Adirs CFDS Aids (Ref.)

(A D I R S)
EFIS
ADIRUs FMGC
(3 NOs.)
OTHER
USERS
THE PURPOSE OF THE AIR DATA INERTIAL

REFERENCE SYSTEM (ADIRS) IS TO PROVIDE AIR
DATA AND INERTIAL INFORMATION TO THE EFIS
SYSTEM, THE FMGC AND OTHER USERS.
THS SYSTEM INCLUDES THREE IDENTICAL AIR

DATA AND INERTIAL REFERENCE UNITS (ADIRUs)
ADIRS
THIS IS AN INTEGRATED SYSTEM

FOR THE FUNCTIONS OF
 AIR DATA SYSTEM AND
 INERTIAL REFERENCE SYSTEM
/USPR/ ETS, HYDERABAD 5

AIR DATA
ADIRU
REFERENCE
AIR DATA INERTIAL
ADIRU
REFERENCE REFERENCE
EACH ADIRU COMBINES AN AIR DATA

REFERENCE COMPUTER (ADR) AND A
LASER GYRO INERTIAL REFERENCE
SYSTEM (IR).
AIR DATA INERTIAL
ADIRU
REFERENCE REFERENCE
THE ADR AND IR SYSTEMS OF EACH

ADIRU OPERATE INDEPENDENTLY, AND
FAILURE OF ONE SYSTEM WILL NOT CAUSE
FAILURE OF THE OTHER.
ADR and IR
THE AIR DATA REFERENCE (ADR)
 SUPPLIES BAROMETRIC ALTITUDE,
AIRSPEED, MACH, ANGLE OF ATTACK,
TEMPERAURE AND OVERSPEED WARNINGS.
THE INERTIAL REFERENCE

 SUPPLIES ATTITUDE, FLIGHT PATH VECTOR,
TRACK, HEADING, ACCELERATIONS,
ANGULAR RATES, GROUND SPEED AND
AIRCRAFT POSITION
 ADIRS IS CONFINED TO ARINC 738
SPECIFICATIONS
ADIR UNITS (3 NOs.)
AND ADMs (8 NOs.)
FR 21
(AVIONICS
COMPARTMENT
FLOOR)
SENSORS
THE SENSORS ARE LOCATED IN THE FORWAD FUSELAGE
OUTSIDE THE AIRCRAFT.
SENSORS CAPTAIN F/O STBY TOTAL
PITOT 1 1 1 3
STATIC 2 2 2 6
ANGLE 1 1 1 3
OF
ATTACK
TOTAL 1 1 ___ 2
AIR
TEMP.

PITOT PROBE STATIC PORTS
AOA PROBE
TAT PROBE

F/O AOA probe
(RHS)
ANGLE OF
ATTACK
PROBES
CAPT AOA probe
(LHS)
STBY AOA probe
(LHS)
CAPT AND FO STATIC PORTS
(BOTH SIDES)
STATIC
PORTS
STBY STATIC PORTS
(BOTH SIDES)
STBY STATIC
PORTS
STBY PITOT
(LHS) PITOT
PROBES
CAPT PITOT F/O PITOT

(LHS) (RHS)
TAT PROBES
F/O TAT PROBE CAPT TAT PROBE

COMPONENTS
ADIRU 1,2 &3 FR 21 AVIONICS COMPT. FLOOR
ADMs (8 Nos.) CLOSER TO SENSORS
ADIRS CDU COCKPIT OVERHEAD PANEL
SIGNAL SWITHING UNIT COCKPIT PEDESTAL (8 VU)
PFD, ND and ECAMS MAIN INSTRUMENT PANELS
STBY AIRSPEED INDI. 401 VU
STBY ALTIMETER 401 VU
VOR / DME RMI 401 VU
ADF RMI 401 VU
BARO SELECTORS(2 Nos) GLARE SHIELD PANEL

401 VU

THE THREE ADIRUs ARE
CONTROLLED THROUGH THE
ADIRS PANEL LOCATED ON
THE OVERHEAD PANEL.

SYSTEM DESCRIPTION
CAPT. MAIN INST. F / O MAIN INST.
HONEYWELL HG 1150 AC
FMGC
INERTIAL REFERENCE USERS
PROCESSING (IR) OF IR
INFO
DISCRETS
AC POWER
CDU PWR DC SUPPLY
ADIRS USERS
AIR DATA REFERENCE (ADR) OF
CDU
ADR
DISCRETES INFO.
ADM POWER
ADM ADM ADM
L STATIC R STATIC PITOT AOA TOT
PITOT USES
3 ADMS AND
STATIC USES
5 ADMS
ADIRU 3
RECEIVES
STATIC
PRESSURE
INFORMATION
THROUGH
ONLY ONE
/USPR/ ETS, HYDERABAD ADM
26
STATIC PORTS AND PITOT PROBES
STATIC PORTS ARE CONNECTED TO ADIRUs
THROUGH 5 ADMS.
THERE ARE TWO STATIC PORTS ON EACH SIDE

OF THE FUSELAGE, CONNECTED TOGETHER.
PITOT PROBES ARE CONNECTED TO ADIRS

THROUGH 3 ADMS.
ADIRU 3 RECEIVES STATIC PRESSURE

THROUGH ONLY ONE ADM.
STATIC PORTS AND PITOT PROBES ARE

HEATED WITH 28 VDC ELECTRIC HEATER.
PITOT PROBE

STATIC PORTS
ANGLE OF ATTACK SENSORS
ANGLE OF ATTACK SENSORS 1 & 3 ARE LOCATED IN LHS
FUSELAGE AND SENSOR 2 IS LOCATED IN RHS FUSELAGE.
EACH SENSOR IS LINKED TO THE RESPECTIVE ADIRU.
AOA SENSOR IS WIND WANE TYPE WHICH IS POSITIONED IN

THE DIRECTION OF AIRFLOW AND EACH SENSOR GIVES 3
RESOLVER OUTPUTS.
SENSORS ARE ELECTRICALLY HEATED.
ACCURACY OF THE SENSORS AT 100 KNOTS IS + OR - .3

DEGREES AND THE RANGE OF OPERATION OF THE SENSOR IS +
OR – 60 DEGREES.
AOA PROBE

TAT SENSORS
THERE ARE TWO SENSORS LOCATED, ONE ON EACH SIDE OF THE
FUSELAGE.
TAT SENSOR 1 IS CONNECTED TO ADIRU 1 AND 3 AND TAT

SENSOR 2 IS CONNECTED TO ADIRU 2.
THE TAT SENSORS GIVE TWO ANALOG OUTPUTS PROPORTIONAL

TO TEMPERATURE.
THE TAT SENSORS ARE ELECTERICALLY HEATED FOR ANTI

ICING.
THE TAT SENOSR IS VARIABLE RESISTANCE TYPE SENSOR

WHICH GIVES 500 OHMS RESISTENCE AT 0 DEGREE
CENTIGRADE.

TAT PROBE

AIR DATA MODULE (ADM)
ADMs ARE MOUNTED NEAR AND ABOVE THE
LEVEL OF PITOT PROBES AND STATIC PORTS.
THEY CONVERT PITOT AND STATIC

PNEUMATIC INFORMATION INTO
CORRESPONDING DIGITAL SIGNALS.
THERE ARE TOTALLY 8 ADMs AND ALL ARE

SIMILAR AND INTERCHANGEABLE.
THE ADMs PNEUMATIC PLUMBING IS

INSTALLED SUCH A WAY THAT THE SYSTEM IS
SELF DRAINING ON GROUND WHEN AIRCRAFT
IS STATIONARY.
AIR
DATA
MODULE
EXT. TEST EQUIP.
OUTPUTS:
TOTAL PR.
STATIC PR. L
STATIC PR. R
STATIC PR. AV.
DISC. WORDS
EQUIP ID
SOFT. ID

MODES OF OPERATION
THERE ARE THREE MODES OF
OPERATION OF ADM. THEY ARE:
 INITIALISATION
 NORMAL OPERATION and
 MEMORY ACCESS / CALIBRATION

ADR PROCESSING

ADR SOFTWARE
THE SOFTWARE IN ADR IS DIVIDED INTO TWO ELEMENTS.
THEY ARE:
 OPERATIONAL SOFTWARE and

 BACKGROUND SOFTWARE
OPERATIONAL SOFTWARE PERFORMS FIVE BASIC

COMPUTATIONS WHICH CALCULATES THE AIR DATA
PARAMETERS. THEY ARE:
 PRESSURE ALTITUDE FUNCTIONS (ALT. AND ALT. RATE)

 MACH NUMBER CALCULATION
 AIRSPEED CALCULATION (CAS / TAS)
 TEMPERATURE CALCULATION (SAT / TAT) and
 OUTPUT SIGNAL PROCESSING

THE CORRECTIONS PERFORMED
DIFFERENT CORRECTIONS ARE PERFORMED IN
THE OPERATIONAL SOFTWARE ITSELF. THEY
ARE:
 BARO CORRECTION
 ANGLE OF ATTACK CORRECTION
 SIDE SLIP CORRECTION
 STATIC SOURCE ERROR CORRECTION and
 VMO / MMO CORRECTIONS

BACKGROUND SOFTWARE
SYSTEM TESTS ARE CONDUCTED BY THE BACKGROUND SOFTWARE. THEY
ARE:
 CONTINOUS IN FLIGHT MONITORING and

 MANUAL TESTING
DURING NORMAL OPERATRION, FAULTS IN THE ADR ARE STORED IN NVM

AND SENT TO CFDS.
IN FLIGHT MONITORING MONITORS, THE INTEGRITY OF INPUT SIGNAL,

OUTPUT SIGNAL, MEMORY AND COMPUTATION.
THE BACKGROUND SOFTWARE PERFORMS THE BITE FUNCTIONS IN THE

BACKGROUND DURING NORMAL OPERATRION INCLUDING DURING POWER
UP.
AIR DATA PRESENTATION IN PFD

ADR DATA PRESENTATION IN ND

AIR DATA PRESENTATION IN SD

AIR SPEED AND MACH NUMBER INDICATIONS
.780
MACH NUMBER
(ONLY IF M > 0.5)
DURING NORMAL OPERATION:
ADR 1 GIVES DATA TO PFD 1 AND ND 1
ADR 2 GIVES DATA TO PFD 2 AND ND 2

FLAGS RELATED TO SPEED AND MACH INDICATION
MACH
ALTITUDE INDICATIONS

NEGATIVE ALTITUDE
INDICATION
MAX. -1500 FEET
N
E 15 00
G

FLAGS RELATED TO ALTITUDE
INDICATION
C
H
E
C
K
A
L
T
IF QNH / QFE IS SELECTED, THEN ALT.

DIFF. 250 FEET AND IF STD. IS SELECTED
ALT DIFF. OF 500 FEET
MC+SC+MESSAGE

NORMALLY
INERTIAL AND
DEGRADED MODE
BARO
VERTICAL SPEED INDICATION

FLAG RELATED TO VERTICAL SPEED INDICATION

TRUE AIR SPEED INDICATION

TRUE AIR SPEED DASHED INDICATION IN ND
DASHED IF
TAS IS < 100
KNOTS

PERMANENT DATA IN SD

FLAGGED INDICATION FOR TAT
AND SAT IN SD
XX C
XX C

INERTIAL REFERENCE (IR)
IT IS A STRAP DOWN SYSTEM WITHOUT ANY
MOVING PARTS.(LASER GYRO IS USED)
THE IR IS THE MAIN SOURECE FOR ALTITUDE

AND MAGNETIC HEADING REFERENCE.
NAVIGATIONAL DATA FOR THE DISPLAY AND

USER SYSTEMS ARE ALSO GENERATED.
THE RECOPY HDG SIGNAL IS GIVEN TO VOR

DME RMI AND ADF RMI.

IR SOFTWARE
THE SOFTWARE OPERATES IN THE FOLLOWING MODES
TO PERFORM THE IR FUNCTIONS
 NAVIGATION MODE
 ALIGNMENT MODE and
 ATTITUDE MODE
THE FUNCTIONS OF SOFTWARE ARE:
GYRO ATTITUDE COMPUTE

INPUTS INTEGRATION OUTPUTS RAW OUTPUT TO
I/O PROCESSOR
LAT. & LONG. FROM
FMGC OR SET IN CDU
ACCEL. VELOCITY POSITION

INPUTS INTEGRATION INTEGRATION
ALT., ALT RATE, TAS

REAL TIME BUILT IN
FROM ADR
EXECUTIVE TEST

IR INFORMATION PROCESSING

ATTITUDE INDICATIONS

ATTITUDE INDICATION
PICH SCALE, ROLL SCALE AND

SIDE SLIP INDICATION

FLAGGED ATTITUDE DISPLAY

CHECK ATTITUDE DISPLAY
CHECK ATT

HEADING
INDICATIONS
TRUE
TRUE YELLOW
LINE
TRACK
DIAMOND
HEADING INDICATIONS IN ND
HEADING DIAL
IS ROTATED
(SIMULATED)

CHECK HEADING DISPLAY IN PFD
CHECK HDG

CHECK HEADING INDICATIONS IN ND
CHECK HDG

FLAGGED HEADING DISPLAY IN PFD

FLAGGED HEADING DISPLAY IN ND

GROUND SPEED AND WIND DATA DISPLAY
GROUND SPEED
WIND ORIGIN AND FORCE
WIND DIRECTION

RECOPY SIGNAL
THE RED HDG FLAG IS

DISPLAYED WHEN
THE HEADING SIGNAL
FROM ADIRS IS NOT VALID
MALFUNCTION OF
HEADING INDICATOR
THE POWER SUPPLY
FAILURE

EXCESS MOTION IF > 0.5 FEET / SECOND
MODES OF OPERATION OF ADIRU
ADIRU HAS THREE BASIC MODES OF
OPERATION. THEY ARE :
 OFF MODE
 NAVIGATION MODE AND
 ATTITUDE MODE (A REVERSIONARY

MODE)
THERE ARE TRANSITORY SUB MODES

AVAILABLE IN THE MAIN MODES.
IR
ALIGNMENT

IR ALIGNMENT
(PRESENT POSITION ENTRY)

THE ALIGNMENT PROCESS HAS NOW STARTED. THE ON
BAT LIGHT ILLUMINATES AMBER FOR A FEW SECONDS, AS
A TEST OF THE BATTERY CIRCUIT, AND THE WHITE ALIGN
LIGHTS ILLUMINATE TO INDICATE THAT ALIGNMENT IS IN
PROGRESS. /USPR/ ETS, HYDERABAD 83
ALMOST IMMEDIATELY AIR DATA INFORMATION IS SHOWN ON BOTH
PFD.
ON THE ECAM MEMO, THE MESSAGE ‘IRS IN ALIGN’ GREATER THAN

SEVEN MINUTES APPEARS. THIS MESSAGE TELLS THAT THE ALIGNMENT
PROCESS HAS BEGUN. IT TAKES APPROXIMATELY 10 MINUTES FOR A
FULL ALIGNMENT BUT THE ECAM WILL ONLY COUNT DOWN FROM 7
MINUTES.
AFTER APPROXIMATELY 40 SECONDS
ATTITUDE INFORMATION IS DISPLAYED
ON BOTH PFD.

AFTER A TIME DELAY OF 5 MINUTES
 THE HDG WARNING FLAGS IN NDs GO OUT

OF VIEW AND THE HEADING DIAL COMES
IN VIEW.
AFTER A DELAY OF ABOUT 10 MINUTES,
 THE ALIGN LEGEND IN THE CDU GOES OFF
 THE UECAM MEMO DISPLAY SHOWS IRS

ALIN 1 MN AND THE DISPLAY GOES OUT OF
VIEW
RESIDUAL GROUND SPEED
ERROR CHECK
THE RESIDUAL GROUND SPEED OF EACH IR IS
DETERMINED AT THE END OF FLIGHT WHEN
THE AIRCRAFT HAS COME TO A COMPLETE
STOP.
CHECK OF RGS CAN BE DONE AT
 ON CAPT (IR1) AND FO(IR2) NAVIGATION DISPLAYS

(IR3 CAN BE CHECKED BY MOVING THE TRANSFER
SWITCH APPROPRIATELY)
 CDU, BY SETTING THE DATA DISPLAY SWITCH TO

TK/GS AND SYSTEM DISPLAY SWITCH AT 1,2 OR 3
POSITION
OBSERVATION OF RESIDUAL
GROUND SPEED

OBSERVATION OF RESIDUAL
GROUND SPEED

THE LIMITS
THE RGS VALUES NOTED ARE COMPARED
WITH THE FOLLOWING LIMITS
 IF THE RGS IS LESS THAN 15 KNOTS, IT IS

PERMITTED.
 IF THE RGS IS 15 KNOTS OR MORE AFTER TWO

CONSECUTIVE FLIGHTS, ADIRU IS TO BE
REPLACED.
 IF THE RGS IS 21 KNOTS OR MORE, AT THE END

OF ANY FLIGHT, ADIRU IS TO BE REPLACED.
DATA KEY
IS TO
PRESSED
FROM
MCDU FOR
DATA
INDEX
PAGE.

DRIFT CHECK OF IRS
PERFORMANCE
IN THE POSITION MONITOR PAGE OF MCDU,
THE DEVIATION (IN NAUTICAL MILES) OF
EACH IRS POSITION FROM THE ONSIDE FMGC
POSITION IS DISPLAYED.
THE POSITION MONITOR PAGE CAN BE

ARRIVED BY PRESSING DATA KEY IN MCDU
AND THEN PRESSING POSITION MONITOR
LINE KEY (5R)
THE NOTED VALUES ARE COMPARED WITH

THE CHART FOR ANALYSING THE
PERFORMANCE.
NAV. TIME/USPR/
IS OBTAINED FROM THE FLIGHT LOG
ETS, HYDERABAD 94
ADIRU 1 ADIRU 3 ADIRU 2
IN THE EFIS SYSTEM ADIRU 1

SUPPLIES THE CAPTAIN’S EFIS,
AND ADIRU 2 SUPPLIES THE
FIRST OFFICER’S EFIS.
ADIRS CONTROL PANEL
SYS SELECTOR KNOB
DISPLAYS
DATA
SELECTOR
KNOB
KEYBOARD
ON BAT LIGHT
ADIRS CONTROL PANEL
SYS SELECTOR KNOB
OFF : DISPLAY OFF. ADIRS IS STILL ON IF THE ASSOCIATED IR

ROTARY MODE SELECTOR IS NOT IN OFF
1-2-3 : SYSTEM SELECTED FOR DATA DISPLAY

ADIRS CONTROL PANEL
DATA SELECTOR
KNOB
SELECTS THE INFORMATION TO BE

DISPLAYED IN THE DISPLAY :
WIND TRUE WIND

DIRECTION AND SPEED
PPOS PRESENT LATITUDE AND

LONGITUDE
HDG TRUE HEADING AND

MINUTES REMAINING BEFORE
ALIGNMENT IS COMPLETE
STS STATUS AND

INFORMATION FOR ABNORMAL
SITUATIONS
TK/GS TRUE TRACK AND GROUND

SPEED
TEST TESTS THE DISPLAY (ALL

SEGMENTS ON AND ENT AND CLR PB ON)
THE ACTION CODES CORRESPONDING
TO MAINTENANCE MESSAGES
ADIRS CONTROL PANEL
ON BAT LIGHT
THE ON BAT LIGHT ILLUMINATES TO INFORM THAT THE ADIRU

SYSTEM IS BEING POWERED BY AIRCRAFT BATTERY ONLY.
THE LIGHT ALSO ILLUMINATES FOR A FEW SECONDS AT THE
BEGINNING OF A FULL ALIGNMENT AS A TEST OF THE BATTERY
CIRCUIT.
ADIRS CONTROL PANEL
KEYBOARD
CAN BE USED FOR

DATA ENTRY SUCH
AS PRESENT
POSITION OR
HEADING IN ATT
MODE.
ADIRS CONTROL PANEL DISPLAYS
PRESENTS THE DATA

CORRESPONDING TO
THE DATA SELECTOR
KNOB AND SYS
SELECTOR KNOB
POSITIONS.
ADIRS CONTROL PANEL
IR LIGHTS
IR MODE ROTARY
SELECTOR
ADR PB SW
ADIRS CONTROL PANEL
IR LIGHTS
STEADY WHEN A FAULT HAS BEEN DETECTED.

FLASHING IF ATTITUDE AND HEADING
INFORMATION MAY BE RECOVERED IN ATT
MODE.
STEADY WHEN THE IR IS ALIGNING.

FLASHING IF IR ALIGNMENT FAULT OR
DIFFERENCE BETWEEN POSITION AT SHUT
DOWN AND ENTERED POSITION EXCEEDS 1 O OF
LATITUDE OR LONGITUDE. OR NO PRESENT
POSITION ENTERED EVEN AFTER 10 MINUTES.
EXTINGUISHED WHEN IR ALIGNED OR NOT

SUPPLIED.
ADIRS CONTROL PANEL
ADR PB SW
AIR DATA REFERENCE FAULTY.
AIR DATA OUTPUT DISCONNECTED.

ADIRS CONTROL PANEL
IR MODE ROTARY
SELECTOR
OFF ADIRU NOT ENERGIZED.

NO DATA AVAILABLE.
NAV NORMAL POSITION. SUPPLIES FULL

INERTIAL DATA.
ATT IR SUPPLIES ONLY ATTITUDE AND HEADING

INFORMATION. (IN CASE OF LOSS OF
NAVIGATION CAPABILITY)
ADIRS POWER SUPPLY
THE INPUT POWER REQUIRED FOR THE ADIRS IS 115 V AC AND 26 V AC, 28 V DC (BACK UP)
ADR & IR FUNCTIONS REQUIRE II5VAC & AOA RESOLVER REQUIRES 26 V AC.
28 V DC BACK UP FROM THE TWO AIRCRAFT BATTERIES IS AUTOMATICALLY USED WHEN PRIMARY POWER IS
NOT AVAILABLE.
AT THE BEGINNING OF EACH POWER UP, THE ADIRU CHECKS BOTH PRIMARY AND BACK UP POWER. THE
FAILURE IS REPORTED AS CRITICAL FAILURE.
ADIRU 1 801 XPA AC ESS SHED BUS
431 XPA
701 PP HOT BUS 1
ADIRU 2 204 XPC AC NORMAL BUS
231 XPA
702 PP HOT BUS 2 (FOR 5 MIUNUTES) *
ADIRU 3 101 XPC AC NORMAL BUS
131 XPA
701 PP HOT BUS 1 (FOR CAPT 3 POS.)
(5MIN WHEN NORM OR 3 POS.) *
AIRDATA HDG ATTITUDE SWITCHING: 01 PP DC ESS BUS
CDU 28 V DC FROM THE 3 ADIRUs &
AND HOT BUS
ADM FROM ADIRUs (13.5 V DC)

ADIRS ON BATTERY
IF THE AIRCRAFT IS ON GROUND
(SIGNALLED BY LGCIU 1) AND AT LEAST
ONE ADIRU IS SUPPLIED BY AIRCRAFT
BATTERIES, THEN
 AN EXTERNAL HORN SOUNDS
 ADIRU & AVNCS VENT LIGHT COMES ON

BLUE ON THE EXTERNAL POWER PANEL
AND
 ON BAT LIGHT COMES ON AMBER IN ADIRS

CDU IN COCKPIT.

CFDS
• THE OBJECTIVE OF CFDS IS TO PROVIDE
WITH ECONOMIC, EFFICIENT AND EASY TO
USE MEANS OF AIRCRAFT MAINTENANCE.
• CFDS IS THE MAN / MACHINE INTERFACE

FOR MAINTENANCE AND ALL THE THREE
LEVELS OF MAINTENANCE PRACTICES ARE
POSSIBLE VIZ.
– LINE MAINTENANCE LEVEL

– HANGAR LEVEL and
– WORKSHOP LEVEL

ADVANTAGES OF C F D S
• THE OBJECTIVES OF CFDS ARE:
– CENTRALISATION
– STANDARDISATION and
– SIMPLIFICATION
PARAMETERS PREVIOUS GEN. A/C A 320

ACESS TO MAINT. VARIOUS LOCATIONS SINGLE LOCATION
DATA (AVIONICS COMPART, (COCKPIT – MCDU)
COCKPIT etc.)
TYPES OF MAGENTIC INDICATORS ALPHANUMERIC
DISPLAY LIGHT EMITING DIODES DISPLAY IN MCDU
ALPHA NUMERIC DISP.
OPERATING VARIES FROM SYSTEM TO STANDARDISED
PROCEDURE SYSTEM THROUGH MCDU MENU
INTERPRETATION SPECIFIC TO EACH PLAIN ENGLISH (EASY)
VENDOR (DIFFICULT)

ADVANTAGES
• REDUCTION OF THE DURATION OF MAINTENANCE TIME
• REDUCTION FOR THE MAINTENANCE CREW TRAINING

TIME
• SIMPLIFICATION OF TECHNICAL DOCUMENTATION
• STANDARDISATION OF EQUIPMENT
• REDUCED WEIGHT
• BLANK COMPUTER FRONT FACES
• NO MAINTENANCE PANEL IN COCKPIT and
• MESSAGES IN PLAIN ENGLISH

DISPLAYING FAULTS AND
INITIATING TESTS
• THE CFDS PROVIDES A CENTRAL MEANS
TO DISPLAY OR INTERROGATE THE BITES
OF VARIOUS ELECTRONIC SYSTEMS AND
TO INITIATE TESTS FROM MCDUs
LOCATED IN THE COCKPIT.
• THE INTELLIGENCE REQUIRED FOR

DETECTING THE FAILURES, PROCESSING
THE CORRESPONDING MAINTENANCE
DATA AND FORMATING THE FAILURE
MESSAGES TO BE DISPLAYED ON THE
MCDUs IS INCLUDED IN EACH AVIONICS
SYSTEM’S BITE.
1 2
4
3
87 VU

COMPONENTS AND THEIR
LOCATION
• CFDIU 87 VU
• MCDU 1 & 2 8 VU (PEDESTAL)
• PRINTER 11 VU -do-
• BITES IN ALL
ELECTRONIC
COMPUTERS

CFDIU
• THE CENTRALISED FAULT DISPLAY
INTERFACE UNIT IS A COMPUTER
USED AS AN INTERFACE BETWEEN
THE BITE OF ALL THE AIRCRAFT

SYSTEMS
AND
THE MCDU (MULTI PURPOSE

CONTROL AND DISPLAY UNIT)
MCDU
• THE MULTI PURPOSE CONTROL AND
DISPLAY UNITS ARE CONNECTED
TO THE CFDIU, AND ENABLE
INFORMATION EXCHANGE WITH
THE CFDIU OR WITH THE BITE OF
THE AIRCRAFT SYSTEMS (THROUGH
CFDIU).
• THEY ALSO ENABLE FAILURE

MESSAGES TO BE DISPLAYED AND
TESTS TO BE INITIATED.

BITE
• THE BUILT IN TEST EQUIPMENTS
ARE ELECTRONIC CIRCUITS,
INCLUDED IN EACH COMPUTER IN
AIRCRAFT.
• IT DETECTS AND MEMORISES THE

SYSTEM FAILURES.
• IT ALSO CONDUCTS SYSTEM TESTS

IF INITIATED BY THE USER.

PRINTER
• THE PRINTER IS DESIGNED TO PRINT
THE HARD COPY OF THE REPORTS FROM
CFDIU.
• THE ARINC COMMUNICATION

ADDRESSING AND REPORTING
SYSTEM (ACARS) IS AN OPTIONAL
SYSTEM WHICH CAN BE CONNETED
TO CFDIU TO SEND FAILURE
INFORMATION TO GROUND
STATION.

CFDIU
B I TE
• ALL ELECTRONIC AND ELECTRICAL
SYSTEMS HAVE BUILT IN BITE.
• BITE REACTS TO ANY FAILURE AFFECTING

THE OPERATION WHETHER INTERNAL OR
EXTENAL TO THE SYSTEM.
• BITE IS BOTH HARDWARE AND

SOFTWARE LOCATED INSIDE THE
ELCTRICAL AND ELECTRONIC SYSTEMS.
• BITE DETECTS, PROCESSES, STORES AND

TRANSMITS THE FAILURE OF SYSTEM
OUTSIDE THE COMPUTER IN THE FORM OF
MESSAGES.
BITE
• FOR COMPLEX SYSTEMS, THE BITE OF ONE OF THE COMPUTERS,
PLAYS THE ROLE OF THE SYSTEM BITE.
• THIS BITE COLLECTS THE MAINTENANCE DATA FROM OTHER

COMPUTERS AND ACTS LIKE A SYSTEM BITE AND INTERFACED
WITH CFDIU.
• BITE IS CAPABLE OF MEMORISING THE FAILURES OVER A

PERIOD OF TIME OR DURING SEVERAL FLIGHTS DEPENDING
UPON THE SYSTEM.
• THE FAILURE DATA MEMORISED DURING FLIGHT ARE NOT

AFFECTED BY GROUND MAINTENANCE ACTIONS. THEY ARE
STORED SEPERATELY.
• BITS TRANSMIT FAILURE MEASSAGES IN THE OUTPUT IN REAL

TIME. (NO MEMORISATION OF TIME OF OCCURANCE OF FAULT)

DECENTRALISED INTELLIGENCE
AND CENTRALISED CONTROL
CFDS DOES AND DISPLAY
NOT
PERFORM
ANY
PROCESSING DETECTION MEMORISATION
AND DOES
NOT MODIFY PROCESS TRANSMISSION
THE
DIAGNOSIS
BITE
BY THE BITE
TEST COMMAND DISPLAY

MEMORISATION
CFDS

DETECTION AND PROCESSING
• THE DETECTION OF FAILURES IS ONE OF
THE MAIN FUNCTIONS OF THE BITE
SYSTEM.
• THE DETECTION IS PERFORMED IN EACH

AIRCRAFT SYSTEM AND THE BITE REACTS
TO ANY INTERNAL OR EXTERNAL
FAILURES, AFFECTING THE OPERATION
OF THE SYSTEM.
• PROCESSING MEANS, VALIDITY TESTING,

CONFIRMATION OF INTERMITTANT
FAILURES FORMAT CHANGING etc.

MEMORISATION AND
TRANSMISSION
• FAILURE DATA ARE MEMORISED IN

BOTH THE AIRCRAFT SYSTEM BITE
AND IN CFDIU.
• THE BITE OF EACH AIRCRAFT

SYSTEM, CONTINOUSLY TRANSMITS,
FAILURE DATA TO THE CFDIU.

DISPLAY AND TESTING
• ALL THE FAILURE DATA ARE DISPLAYED
ON THE CFDS IN EITHER CLEAR
LANGUAGE OR IN CODED FORM.
• ON REQUEST BY THE USER, THE CFDIU

SENDS COMMAND ORDERS TO THE
AIRCRAFT SYSTEM BITE IN ORDER TO
INITIALISE TEST SEQUENCES.
• IN SOME OF THE SYSTEMS, AN

INTERACTIVE DIALOGUE IS INITIATED
WITH THE BITE DURING TEST.

DIFFERENT TYPES OF SYSTEMS
• SYSTEMS HAVE BEEN DIVIDED INTO THREE CATEGORIES
IN ORDER TO LIMIT THE COMPLEXITY.
• THE DIVISION HAS BEEN DONE ACCORDING TO THE

MODE OF INTERFACE OF BITES WITH THE CFDIU.
• THE INTERFACE IS DONE EITHER WITH ARINC 429

BUSES OR DISCRETE BUSES OR BOTH.
• THE CLASSIFICATION OF DIFFERENT SYSTEMS ARE:
– TYPE I SYSTEMS
– TYPE II SYSTEMS and
– TYPE III SYSTEMS
SYSTEMS CLSSIFICATION
TYPE I SYSTEMS
SINGLE B TYPE II SYSTEM

I
COMPUTER
T B
E I
T
C E
MULTI
A
B
F
COMPUTER C I
T
SYSTEM
B
E D B
I
T
I E
DUPLICATED
SUB SYS 1
SYSTEM BITE
U TYPE III SYSTEM
SUB SYS 2 BITE

TYPE I SYSTEMS
• TYPE I SYSTEMS ARE CONNECTED TO THE CFDIU VIA AN
ARINC 429 INPUT BUS AND HAS AN ARINC 429 OUTPUT BUS.
• TYPE I SYSTEMS ARE FURTHER DIVIDED INTO:

– SINGLE COMPUTER SYSTEMS
– MULTI COMPUTER SYSTEMS and
– DUPLICATED COMPUTERS SYSTEMS
• THESE SYSTEMS CAN MEMORISE FAILURE DATA OF 64

FLIGHTS.
• MOST OF THE SYSTEMS ARE PROVIDED WITH THIS TYPE OF

INTERFACE.
• THESE SYSTEMS ENABLE PERMANENT TRANSMISSION TO THE

CFDIU OF MAINTENANCE MESSAGES GENERATED AND AN
OPERATOR CAN ENTER INTO AN INTERACTIVE DIALOGUE
WITH THE BITE DURING TESTING, ON GROUND.
TYPE I SYSTEMS
CLASSIFICATION
• SINGLE COMPUTER
THIS TYPE OF SYSTEMS HAVE ONLY ONE COMPUTER
INTERFACED WITH THE CFDIU IN TYPE I
FASHION.
• MULTI COMPUTER SYSTEM

ONE OF THE COMPUTERS IN THE SYSTEM
CONCENTRATES MAINTENANCE DATA FROM
DIFFERENT COMPUTERS’ BITES AND PROVIDES
THE LINK WITH THE CFDIU.
• DUPLICATED SYSTEM
A DUPLICATED SYSTEM INCLUDES TWO DIFFERENT
SUB SYSTEMS IN THE SAME COMPUTER.
TYPE II SYSTEMS
• THESE SYSTEMS HAVE AN INTERFACE OF ARINC
429 OUTPUT BUS TO THE CFDIU AND HAS AN
INPUT OF DISCRETE LINES FROM CFDIU.
• THESE SYSTEMS TRANSMIT IN THEIR OUTPUT

LINES, THE MAINTENANCE MESSAGES
GENERATED BY THE SYSTEM BITES.
• THROUGH THE INPUT DISCRETE LINES, THE

OPERATOR CAN INITIATE TESTS ON GROUND AND
OBTAIN THE RESULT IN THE OUTPUT ARINC 429
BUS.
• THESE SYSTEM BITES CAN NOT MEMORISE DATA

BEYOND PREVIOUS FLIGHT.

TYPE III SYSTEMS
• THESE SYSTEMS ARE CHARACTERISED BY AN INPUT /
OUTPUT INTERFACE WITH THE CFDIU OF THE
DISCRETE / DISCRETE TYPE.
• THESE SYSTEMS TRANSMIT ONLY THE OPERATING

STATUS AS OK OR NOT OK IN THE OUTPUT DISCRETE
LINE.
• ON GROUND, THE OPERATOR CAN INITIATE THE TEST

THROUGH THE INPUT DISCRETE LINE.
• CFDIU CODES THE CORRESPONDING MAINTENANCE

MESSAGE IN PLAIN ENGLISH.
• THERE IS NO MEMORY ASSOCIATED WITH TPYE III

SYSTEM BITE.
FLIGHT / GROUND
CONDITIONS
• INFORMATION CONCERNING DETECTED
FAILURES IS CLASSIFIED ACCORDING TO
FLIGHT / GROUND CONDITIONS AND
STORED IN SEPARATE MEMORY
LOCATIONS.
• FAULTS DETECTED ON GROUND MAY BE

DUE TO MAINTENANCE ACTIONS ON THE
AIRCRAFT AND THEREFORE ARE NOT TO
BE TAKEN INTO ACCOUNT. (e.g. LOSS OF
SYSTEM BECAUSE CB IS OPEN etc.)

FLIGHT / GROUND
CONDITIONS
1 ST ENG.
START + 3
MINUTES
TAKE OFF
TOUCH
DOWN
80 KTS + 30
SECONDS
TYPE G FLIGHT
N G
1&3 N
D D
G
TYPE N GND FLIGHT G G
2 D N N
D D

TYPE I BITE MEMORY MAP
ZONE 4 FOR TEST BENCH ONLY (SHOP USE)
TROUBLE FAULT DATA OF LAST

ZONE 2 SHOOTING DATA CODED 64 FLIGHTS (MAX. 30 )
INFORMATION
FORM TRANSMITTED ON THE
OUTPUT BUS ON
FAILURES OCCURRED GROUND ONLY ON
ON GROUND REQUEST
GROUND
ZONE 3 TROUBLE
SHOOTING CLEAR
LANGUAGE FAILURES DETECTED
ON GROUND
ZONE 5 CLASS3 FAILURES

IDENTIFICATION (MAX 10)
OF FAILED
EQUIPMENT
ZONE 1 FAILURE OF LAST 63
FLIGHTS
MAX 30 FAILURES
INFORMATION
FAILURE OF LAST OR TRANSMITTED ON THE
TYPE II BITE MEMORY MAP
ZONE 1 FAILURES DETECTED DURING INFORMATION

LAST FLIGHT OR PRESENT TRANSMITTED
CLEAR FLIGHT (INFORMATION IS ON OUTPUT BUS
TRANSMITTED IN FLT AND ON
LANGU. GND)
ZONE 3 FAILURES DETECTED ON

GROUND (INFORMATION IS
TRANSMITTED ON GND ONLY)
ZONE 2 CODED TROUBLE SHOOTING DATA

INFO.
ZONE 4 SHOP USE ONLY
FUNCTIONS OF CFDIU
• CFDIU IS THE COMPUTER THAT IS USED AS AN INTERFACE BETWEEN
AIRCRAFT SYSTEMS BITE AND MCDUs.
• IT COMPLETS, CORRELATES, MEMORISES AND PRESENTS THE MESSAGES

RECEIVED FROM THE BITES.
• IT MEMORISES IN REAL TIME (WITHIN A FEW SECONDS), THE

MAINTENANCE MESSAGES and THE ECAM WARNINGS RECEIVED FROM THE
BITES ALONG WITH THE FLIGHT PHASE AND THE OCCURANCE TIME OF
THE FAULT IN GMT. (HOUR AND MINUTES)
• IT CORRELATES EACH INTERNAL FAULT MEMORISED, WITH ALL EXTERNAL

FAULTS WHICH MAY BE THE CONSEQUENCE OF INTERNAL FAULT.
• IT ESTABLISHES THE FAULT HISTORY OF 64 FLIGHTS, GIVING THE FLIGHT

NUMBER AND DATE OF EACH FLIGHT.
• IT MANAGES THE MEMORISED INFORMATION TO GENERATE REPORTS ON

MCDUs.
MODES OF OPERATION
• CFDS OPERATES IN TWO MAIN MODES. THEY ARE:
• NORMAL MODE (or REPORTING MODE) and

• MENU MODE (or INTERACTIVE MODE)
• IN NORMAL MODE, THE CFDIU CONTINOUSLY

RECORDS THE FAILURE INFORMATION SENT BY
THE DIFFERENT SYSTEMS IN FLIGHT AND ON
GROUND.
• IN MENU MODE, AN INTERACTIVE DIALOGUE CAN

BE MADE WITH ONE SYSTEM AT A TIME IN ORDER
TO RETRIVE TROUBLESHOOTING DATA OR
INITITAE TESTS.
• THIS MODE IS OPERATIONAL ON GROUND ONLY.

GENERAL PARAMETERS
• SEVERAL GENERAL PARAMETERS ARE
CONTINOUSLY TRANSMITTED BY CFDIU TO THE
SYSTEM BITES IN ELABORATING THE FAILURE
MESSAGES.
PARAMETERS ORIGINAL SOURCE

DATE AND TIME MAIN CLOCK OR CFDIU CLOCK
FLIGHT NUMBER FAC 1
ARR / DEP AIRPORTS FAC 1
FLIGHT PHASES FWC 1 OR 2
ECAM REPORT FWC 1 OR 2
AIRCRAFT REGN. No. FDIU
ENGINE SERIAL No. DMC 1
AIRCRAFT CONFIG. SEVERAL COMPUTERS

BACK UP CHANNEL
• CFDIU HAS TWO CHANNELS OF OPERATION. THEY ARE:
– MAIN CHANNEL and
– BACK UP CHANNEL
• THE MAIN CHANNEL CAN BE INTERFACED WITH

APPROX. 130 COMPUTERS AND THE BACK UP CHANNEL
CAN NE INTERFACED WITH APPROX. 24 COMPUTERS.
• THE BACK UP CHANNEL IS PHSICALLY SIMILAR TO

MAIN CHANNEL, BUT TOTALLY ISOLATED AND NOT
ENERGISED NORMALLY.
• DURING BACK UP CHANNEL OPERATION, ONLY SYSTEM

REPORT / TEST FUNCTION IS AVAILABLE AND THE
MODE IS OPERATIONAL ON GROUND ONLY.

ELECTRICAL POWER FOR BOTH THE
CHANNELS IS FROM 28 VDC BUS 1
(INDIVIDUALLY)
BACK UP MODE
• THE BACK UP MODE IS A SELECTABLE
ITEM IN THE CFDS MENU AND THE MENU
ITEM APPEARS ONLY WHEN MAIN
CHANNEL FAILS.
• CFDIU FAILURE IS INDICATED AS A

CLASS 2 WARNING IN ECAM.
• IN CASE OF TOTAL FAILURE OF CFDIU,

THE BITE INFORMATION CAN BE READ BY
AN EXTERNAL ARINC READER WHICH
CAN BE CONNECTED IN THE SIDE OF 80
VU.

EXAMPLES OF SYSTEMS
AVAILABLE IN BACK UP MODE
• CPC 1
• AC GEN
• EFCS 1
• EFCS 2
• FDIU
• AFS
• SFCC 1 & 2
• LGCIU 1
• ECAM 1 & 2
• ADR AND IR 1 & 2
• BSCU 1
• FADEC 1 & 2
• EIS 1 & 2
• EIU 1 & 2
MCDU
• MCDU IS A CATHODE RAY TUBE THAT GENERATES 14
LINES OF 24 CHARATERS EACH.
– A TITLE LINE THAT GIVES THE NAME OF THE CURRENT

PAGE.
– SIX LABEL LINES, EACH OF WHICH NAMES THE DATA

DISPLAYED JUST BELOW IT. (ON THE DATA FIELD
LINE)
– SIX DATA FIELD LINES THAT DISPLAY COMPUTED

DATA OR DATA INSERTED BY THE USER.
– THE SCRATCHPAD LINE WHICH DISPLAYS

• SPECIFIC MESSAGES
• THE INFORMATION ENTERED BY MEANS OF KEYPAD
BEFORE MOVING TO THE RESPECTIVE DATA FIELDS
USING LINE KEYS.
REPORTS PROPER TO CFDIU
• ON GROUND
– DURING NORMAL OPERATION

• LAST LEG REPORT
• LAST LEG ECAM REPORT
• PREVIOUS LEGS REPORT
• AVIONICS STATUS
• SYSTEM REPORT / TEST
• POST FLIGHT REPORT
– IN THE EVENT OF MAIN CLOCK FAILURE AND A LONG POWER CUT OFF
• GMT / DATE INIT.
– IN THE EVENT OF NORMAL CHANNEL FAILURE

• BACK UP MODE
• IN FLIGHT
– DURING NORMAL OPERAION
• CURRENT LEG REPORT
• CURRENT LEG ECAM REPORT
– IN THE EVENT OF MAIN CLOCK FAILURE AND A LONG POWER CUT OFF
• GMT / DATE INIT.
REPORTS PROPER TO SYSTEM BITES
(ACCESSABLE ONLY ON GROUND)
• TYPE 1 SYSTEMS
– BASIC FUNCTIONS
• LAST LEG REPORT
• PREVIOUS LEG REPORT
• LRU IDENTIFICATION
– OPTIONAL FUNCTIONS
• GROUND SCANNING
• TROUBLE SHOOTING DATA
• CLASS 3 FAULTS
• TEST
• TYPE 2 SYSTEMS
– BASIC FUNCTION
• LAST LEG REPORT
– OPTIONAL FUNCTIONS
• CLASS 3 FAULTS
• TEST
• TYPE 3 SYSTEMS
• TEST OR RESET

CFDS MENU ON
GROUND
CFDS MENU IN
FLIGHT
DISPLAYS CLASS 1 AND
CLASS 2 FAILURES
RECEIVED BY CFDS
DURING LAST OR
CURRENT FLIGHT LEG
LAST (OR CURRENT) LEG REPORT

DEFINITIONS
• CURRENT LEG MEANS:
FIRST ENGINE START TO SECOND ENGINE SHUT

DOWN PLUS 5 MINUTES.
AFTER THIS, CURRENT LEG BECOMES LAST LEG
• THE SOURCE:
THE SOURCE IS THE SYSTEM BITE OR COMPUTER

WHICH ORIGINALLY GENERATED THE FAILURE
MESSAGE FOR AN EVENT.
• THE IDENTIFIER:
COMPUTERS WHICH HAVE REACTED TO THE FAULT

BY GENERATING FAULT MESSAGES. (MAXIMUM
IDENTIFIES INDICATED ARE 6)
/USPR/ ETS, HYDERABAD
/USPR/ ETS, HYDERABAD 169 169
ECAM WARNING
MESSAGES ISSUED
LAST (OR CURRENT)

LEG ECAM REPORT
FAILURE HISTORY OF 64
FLIGHTS (CLASS 1 AND 2)
AND THIS REPORT IS
AVAILABLE ONLY ON
GROUND
PREVIOUS LEGS REPORT

REPORT IS
AVAILABLE ON
GROUND ONLY
AVIONICS
STATUS
THIS REPORT GIVES ID OF AFFECTED SYSTEMS (CLASS 1 , 2 & 3)
THIS REPORT IS NOT
DISPLAYED IN MCDU,
BUT CAN BE
PRINTED.
THIS REPORT IS THE LAST
COMBINATION OF LEG
ECAM
LAST LEG REPORT REPORT
(CLASS 1 AND 2
FAULTS) AND LAST
LEG ECAM REPORT L
A
S
T
L
E
G
R
E
P
O
R
T
REPORT PRINTS AUTOMATICALLY

AFTER ENGINE SHUT DOWN
POST FLIGHT REPORT
IF CLOCK
INFORMATION
IS NOT
AVAILABLE,
THEN CFDIU
SENDS GMT AS
79:99 TO ECAM
(> 200 MILLISECONDS)
SYNCHRONISATION
GMT / DATE INITIALISATION

MENU DISPLAY IN
ATA ORDER
AVAILABLE
ON GROUND
ONLY
SYSTEM REPORT / TEST

TYPE I SYSTEM REPORT
DESCRIPTION OF TYPE I SYSTEM REPORTS
GROUND SCANNING
• GROUND SCANNING ENABLES FAULT TROUBLE
SHOOTING BASED ON GROUND ACTIVATION BY
THE OPERATOR OF FUNCTIONS NORMALLY
PERFPRMED DURING FLIGHT.
• IT RUNS THE FLIGHT MONITORING ON GROUND.
• ALL MAINTENANCE MESSAGES (CLASS 1, CLASS 2

AND CLASS 3, INTERNAL AND EXTERNAL)
RELATED TO ALL FAULTS DETECTED IN REAL TIME
BY THE SYSTEM ARE DISPLAYED DURING
GROUND SCANNING.
• GROUND SCANNING MUST ALWAYS PRECEEDED

BY A SYSTEM TEST IN ORDER TO IDENTIFY THE
STATIC FAULTS.

ONLY CLASS 3 FAULTS OF
PREVIOUS FLIGHT ALONG
WITH DATE, TIME, FLIGHT
PHASE,ATA etc. ARE
DISPLAYED.
CLASS 3 FAULTS
“TEST WAIT” IS
DISPLAYED IF
SYSTEM NEEDS
MORE THAN 3
SECONDS TO
SEND THE
RESULT.
FOR TYPE 2 SYSTEMS,

LAST LEG REPORT IF TEST IS POSITIVE, “TEST OK”
INCLUDES GROUND IS DISPLAYED
SCANNING FAULTS ALSO.
TYPE II SYSTEM REPORT / TEST

TYPE III SYSTEM REPORT / TEST
24
BACK UP MODE OPERATION (ONLY ON GROUND)

AIRCRAFT
INTEGRATED
DATA SYSTEM
AIRCRAFT INTEGRATED
DATA SYSTEM
• A.I.D.S. IS ONE OF THE POWERFUL TOOLS FOR
COLLECTING AND PROCESSING DIGITAL
PARAMETERS IN AIRCRAFT. IT DOES:
• AIRCRAFT PERFORMANCE MONITORING
• ENGINE CONDITION MONITORING
• APU CONDITION MONITORING
• PARAMETERS CALL OUT IN REAL TIME and
• ON REQUEST DATA REPORTING.

AIDS AND SIMILAR SYSTEMS

COMAPRISON OF AIDS WITH DFDR

3
2
1
4
5&6
COMPONENTS AND THEIR
LOCATION
• DMU and DAR 87 VU
• MCDU I & 2 PEDESTAL (Cockpit)
• PRINTER PEDESTAL (Cockpit)
• REMOTE PRINT PB PEDESTAL (112 VU)
– ALL THE COMPONENTS OF AIDS ARE IDENTIFIED WITH “TV”

AIDS FUNCTIONAL BLOCKS

DMU IS A SINK FOR ARINC 429 BUSES

ARINC 429, AN INTRODUCTION
• DIGITAL WORD CAN BE TRANSMITTED
IN TWO WAYS. THEY ARE:
– SERIAL COMMUNICATION and

– PARALLEL COMMUNICATION
• IN SERIAL COMMUNICATION, EACH BIT

OF BINARY WORD IS TRANSMITTED
SERIALLY, ONE AT A TIME.
• IN PARALLEL COMMUNICATION, ALL

BITS OF THE WORD ARE TRANSMITTED
SIMULTANEOUSLY.
ARINC 429
• ARINC IS A CORPORATION OWNED BY
THE SCHEDULED AIRLINES OF U.S.A.
• SERIAL TRANSMISSION OF INFORMATION

IN DIGITAL FORMAT ARE DEFINED BY
ARINC SPECIFICATION 429.
• ARINC 429 DEFINES, THE AIR TRANSPORT

INDUSTRIES’ TRANSFER OF DIGITAL DATA
BETWEEN AVIONIC SYSTEM ELEMENTS.
(IN AND OUT OF AIRCRAFT SYSTEMS AND
WITHIN THE SYSTEMS)
ARINC 429
• ARINC COMMUNICATION IS UNI DIRECTIONAL
ONLY. i.e INFORMATION FLOWS FROM SOURCE TO
SINK ONLY.
• IF BI DIRECTIONAL DATA TRANSFER IS REQUIRED,

THEN TWO PAIRS OF CABLES ARE USED.
• THE ARINC BUS CONSISTS OF A PAIR OF TWISTED

AND SHIELDED CABLES. (TWISTED TO AVOID CROSS
TALK AND SHIELDED TO REDUCE NOISE)
• ARINC 429 ENCODES, THE INFORMATION TO BE

TRANSMITTED INTO, A 32 BIT DIGITAL FORMAT.

ARINC 429
• MAXIMUM NUMBER OF RECEIVERS (SINK) THAT CAN
BE CONNECTED TO ONE ARINC 429 LINE IS 20.
• THE GAP BETWEEN TWO ARINC 429 WORDS

TRANSMISSION IS 4 BITS.
• THE TRANSMITTED VALUES ARE REFRESHED AT

DIFFERENT AND FIXED INTERVALS.
• THE HI AND LO OF DIGITAL SIGNALS ARE

DETERMINED BY COMPARING, THE VOLTAGE LEVELS
OF ONE WIRE TO ANOTHER.
• THE SPEED OF LO SPEED ARINC 429 TRANSMISSION IS

12 TO 14.5 KBITS / SEC.
• THE SPEED OF HI SPEED LINE IS 100 KBITS / SEC.

ARINC 429 WORD DEFINITION

GENERAL FUNCTIONS OF AIDS
• FLIGHT PHASE DETECTION
• 20 SECONDS HISTORY BUFFER FOR 200 PARAMETERS (FOR

INCORPORATION IN REPORTS)
• STANDARD HEADER
• PARAMETER CALL UP BY ALPHABETIC CODES (ALPHA CALL UP)
• PARAMETER CALL UP BY LABEL CODES (LABEL CALL UP)
• 120 SECONDS HISTORY BUFFER FOR RECORDING IN DAR
• PRINT REPORTS BUFFER

FLIGHT PHASE DETECTION
• DMU DIVIDES THE FLIGHT LEG INTO 13 LOGICAL
SEGMENTS. (FWC DIVIDES INTO 10 SEGMENTS)

DMU FLIGHT PHASES
20 SECONDS HISTORY BUFFER
• THERE IS A 20 SECONDS HISTORY BUFFER
INSTALLED IN DMU AND IT IS CALLED PRE
EVENT BUFFER.
• BUFFER HAS AN AVERAGE SAMPLING RATE

OF 4 PER SECOND.
• THIS BUFFER SUPPLIES DATA FOR

INCORPORATION IN PRINT REPORTS.
• ONLY THE 200 ALPHA CALL UP PARAMETERS

ARE STORED IN THIS HISTORY BUFFER.
STANDARAD HEADER
• A STANDARD HEADER TO BE PRINTED
WITH EACH REPORT CAN BE
PROGRAMED.
• THE HEADER DATA IS TAKEN AT THE

TIME, WHEN THE RESPECTIVE REPORT
IS GENERATED.
• THE HEADER HAS THREE FREE

PROGRAMMABLE LINES.

PARAMETER ALPHA CALL UP
• THE REAL TIME CALL UP OF PARAMETERS IS PERFORMED BY USING THEIR
ALPHABETIC CODES.
• THE PARAMETER VALUES ARE DISPLYED IN ENGINEERING UNITS AND

REFRESHED ONCE PER SECOND.
• THERE ARE 200 PARAMETERS ASSIGNED WITH THE ALPAHABETIC CODES.

(NV MEMORY IS AVAILABLE TO ACCOMMODATE 1500 PARAMETERS)
• AT A TIME, FIVE ALPHA PARAMETERS CAL BE CALLED.
• IF PARAMETERS FROM TWO SYSTEMS ARE AVAILABLE, BOTH VALUE

APPEAR BY ONE CALL UP.
• IF THE SELECTED PARAMETER IS A NON COMPUTED VALUE, THE SIGN <

APPEARS AFTER THE VALUE.
• IF THE SELECTED VALUE IS NOT TRANSMITTED, THEN PREVIOUS

GOODVALUE APPEARS WITH THE SIGN OF >
PARAMETER ALPHA
CALL UP
PARAMETER LABEL CALL UP
• EACH PARAMETER TRANSMITTED IN ARINC 429 FORM BY DIFFERENT
COMPUTERS CAN BE CALLED AND DISPLAYED IN MCDU.
• TWO PARAMETERS CAN BE CALLED AT A TIME.
• THE DISPLAY WILL BE IN BINAY FORMAT AND NOT IN ENGINEERING

UNITS AND DISPLAYED PRAMETERS ARE UPDATED ONCE PER SECOND.
• TO CALL THE PARAMETERS, THE INPUT IS IN THE FORM OF

EQ.SYS.LAB.SDI
• THE NUMBER OF BITS TO BE CONVERTED AND DISPLAYED IN DECIMAL

CAN ALSO BE OPTIONALLY SELECTED (FROM 1 TO 18)
• IF DATA BITS ARE NOT SELECTED, THEN ALL THE 18 BITS ARE
DISPLAYED. THIS RELATES TO BITS 28 TO 11 OF THE ARINC 429 FORMAT.
(BIT 28 IS THE STARTING BIT)
– IF 12 BITS ARE SELECTED, BITS 28 TO 17 ARE DISPLAYED.

PARAMETER LABEL CALL UP
120 SECONDS HISTORY BUFFER
• TO ENABLE PRE-EVENT DATA
RECORDING ON DAR, A 120 SECONDS
HISTORY BUFFER IS INSTALLED.
• THIS MEANS, THE PROGRAMMING OF

DAR PARAMETERS ALSO DEFINES THE
CONTENTS OF THIS HISTORY BUFFER.
• THE TIME FOR LOOKING BACK IS

PROGRAMMABLE FROM 0 TO 120
SECONDS (IN 4 SECONDS INTERVALS).

PRINT REPORT BUFFER
• A NON VOLATILE PRINT BUFFER TO HOLD 10
REPORTS IS INSTALLED IN DMU.
• THE REPORTS, AUTOMATICALLY

TRIGGERED OR MANUALLY GENERATED BY
REMOTE PRINT PB ARE STORED IN THE
BUFFER.
• EACH REPORT HAS AN AVERAGE OF 40 LINES

OF 40 CHARACTERS EACH (INCLUDING
HEADER LINES)
THE REPORTS
• THE REPORTS ARE GENERATED WHEN THE
TRIGGERING LOGIC IS SATISFIED.
• THE REPORTS GENERATED ARE:
• ENGINE CRUISE REPORT 01

• ENGINE PERFORMANCE REPORT 02
• ENGINE TAKE OFF REPORT 04
• ENGINE REPORT 05
• ENGINE GAS PATH ADVISORY REPORT 06
• ENGINE MECHANICAL ADVISORY REPORT 07
• ENGINE DIVERGENCE REPORT 09

• ENGINE START REPORT 10
• ENGINE RUN UP REPORT 11
• APU MES / IDLE REPORT 13
• APU SHUT DOWN REPORT 14
• LOAD REPORT 15
• PROGRAMMABLE REPORT 16,17and18
• ENVIRONMENTAL CONTROL SYS. REPORT 19
– REPORT Nos. 03 and 08 ARE NOT ASSIGNED.
• COMMUNICATION AND NAVIGATION SYSTEMS ARE NOT

COVERED IN AIDS.

AIDS MENU SELECTION

SAMPLE
REPORT
ENGINE CRUISE REPORT

•

Adirs CFDS Aids (Ref.)

Uploaded by

Copyright:

Available Formats

You might also like

Adirs CFDS Aids (Ref.)

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Adirs CFDS Aids (Ref.)

Uploaded by

Copyright:

Available Formats

(A D I R S)

THE PURPOSE OF THE AIR DATA INERTIAL

THS SYSTEM INCLUDES THREE IDENTICAL AIR

THIS IS AN INTEGRATED SYSTEM

 AIR DATA SYSTEM AND

 INERTIAL REFERENCE SYSTEM

/USPR/ ETS, HYDERABAD 5

EACH ADIRU COMBINES AN AIR DATA

THE ADR AND IR SYSTEMS OF EACH

THE INERTIAL REFERENCE

SENSORS CAPTAIN F/O STBY TOTAL

/USPR/ ETS, HYDERABAD 12

/USPR/ ETS, HYDERABAD 13

CAPT PITOT F/O PITOT

F/O TAT PROBE CAPT TAT PROBE

/USPR/ ETS, HYDERABAD 19

/USPR/ ETS, HYDERABAD 20

/USPR/ ETS, HYDERABAD 21

CDU PWR DC SUPPLY

THERE ARE TWO STATIC PORTS ON EACH SIDE

PITOT PROBES ARE CONNECTED TO ADIRS

ADIRU 3 RECEIVES STATIC PRESSURE

STATIC PORTS AND PITOT PROBES ARE

/USPR/ ETS, HYDERABAD 28

EACH SENSOR IS LINKED TO THE RESPECTIVE ADIRU.

AOA SENSOR IS WIND WANE TYPE WHICH IS POSITIONED IN

SENSORS ARE ELECTRICALLY HEATED.

ACCURACY OF THE SENSORS AT 100 KNOTS IS + OR - .3

/USPR/ ETS, HYDERABAD 31

TAT SENSOR 1 IS CONNECTED TO ADIRU 1 AND 3 AND TAT

THE TAT SENSORS GIVE TWO ANALOG OUTPUTS PROPORTIONAL

THE TAT SENSORS ARE ELECTERICALLY HEATED FOR ANTI

THE TAT SENOSR IS VARIABLE RESISTANCE TYPE SENSOR

/USPR/ ETS, HYDERABAD 32

/USPR/ ETS, HYDERABAD 33

THEY CONVERT PITOT AND STATIC

THERE ARE TOTALLY 8 ADMs AND ALL ARE

THE ADMs PNEUMATIC PLUMBING IS

/USPR/ ETS, HYDERABAD 37

 NORMAL OPERATION and

 MEMORY ACCESS / CALIBRATION

/USPR/ ETS, HYDERABAD 38

/USPR/ ETS, HYDERABAD 40

 OPERATIONAL SOFTWARE and

OPERATIONAL SOFTWARE PERFORMS FIVE BASIC

 PRESSURE ALTITUDE FUNCTIONS (ALT. AND ALT. RATE)

/USPR/ ETS, HYDERABAD 41

 ANGLE OF ATTACK CORRECTION

 SIDE SLIP CORRECTION

 STATIC SOURCE ERROR CORRECTION and

 VMO / MMO CORRECTIONS

/USPR/ ETS, HYDERABAD 42

 CONTINOUS IN FLIGHT MONITORING and

DURING NORMAL OPERATRION, FAULTS IN THE ADR ARE STORED IN NVM

IN FLIGHT MONITORING MONITORS, THE INTEGRITY OF INPUT SIGNAL,

THE BACKGROUND SOFTWARE PERFORMS THE BITE FUNCTIONS IN THE

/USPR/ ETS, HYDERABAD 45