ARINC 629

Main features
ARINC 629 is a faster half duplex format, currently used on the Boeing 777. It is available
in both current mode and fibre optic mode.

Up to 120 terminals can be connected to the bus (although the Boeing 777 uses only 46),
which is an un-shielded twisted pair of wires that can be up to 100 meters long.

The bus operates at 2 megahertz (2 megabits per second) which allows 100,000 20 bit
words to be transmitted each second. Each terminal can send a message that contains up
to 31 word strings and each word string can have 256 words

It uses a high-speed bi-directional bus capable of either periodic or aperiodic

transmissions (see appendix B for network topologies). Access to the bus is controlled
by a sophisticated protocol involving wait periods, quiet periods and other rules.

Architecture
The ARINC 629 data bus is an unshielded, twisted pair of wires continuously bonded and
terminated at both ends. Many LRUs connect to an ARINC 629 data bus with current
mode couplers. The LRUs send data to the ARINC 629 data bus one at a time. All
connected LRUs can receive data from the ARINC 629 data bus at the same time. Some
LRUs only receive ARINC 629 data.
Inductive coupler
Another 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 pick-up, which uses electromagnetic induction
to transfer current from the bus to the user, or from the user to the bus. This system
improves reliability, since no break in the bus wiring is needed to form connections.

The figure (next page) shows how the Inductive pick-up typically picks up data from the
data bus and transfers to the data bus (remember it is bi-directional)
ARINC 629 data cable and inductive pick-up
Bus cable
The data bus cable is a pair of twisted wires that are not shielded. The bus allows any
terminal to transmit and receive on a single cable. Each terminal is clamped onto the cable
by a bus coupler that does not require cutting into the bus cable. There are bus
terminators at each end of the cable.

GENERAL DESCRIPTION: UNSHIELDED LOW LOSS CONTROLLED

IMPEDANCETWISTED PAIR.

CONDUCTOR SIZE: No 20 AWG 19 STRANDS NO 32 40M INCH SILVER PLATED (.040

NOM DIA).

INSULATION MATERIAL: LOW DIELECTRIC CONSTANT TEFLON EXPANDED

PTE/PTFE JACKET.

SPECIAL CONSTRUCTION: PAIR CONTINUOUSLY BONDED AT POINT OF

CONTACT.
Terminal resistor
Bus coupler
The current mode couplers are used to connect each LRU or LRM to the data bus cable.
Most are found in panels in the electronics compartment arranged in rows so that the bus
cable can run through them. Up to 120 couplers can be connected to a bus cable.

The coupler is a two-piece assembly. The coupler is attached to the cable by separating
the halves, then separating the bus cable wires to fit over the coupler inductor, then the
coupler assembly is closed. The upper halve of the coupler assembly has the electronics
for putting data on the bus and taking data off the bus and sending it to the LRU or LRM by
the stub cable.

The stub cable is two sets of shielded twisted pair of wires. The stub cable is attached to
the coupler and the LRU by connectors.

ARINC 629 data transmitted in groups called messages. Messages are comprised of word
strings, up to 31 word strings can be in a message.

Word strings begin with a label followed by up to 256 data words. Each label word and
data word is 20 bits.

Only one terminal is allowed to transmit on the bus at a time. ARINC 629 uses a time
procedure to allow only one terminal to transmit at a time and allows each terminal a
chance to transmit. Basically, as each terminal powers up, it is put on the bus.

Airbus A330 Avionics Bay

Bus panel (cover removed)

ARINC 629 stub cable

Coupler – SCI (typical)

Protocol
The ARINC 629 system can be thought of as a party line for the various electronic systems
on the aircraft. 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 units can receive data. This “open
bus” scenario poses some interesting problems for the 629 system: (1) how to ensure that
no single transmitter dominates the use of the bus, (2) how to ensure that the higher
priority systems have a chance to talk first and (3) how to make the bus compatible with a
variety of systems.

The answer is found in a system called the periodic aperiodic multi-transmitter bus. To
understand this system, study the examples using 3 LRUs (transmitters/receivers) in the
figure (next page). Here each transmitter can use the bus if it meets a certain set of
conditions. First, any transmitter can make only one transmission per terminal interval.
Second, each transmitter is inactive until the terminal gap time for that transmitter has
ended. Third, each transmitter can make only one transmission; then it must wait until
the synchronization gap has occurred before it can make a second transmission.

Terminal interval (or transmit interval)

The terminal interval (TI) is a time period common to all transmitters. The TI begins
immediately after any user starts a transmission. The TI inhibits another transmission from
that same user until after the TI time period. A periodic interval occurs when all users
complete their desired transmission prior to the completion of the TI.

Terminal gap
The terminal gap (TG) is a unique time period for each user. The terminal gap time
determines the priority for user transmissions. Users with a high priority have a short TG.
Users with a lesser need to communicate (lower priority) have a longer TG. No two
terminals can ever have the same terminal gap. The TG priority is flexible and can be
determined through software changes in the receivers/transmitters.

Synchronisation gap
The synchronization gap (SG) is a time period common to all users. This gap can be
thought of as their set signal for the transmitters. Since the synchronization gap is longer
than the terminal gap, the SG will occur on the bus only after each user has had a chance
to transmit. If a user chooses not to transmit for a time equal to or longer than the SG, the
bus is open to all transmitters once again.
Periodic and aperiodic modes

In periodic mode, the LRUs transmit in order of power-up.

In aperiodic mode, the LRUs transmit in order of shortest to longest terminal gap (i.e.
order of priority).

Periodic mode is the normal mode of operation.

Aperiodic mode is a direct result of a discrete event. It is data that is asynchronous and
updated at a non-uniform rate. For example, aperiodic data can be a position report in a
landing gear system.

An example of a periodic mode sequence

In the periodic mode, an LRU transmits once every transmit interval.

 At event 1, all three timers (TI, SG and TG) for LRU1 are complete and LRU 1
starts to transmit a message. LRUs 2 and 3 stop their TGs when LRU1 starts to
transmit.

 At event 2, LRU1 no longer transmits, and LRU2 and 3 start their terminal gap (TG)
timers

 At event 3, the TG timer for LRU3 is complete, however TI continues so

LRU3 does not transmit. The TG timer for LRU2 continues.

 At event 4, the TG timer for LRU2 is complete. All three timers for LRU2 (TI, SG
and TG) are complete so LRU2 starts to transmit a message, while LRU3 waits for
its TI to complete.

 At event 5, LRU2 stops transmission and LRU3 starts its TG timer.

 At event 6, the TG timer for LRU3 completes. For LRU3, all three timers (TI, SG
and TG) are complete and it starts to transmit a message.

 At event 7, LRU3 no longer transmits, and all three LRUs start their SG timers.
 At event 8, all three SG timers are complete and the TG timers start.
 At event 9, the TG for LRU1 completes, TI continues so it does not transmit.
 At event 10, the TG for LRU3 is complete, but the TI continues so it does not
transmit either.
 At event 11 the TG for LRU2 completes, but the TI continues so it does not transmit
either.

 The next one to transmit will be the LRU whose TI ends first. Hence LRU1 will
transmit next. Its TI ends first because it was the first to power-up at start.
Periodic mode
Word format
Any message transmitted by a bus user has a limited time in which it is allowed to be
transmitted. The message transmitted is composed of a maximum of 31 word strings. The
word strings contain a label word and up to 256 data words. Each word is limited to 16 bits
of data, 3 synchronization bits, and a parity bit.

ARINC 629 word format

Other ARINC Protocols
Reference 7, ARINC 419 Digital Data System Compendium, describes a number of digital
transmission system building blocks which were available prior to 1984. It provides a
synopsis of many protocols that predate ARINC 429 such as ARINC 561, 582, 573 and
575.

The reference describes a number of digital transmission systems with varying standards.
Some systems used 32-bit words similar to ARINC 429; some used major frames of four
subframes each consisting of 64, 12-bit words. Still others used 32-bit, rather than 64-bit
words. Some message frames were 24 bits with three subframes of two BCD words.
Some systems did not provide information identifiers; others used 8-bit label codes, and
another depended on time slots for identifying information. Identification of BCD vs BNR
was provided by a flag bit in either the 1st bit or the 4th bit transmitted. A variety of standard
data labels were adopted.

Some electrical interconnections depended on one wire per bit; others used the 6 wire
system described above while others used a shielded 2 wire twisted pair or a coaxial
cable. Either two state, (HI LO), or three state (HI NULL LO) were used. Voltage levels
ranged from 18.5 to 10 for the high state and from (less than) 5 to 1 for the NULL where
used. Digital languages included Gilham code (an example is the altitude encoder for the
ATC Transponder), a bit stream you determined in each individual case, International
Standards Organization (ISO) Alphabet #5, BCD, and BNR. In some case, there was no
error detection or correction, others used bit parity or character parity, or block sequence
check. Bit rate varied from 384 BPS to 12+ KBPS, and there were many other variations
among systems.

The variability of “standards” doesn’t matter where a single user is involved, but is very
important when equipment from different suppliers must interact with each other.
Standardization is beneficial not only to the aircraft integrator, but to the equipment
supplier who can have greater assurance of product acceptability, so long as it is “on
spec”. ARINC 429 is the most widely applied digital data transmission specification for
modern transport aircraft. ARINC 429 draws on the experience of 419 but does not
depend on it.

ARINC 561 / 568

Used for communications and navigation systems. The need for standardized digital data
transmission arose during the development of ARINC 561, “Air Transport Inertial
Navigation System”. ARINC 568 uses the same electrical interface as ARINC 561.

A six-wire system involving 3 pairs of wires, was used in 561. The three pairs served as
“clock”, “sync”, and “data” respectively. Non return to zero (NRZ) was employed, and a
twelve-volt logic level was transmitted for a binary 1. The word length was 32 bits. Bits 32
and 31 contained the SSM, and no parity bit was provided. The remaining fields included
an 8-bit label and 6 BCD fields, five of 4 bits and one of 2 bits. In 1967 the 6-wire system
was adopted as an industry standard.
 ARINC 561 6-wire bit encoding

ARINC 573
Other standards include ARINC 573, a flight data recorder output format. This device
sends a continuous data stream of Harvard Bi-Phase encoded 12-bit words which is
encoded in frames. The data in a frame consists of a snapshot of the many avionics
subsystems on the aircraft. Each frame contains the same data at a different snapshot in
time.

Each frame is broken into four sub-frames. At the start of each sub-frame is a unique sync
word that is used by the receiver to synchronize with the incoming data.

ARINC 573 uses Harvard Bi-Phase encoding.

ARINC 575
ARINC 575 is an older specification very similar to ARINC 429 but now obsolete. It
accommodated the Mark 3 Subsonic Air Data System (DADS) with a single twisted pair of
wires, which has become the standard in ARINC 429. Electrically, ARINC 575 is generally
compatible with low speed ARINC 429. Some variants of 575 use a bit rate that is
significantly slower than ARINC 429 and are not electrically compatible. Also, in some
cases, ARINC 575 words use bit 32 as parity (as does ARINC 429); in other cases, bit 32
is used as data.

ARINC 582
This is an older specification that has many electrical permutations. There are 6-wire
versions (see ARINC 561), 2-wire versions (see ARINC 575) as well as 16-bit, 2-wire
versions.

ARINC 615
Special cases of ARINC 429 compliant systems also exist. ARINC 615 describes a high-
speed data loader to transfer information to and from on board digital systems. It is a
software protocol layered on top of an ARINC 429 physical layer. There are two versions
of the loader. PDL is a portable flight line piece of test equipment and ADL is designed to
fit in commercial aircraft instrument panels. Both equipment are capable of reading and
writing to 3½ inch diskettes and transferring data between the diskettes and a selected
airborne computer. The transfers can occur automatically, or via an ARINC 429 data bus.
Data can be either uploaded or downloaded as desired.

ARINC 636
The ARINC 636 is a fibre optic data bus. One strand of optical fibre per bus. Two strands
of optical fibre provide a primary (PRI) and secondary (SEC) bus.

The ARINC 636 fibre optic data bus connects to many LRUs. LRUs send and receive data
in series on the ARINC 636 fibre optic data bus.

An ARINC 636 LRU/LRM sends and receives data at 100 MBPS on the ARINC 636 data
bus.
ARINC 708
This protocol is specific to airborne weather radar systems. It is used as the output from
the radar to the radar display. The bus uses 2-wires, is simplex, Manchester encoded and
runs at a one-megabit data rate.

It was originally based upon a simple derivative of MIL-STD-1553 technology. The data
words are 1600 bits long which is composed of one, 64-bit status word and 512, 3-bit data
words.

ARINC 717
ARINC 717 supersedes ARINC 573 and is used to perform the same function. It adds a
number of different bit rates and frame sizes. It also provides for an alternate output data
stream that is identical to the primary, Harvard Bi-Phase encoded stream, except that it is
encoded in BPRZ format (the same as ARINC 429).
MIL-STD-1553B
MIL-STD-1553B is primarily a military standard, and therefore will be discussed here only
briefly.

MIL-STD-1553B has evolved since the original publication of MIL-STD-1553 in 1973. The
standard has developed through a 1553A standard issued in April 1975 to the present
1553B standard which was issued in September 1978.

The application of 1553 has been apparent for some time in US military aircraft systems.
The F-16, B-1, F-18 and AV-8B have all used variants. More recently, the UK industry has
used the 1553B standard for the integration of aircraft and helicopter avionic systems and
also for land based and marine systems.

The data bus consists of a twin wire twisted pair along which data are passed though
future applications may utilize a fibre optic transmission medium. The Standard allows for
dual redundant or even quadruplex redundant terminals although for most applications the
dual redundant implementation is sufficient.

Control of the bus is by a bus controller (BC) which is connected to a number of remote
terminals (up to a maximum of 31) via the data bus. Remote terminals (RTs) may be
processors in their own right or may interface with a number of sub-systems (up to a
maximum of 30) with the data bus. Data is transmitted at 1MHz using a self-clocked
Manchester bi-phase digital format. The transmission of data down a screened twisted pair
or fibre optic link, together with a message error detection capability offers a high integrity
digital data link which is highly resistant to message corruption.

Words are formatted as data words, command words or status words. Data words
encompass a 16-bit digital word whereas the command and status words are
compartmented to include various address, sub-address and control functions.

Control of the data transactions on the data bus and the issue of the appropriate command
and status words are carried out by the bus controller; in a practical system there is likely
to be more than one bus controller for redundancy reasons.

The basic layout of a MIL-STD-1533B data bus is shown (next page)

MIL-STD-1553 Tutorial – Part 1

https://youtu.be/SFLR95vYh1s

MIL-STD-1553 Tutorial – Part 2

https://youtu.be/zf9Al7dFfXA

MIL-STD-1553 Tutorial – Part 3

https://youtu.be/5-Y8zGilNHw

MIL-STD-1553 Tutorial – Part 4

https://youtu.be/ovxxCFiKje4
 MIL-STD-1553B architecture

Data rate 1 MHz

Word length 20 bits
Data bits / word 16 bits
Message length Maximum of 32 data words
Transmission technique Half-duplex
Operation Asynchronous
Encoding Manchester II bi-phase
Bus control Single or multiple
Fault tolerance Typically, dual redundant, second bus in “hot
backup” status
Number of remote Maximum of 31
terminals
Transmission media Twisted shielded pair or fibre optic
Coupling Transformer and direct