CHAPTER V: Optical Fiber Application in Aircraft

5.1 Introduction:

In the evolution of a Fly-By-Wire (FBW) flight control system to a Fly-By-Light (FBL) system, areas of concern that are specific to an optical architecture need to be addressed, in particular, optical transmission losses. The architecture selected must attempt to minimize those losses and guarantee a worst case available power margin for continued operation. An optical module is being developed on the ARPA FLASH TRP with McDonnell Douglas. This module replaces the wire signaling buses with optical buses in a configuration typical of an advanced military fighter to demonstrate the feasibility of an optical communication based flight control system. The module is defined as the Optical Bus Interface Module (OBIM) and is designed to be inserted into an existing FBW flight control computer. In this implementation, the FBW functionality coexists with the optical functionality and comparisons for testing and verification can be exercised. The complement includes a pilot control stick air data computer with a total air temperature sensor, kinematic sensors, and remote terminals for the cockpit and actuators. We will discuss about the development of new Data Bus and also about the development of control system.

5.2 Requirement of Optical Bus:

In production Fly-By-Wire systems, all flight control computer sense and command signaling is electrical. With advanced VMSs, MEA, and SUIT as viable system concepts for the next generation military fighter such as JAST, greater demands will be placed on the system bus bandwidth. Optics becomes an enabling technology to achieve the higher performance levels required. To communicate among the various flight control elements of the flight control system, an optical bus was required. A second major requirement levied on the bus selection was that the protocol be deterministic. The Linear Token Passing Bus (LTPB), also known as the High Speed Data Bus (HSDB-4074), although not deterministic, can be forced into the deterministic mode of operation by selective use of its message queue timers, packet size, and a transmission scheduling algorithm. With concerns of robustness, bandwidth, risk, and cost, the AS1773A protocol was selected as the FLASH system bus.

A third requirement imposed on the system related to network topology. It was specified that the optical network topology was to support a minimum of eight nodes, meet the required 6 db optical margin, and have high reliability. Utilizing the currently available optical AS 1773A transmitter and receiver devices as specified by the standard, a system budget of 28 db worst case between the receiver/transmitter pair was available. This is a worst case margin analysis and takes into consideration transmitter and receiver aging, clock jitter which affects optimum receiver sensitivity, worst case connector losses for the connectors specified by the FLASH Cable and Plant Task 1 effort. This was a 2 sigma loss of 1.5 db per connector. 5.3 Optical Network Architecture: Having selected the AS1773A bus protocol and associated optical components, the network architecture, and the optical margin, the next step was to determine if the FBL system was to utilize the bus for the VMS and CCDLs. After examination of the connection architecture required to interconnect elements of the passive star FBL distributed system, it was concluded that the available optical budget could not support utilization of the AS1773A VMS bus with integrated CCDL. A 12 x 12 star coupler was required, introducing an additional 1 .76 db loss. This loss introduction falls below the self-imposed worst case 6 dB margin requirement.

TABLE 5.1: Fiber Optic Data Buses 5.4 Optical Cross Channel Data Link: Two methods of CCDL implementation were considered: separate dedicated optical links or a combined VMS/CCDL implementation. A simple point-to-point Manchester encoded architecture and protocol were selected to minimize cost, complexity and risk. Another approach

to implementing the CCDL is to utilize Wave Division Multiplexing (WDM). WDM component technology is less mature than the Manchester encoded approach. It requires more design complexity and a greater development risk and was not selected for the FLASH program OBIM. The CCDL was designed to accommodate a 5 mbps transfer rate per link in anticipation of future aircraft flight critical data requirements. The CCDL protocol device is implemented in two programmable gate arrays and will be migrated to a single ASIC. To improve reliability and lower cost, the transmitted signal to the sister channels in a redundant system is launched from a single optical transmitter and split three ways. Each incoming signal is received by a dedicated receiver. The CCDL can accommodate dual, triplex, and quad redundancy levels.

FIGURE 5.1: Optical CCDL Interference

FIGURE 5.3: Example Pt-to-Pt CCDL Implementation

Table 5.2 FLASH CCDL Optical Budget

5.5 Optical Bus Interference Module: The OBIM is a module which when inserted into a computer gives optical communication capability to that computer. The module was designed to interface via the backplane of an existing in-house off-the-shelf FBW FCC, and provide the necessary optical interfaces to various elements of a flight control system. The OBIM contains resident intelligence and performs the initialization of the resident communication interfaces. Flight critical data received from the system VMS bus and CCDLs are written to a system dual port memory. The FCC processor transfers the data from the OBIM for use by the control laws and redundancy management algorithms. The FCC processor requests status and Built-In Test (BIT) information from the OBIM in a similar manner. In the test phase of the program, the AS1773A interface will communicate with a remote terminal and optical stick. The bus will be optically loaded to simulate an eight-node bus. The available margin will be measured as will be the spectral purity of the signal utilizing an Optical Time Domain Reflectometer (OTDR). The CCDL interface will undergo similar testing with regard to protocol verification and optical parameters. Multiple OBIM populated FCCs will be tested to exercise the full functionality of the CCDLs.

FIGURE 5.4: Example Optical Bus Interface Module (OBIM)

FIGURE 5.5: Top Level VFCS/OBIM Data Flow

FIGURE 5.6: OBIM Implementation on 6U VME Card 5.6 Selection of Data bus: The AVMS Architecture Studies led them to select the mixed or partially distributed architecture B2 to demonstrate fly-by-light. The distributed FBL FCS shown in Figure 5.1 meets this

requirement by removing the input/output boards from the computer data bus, locating them remotely, and interconnecting them via a high rate serial multiplexed fiber data bus. Required data rate from the AVMS Architecture Studies is 5 to 20 Mbps. They must select a multiplexed fiber optic data bus suitable for use in aircraft that is available in the near term. The data bus should be open to allow future addition of terminals. Data transmission time delays must be completely deterministic. Candidate fiber optic data buses appear below. The military greatly prefers command-response operation for flight control because it is deterministic and because it automatically acknowledges successful data transfers. Other requirements include high reliability, low latency, low cost, low weight, ability to meet the MIL environment, and tolerance to EMI and HIRF. The ability to withstand high energy electromagnetic fields and provide increased data rates are the biggest advantages of fiber optics on board aircraft. Low cost is among the strongest requirements. Performance improvements are very desirable, but new approaches have to buy their way aboard an aircraft!

Figure 5.1: Apply FLASH to FBW FCC with I/O Interfaces, FOG IMU, and Air Data remote by 1773A

They have selected the data bus for the FBL system to be implemented in aircraft after several researches. These are described in a tabulated form below:

TABLE 5.3: Candidates for FLASH Fiber Optic Data Bus

TABLE 5.4: Selection of FLASH Fiber Optic Data Bus On the basis of these comparisons, they have selected Dual-rate 1773A as the common data bus interface for then FLASH program. 5.6.1 DUAL-RATE 1773A BUS COMPONENT STATUS: A dual rate SAE 1773A bus controller or remote terminal consists of a protocol chip, an optoelectronic bus transceiver hybrid, and a dual ported RAM. They have selected the bus components from the following bus component vendors:

TABLE 5.5: Bus Component Vendors 5.7 Development in Control System: 5.7.1 The Primary Flight Control System (PFCS): The PFCS provides the primary means for manual control of a Fly-by-Light/Fly-by-Wire (FBL/FBW) aircraft. Pitch and roll pilot input commands are generated using Active Hand Controllers (AHC). Crew commands are processed with aircraft sensor information in the PFCC to generate control surface actuator commands. Consistent with aircraft control and avionics systems (ACAS) flexible architecture concepts' there is no mechanical signal path between pilot inputs and surface control actuation. The PFCS also includes critical sensor processing and any stability augmentation necessary for the aircraft to meet basic airworthiness criteria. Honeywell, in conjunction with MIDA in Long Beach, are establishing the FLASH Commercial Flight Control Demonstrators shown in Figure 5.2. The key elements optically connected include the Advanced Hand Controllers (AHCS), Primary Flight Control Computers (PFCCs) and the Smart Actuation subsystems.

FIGURE 5.2: MDA-TAIIIR TEXTRON/HI Commercial Flight Control Demonstrator 5.7.1.1: Active Hand Controllers (AHC):

AHCs replace the traditional control column/yoke and associated mechanical linkages. Use of side sticks and AHC in particular is inherently compatible with FBW (fly-by-wire) and FBL (flyby-light) primary flight control system architectures. The FLASH AHC System Architecture is shown in Figure 5.3. Included in the system are two hand controller side stick assemblies and an interim electronics unit housed in a STD 32 card cage.

FIGURE 5.3: FLASH Active Hand Controller System Each of the FLASH side sticks contain twelve bit, active optical sensors on both the pitch and roll gimbals (Figure 5.4).

FIGURE 5.4: Optical Gimbals Position Sensors

Each of the FLASH side sticks, in addition to the optical position sensors, include Rotary Variable Differential Transformer (RVDT) position sensors and force sensor on both pitch and roll axes. Two drive motors are included in each side stick to provide programmable resistance or feel to the pilot as a function of light condition. Through an electrical cross link, the offside side stick is commanded to track motion of the onside side stick. Autopilot commands passed through the PFCC to the ARC system are reflected in side stick motion, providing the pilot with tactile and visual indications of autopilot activity. An interim electronics unit is used in the FLASH AHC configuration to house the electronics that process the side stick data. Closed loop control of the pitch and roll motors in each side stick is provided. Communication between the AHC and PFCC, with the exception of pitches and roll commands, is maintained through the interim electronics unit. The functionality included in the interim electronics unit will be transferred into the two side stick assemblies in a production configuration resulting in a net two LRU system. 5.7.1.2: Primary Flight Control Computer (PFCC): The FLASH PFCC's realize a Honeywell patented redundancy management approach to FBW computer architectures. These dual lane devices feature multiple, independent microprocessors interfacing through independent input and output mechanization's. These design concepts were extracted from FBW development for certification on the MD- 11 Auto Flight Control Computer. The AS-1773A optical data bus hardware is highly integrated. Interfacing hardware elements consist of optical transmitter/receivers, protocol chips and dual port RAMs for host microprocessor communication and control. The optical transmitter/receiver integrates transmitter LED, LED driver circuit, receiver photodiode, pre-amplifier, amplifier, clock recovery circuit, and two fiber optic pigtails into a single package. The fiber being used is 100/140 mm graded index with polyamide cladding. Investigations into the available technology necessary to provide a mix of electrical and optical card edge connectivity were undertaken. A method using optical inserts was chosen which allows card insertion and removal with the ease associated with standard electrical circuit card assemblies. The use of smart actuation in the PFCS allows the removal of the actuator drive electronics that would normally reside in the centralized PFCC. This removal frees card slots for the new optical interface hardware. The existing card slot for the PFCC used in FLASH contains a standard 152 pin card edge connector. Modifications remove one-half of this electrical capability for insertion of ten optical channel connections. Figure 5.5 presents diagrams of this mechanization.

FIGURE 5.5: PFCC Card Edge Connector The motherboard side of the optical card edge contains the optical "pin" and the Circuit Card Assemble (CCA) contains the optical "socket". The contracts are loosely held in the connectors to enable self-alignment when mated. This configuration is presented in Figure 5.6.

FIGURE 5.6: PFCC Optical Card Edge Connection A set of optical pigtails connect the mother board side of the card edge connector to the LRU connector. These optical pigtails are encapsulated in translucent polyurethane and/or silicone to form a molded flat ribbon cable as shown in Figure 5.7.

FIGURE 5.7: Encapsulated Motherboard Fiber Optic Pigtails Maintenance and repair of the fiber is facilitated by inserting the fibers in a Teflon tube before potting. This allows the easy removal and replacement of damaged fiber by sliding it in and out of the Teflon tubes. The LRU connector is a standard MIL-C-83723 electrical contact based connector. Sixteen (16) gauge optical pins are installed it in the same manner as electrical contacts. The same insertion/extraction tool is used for both optical and electrical contacts. All optical connections are designed with a maximum 0.5 db power loss. Total output or input optical power degradation from LRU connections to optical transmitter or receiver will be verified to be less than 1 db overall. This ensures that an achievable optical power budget can be attained that is easily supported by existing LED/photodiode technologies. 5.7.1.3: Smart Actuation Subsystems: The smart actuator concept provides servo loop closure, monitoring and built in test electronics as a integral part of the actuator assembly. This challenging design concept has many advantages in a PFCS. Principally the PFCS can exercise control of surface actuation over data buses as opposed to transmitting higher power analog control signals the length of the aircraft.

Susceptibility to electromagnetic interference is reduced as well as reducing potential PFCS emissions. Additionally, removal of drive electronics from the PFCC decreases heat dissipation and special packaging required to isolate high voltage circuitry. So, the choice of fiber optic data bussing with AHC and smart actuation can contribute to a significant weight savings by eliminating shielded copper wire bundles. The savings will be quantified by a Task 1A weight analysis on an existing airplane. Preliminary estimations indicate that a weight reduction of more than 1 000 pounds is realized on a large transport category aircraft using the FLASH PFCS. 5.8 CONCLUSION: The cost of manufacturing aircraft fiber bundles and the maintainability of these systems during day to day operations has been the greatest impediment to attaining general acceptance of fiber optically interfaced flight control equipment on transport aircraft. A factor also significant in the transition from copper to fiber is educating the end user in the state of the technology and winning their confidence that the cost of ownership issues have been adequately addressed. Upon completion of the FLASH program, products and technologies will have been demonstrated and shown to be ready for introduction into both commercial and military aircraft development programs. The user involvement plan pursued under FLASH will increase the likelihood of near term introduction of this technology on new and retrofit aircraft programs. We hope the description given above clearly indicates the application of Optical Fiber in aircraft.