbit/s)
• DOD-STD-1773: fiber optic companion to MIL-STD-1553.
• HSDB: High-Speed Data Bus (F-22)
• Ethernet - 10 Mbit/s (B767-400ER)
• AFDX - Avionics Full Duplex Ethernet - 10/100 Mbit/s (A380) - ARINC 664

Triple Redundancy Triple Redundancy

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AFDX – Avionics Full-DupleX switched Ethernet Boeing 777 - Fly-by-Wire System

• Avionics Full DupleX Switched Ethernet (AFDX) is a standard that defines the electrical and
protocol specifications (IEEE 802.3 and ARINC 664, Part 7) and Internet Protocols (IP, UDP,
SNMP, ...) for the exchange of data between Avionics Subsystems.
• One thousand times faster than its predecessor, ARINC 429, it builds upon the original
AFDX concepts introduced by Airbus.
• The European aircraft manufacturer devised AFDX and named it, as part of the evolution of
its A380 aircraft. As a result, AFDX, and its offshoot, ARINC 664, Part 7, have brought a
number of highly significant improvements, both electrical and mechanical, to the
interconnection of electronic subsystems aboard aircraft.
• The standards provide a way to apply Commercial off-the-shelf (COTS) networking
standards to an aircraft system. It refers to devices and their use, such as bridges, switches,
routers, and hubs, in an aircraft system. When set up in network topology, this equipment AIMS : Aircraft Information Management System
AFDC : AutoPilot Flight Direction Computer
can provide efficient data transfer and overall avionics efficiency.
ADIRU : Air Data Inertial Reference Unit
• AFDX is intended for aircraft flight critical interfaces, including Engines, Flight Controls, SAARU : Secondary Altitude & Air Data Reference
Navigation Systems, as well as systems deemed to be critical to the operation of the ACE : Actuator Control Electronics
PFC : Primary Flight Computer
platform. PCU : Power Control Units, Actuators
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ARINC 664 / AFDX ARINC 664 / AFDX

• Logical Data Path through Network • ARINC 664 uses the concept of a Virtual
• Single source Link (VL) to define logical channels
• Simplex (one direction) through a switched Ethernet network from
a single transmitter to one or more
• Unicast -or- Multicast receiving end systems.
• VL Traffic identified by 16 bits in Ethernet • The VL is identified in a 16-bit field of the
MAC Destination Address destination Ethernet address of frames.
• Used by Switches for routing frames • In addition to providing a logical path
through the network, VLs also provide the
• The total bandwidth is shared by each mechanisms to allow the Ethernet network
connection. Each virtual link is allocated two to be considered deterministic.
parameters to prevent packets on one virtual • Each VL is characterized by a Bandwidth
link from interfering with packets on another Allocation Gap (BAG) and a maximum
virtual link using the same physical link. allowed Ethernet frame size.

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AFDX implementation on Airbus A380 ARINC 664 / AFDX

Source: Airbus • The BAG defines the minimum time distance

between two consecutive frames on the VL
and the transmitter is required to adhere to
this “speed limit”.
• The network switches have the responsibility
to monitor and “police” the VLs to ensure that
the transmitters are not violating the BAG.
• As a result, the VL concept allows system
designers to a partition and prioritize the
resources of the shared Ethernet network to
provide a guaranteed minimum level of
service.
• Upper layer protocols such as Internet
Protocol (IP) and User Datagram Protocol
(UDP) are used on top of Ethernet in ARINC
664 systems.
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Airbus A380 Cockpit

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