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Air data inertial reference unit
From Wikipedia, the free encyclopedia
An air data inertial reference unit (ADIRU) is a key component of the integrated air data inertial reference
system (ADIRS), which supplies air data (airspeed, angle of attack and altitude) and inertial reference (position
and attitude) information to the pilots' electronic flight instrument system displays as well as other systems on the
aircraft such as the engines, autopilot, flight control and landing gear systems.
[1]
An ADIRU acts as a single, fault
tolerant source of navigational data for both pilots of an aircraft.
[2]
It may be complemented by a secondary attitude
air data reference unit (SAARU), as in the Boeing 777 design.
[3]
This device is used on various military aircraft as well as civilian airliners starting with the Airbus A320
[4]
and
Boeing 777.
[5]
Contents
1 Description
1.1 Air data reference
1.2 Inertial reference
2 Complexity in redundancy
3 Failures and directives
3.1 FAA Airworthiness directive 2000-07-27
3.2 Airworthiness directive 2003-26-03
3.3 Alitalia A-320
3.4 Malaysia Airlines Flight 124
3.5 Qantas Flight 68
3.6 Jetstar Flight 7
3.7 Airworthiness directive 2008-17-12
3.8 Qantas Flight 72
3.9 Qantas Flight 71
3.10 Emergency Airworthiness Directive No 2009-0012-E
3.11 Air France Flight 447
4 See also
5 References
6 Further reading
Description
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An ADIRS consists of up to three fault tolerant ADIRUs located in the aircraft electronic rack, an associated
control and display unit (CDU) in the cockpit and remotely mounted air data modules (ADMs).
[6]
The No 3
ADIRU is a redundant unit that may be selected to supply data to either the commander's or the co-pilot's displays
in the event of a partial or complete failure of either the No 1 or No 2 ADIRU. There is no cross-channel
redundancy between the Nos 1 and 2 ADIRUs, as No 3 ADIRU is the only alternate source of air and inertial
reference data. An inertial reference (IR) fault in ADIRU No 1 or 2 will cause a loss of attitude and navigation
information on their associated primary flight display (PFD) and navigation display (ND) screens. An air data
reference (ADR) fault will cause the loss of airspeed and altitude information on the affected display. In either case
the information can only be restored by selecting the No 3 ADIRU.
[1]
Each ADIRU comprises an ADR and an inertial reference (IR) component.
[7]
Air data reference
The ADR component of an ADIRU provides airspeed, Mach number, angle of attack, temperature and barometric
altitude data. Ram air pressure and static pressures used in calculating airspeed are measured by small ADMs
located as close as possible to the respective pitot and static pressure sensors. The ADMs transmit their pressures
to the ADIRUs through ARINC 429 data buses.
[4]
Inertial reference
The IR component of an ADIRU gives attitude, flight path vector, ground speed and positional data.
[1]
The ring
laser gyroscope is a core enabling technology in the system, and is used together with accelerometers, GPS and
other sensors to provide raw data.
[8]
The primary benefits of a ring laser over older mechanical gyroscopes are that
there are no moving parts, it is rugged and lightweight, frictionless and does not resist a change in precession.
Complexity in redundancy
Analysis of complex systems is itself so difficult as to be subject to errors in the certification process. Complex
interactions between flight computers and ADIRU's can lead to counter-intuitive behaviour for the crew in the event
of a failure. In the case of Qantas Flight 72, the captain switched the source of IR data from ADIRU1 to ADIRU3
following a failure of ADIRU1; however ADIRU1 continued to supply ADR data to the captain's primary flight
display. In addition, the master flight control computer (PRIM1) was switched from PRIM1 to PRIM2, then
PRIM2 back to PRIM1, thereby creating a situation of uncertainty for the crew who did not know which redundant
systems they were relying upon.
[9]
Reliance on redundancy of aircraft systems and can also lead to delays in executing needed repairs as airline
operators rely on the redundancy to keep the aircraft system working without having to repair faults
immediately.
[1][2][3][9]
Failures and directives
FAA Airworthiness directive 2000-07-27
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On May 3, 2000, the FAA issued airworthiness directive 2000-07-27, addressing dual critical failures during flight,
attributed to power supply issues affecting early Honeywell HG2030 and HG2050 ADIRU ring laser gyros used on
several Boeing 737, 757, Airbus A319, A320, A321, A330, and A340 models.
[2][10][11]
Airworthiness directive 2003-26-03
On 27 January 2004 the FAA issued airworthiness directive 2003-26-03 (later superseded by AD 2008-17-12)
which called for modification to the mounting of ADIRU3 to prevent failure and loss of critical attitude and airspeed
data.
[2][12]
Alitalia A-320
On 25 June 2005, an Alitalia Airbus A320-200 registered as I-BIKE departed Milan with a defective ADIRU as
permitted by the Minimum Equipment List. While approaching London Heathrow Airport during deteriorating
weather another ADIRU failed, leaving only one operable. In the subsequent confusion the third was inadvertently
reset, losing its reference heading and disabling several automatic functions. The crew was able to effect a safe
landing after declaring a Pan-pan.
[13]
Malaysia Airlines Flight 124
On 1 August 2005 a serious incident involving Malaysia Airlines Flight 124, occurred when a Boeing 777-2H6ER
(9M-MRG) flying from Perth to Kuala Lumpur also involved an ADIRU fault resulting in uncommanded
manoeuvres by the aircraft acting on false indications.
[14]
In that incident the incorrect data impacted all planes of
movement while the aircraft was climbing through 38,000 feet (11,600 m). The aircraft pitched up and climbed to
around 41,000 feet (12,500 m), with the stall warning activated. The pilots recovered the aircraft with the autopilot
disengaged and requested a return to Perth. During the return to Perth, both the left and right autopilots were briefly
activated by the crew, but in both instances the aircraft pitched down and banked to the right. The aircraft was
flown manually for the remainder of the flight and landed safely in Perth. There were no injuries and no damage to
the aircraft. The ATSB found that the main probable cause of this incident was a latent software error which
allowed the ADIRU to use data from a failed accelerometer.
[15]
The US Federal Aviation Administration issued Emergency Airworthiness Directive (AD) 2005-18-51 requiring all
777 operators to install upgraded software to resolve the error.
[16]
Qantas Flight 68
On 12 September 2006, Qantas Flight 68, Airbus A330 registration VH-QPA, from Hong Kong to Perth
exhibited ADIRU problems but without causing any disruption to the flight. At 41,000 feet (12,000 m) and
estimated position 530 nautical miles (980 km) north of Learmonth, Western Australia,
[17]
NAV IR1 FAULT then,
30 minutes later, NAV ADR 1 FAULT notifications were received on the ECAM identifying navigation system
faults in Inertial Reference Unit 1, then in ADR 1 respectively. The crew reported to the later Qantas Flight 72
investigation involving the same airframe and ADIRU that they had received numerous warning and caution
messages which changed too quickly to be dealt with. While investigating the problem, the crew noticed a weak
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and intermittent ADR 1 FAULT light and elected to switch off ADR 1, after which they experienced no further
problems. There was no impact on the flight controls throughout the event. The ADIRU manufacturer's
recommended maintenance procedures were carried out after the flight and system testing found no further fault.
[17]
Jetstar Flight 7
On 7 February 2008, a similar aircraft (VH-EBC) operated by Qantas subsidiary Jetstar Airways was involved in a
similar occurrence while conducting the JQ7 service from Sydney to Ho Chi Minh City, Vietnam. In this event -
which occurred 1,760 nautical miles (3,260 km) east of Learmonth - many of the same errors occurred in the
ADIRU unit. The crew followed the relevant procedure applicable at the time and the flight continued without
problems.
[17]
Airworthiness directive 2008-17-12
On 6 August 2008, the FAA issued airworthiness directive 2008-17-12 expanding on the requirements of the
earlier AD 2003-26-03 which had been determined to be an insufficient remedy. In some cases it called for
replacement of ADIRUs with newer models, but allowed 46 months from October 2008 to implement the
directive.
[18]
The ATSB has yet to confirm if this event is related to the other Airbus A330 ADIRU occurrences.
[17]
Qantas Flight 72
On 7 October 2008, Qantas Flight 72, an Airbus A330, departed Singapore for Perth. Some time into the flight,
while cruising at 37,000 ft, a failure in the No.1 ADIRU led to the autopilot automatically disengaging followed by
two sudden uncommanded pitch down manoeuvres, according to the Australian Transport Safety Bureau (ATSB).
The accident injured up to 74 passengers and crew, ranging from minor to serious injuries. The aircraft was able to
make an emergency landing without further injuries. The aircraft was equipped with a Northrop Grumman made
ADIRS, which investigators sent to the manufacturer for further testing.
[19][20]
Qantas Flight 71
On 27 December 2008, Qantas Flight 71 from Perth to Singapore, the same A330-300 registration VH-QPA and
the same ADIRU as involved in the Qantas Flight 68 incident, was involved in an incident at 36,000 feet
approximately 260 nautical miles (480 km) north-west of Perth and 350 nautical miles (650 km) south of
Learmonth Airport at 1729 WST. The autopilot disconnected and the crew received an alert indicating a problem
with ADIRU Number 1.
[21]
Emergency Airworthiness Directive No 2009-0012-E
On 15 January 2009, the European Aviation Safety Agency issued Emergency Airworthiness Directive No 2009-
0012-E (http://ad.easa.europa.eu/ad/2009-0012-E) to address the above A330 and A340 Northrop-Grumman
ADIRU problem of incorrectly responding to a defective inertial reference. In the event of a NAV IR fault the
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directed crew response is now to "select OFF the relevant IR, select OFF the relevant ADR, and then turn the IR
rotary mode selector to the OFF position." The effect is to ensure that the faulted IR is powered off so that it no
longer can send erroneous data to other systems.
[17]
Air France Flight 447
On 1 June 2009, Air France Flight 447, an Airbus A330 en route from Rio de Janeiro to Paris, disappeared over
the Atlantic Ocean after transmitting automated messages indicating faults with various equipment, including the
ADIRU.
[22]
While examining possibly related events of weather-related loss of ADIRS, the NTSB decided to
investigate two similar cases on cruising A330s.
[23]
On a 21 May 2009 Miami-Sao Paulo TAM Flight 8091
registered as PT-MVB, and on a 23 June 2009 Hong Kong-Tokyo Northwest Airlines Flight 8 registered as
N805NW each saw sudden loss of airspeed data at cruise altitude and consequent loss of ADIRS
control.
[24][25][26]
See also
Acronyms and abbreviations in avionics
References
1. ^
a

b

c

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Retrieved 2008-07-16.
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"Safety concern" (http://www.findarticles.com/p/articles/mi_m0UBT/is_2005_May_9/ai_n13829607). Air
Safety Week. May 5, 2005. Retrieved 2006-09-16.
3. ^
a

b
"In the grip of the gremlins" (http://findarticles.com/p/articles/mi_m0UBT/is_12_21/ai_n27178496/?
tag=content;col1). Air Safety Week. March 26, 2007.
4. ^
a

b
"Honeywell's ADIRU selected by Airbus"
(http://web.archive.org/web/20061017052942/http://www.ainonline.com/Publications/farn/farn_02/farn_02d2_hon
eywellpg48.html). Farnborough: Aviation International News via archive.org. 2228 July 2002. Archived from the
original (http://www.ainonline.com/Publications/farn/farn_02/farn_02d2_honeywellpg48.html) on 2006-10-17.
Retrieved 2008-07-16.
5. ^ Digital Avionics Systems (http://books.google.com/books?id=ZP9VAAAAMAAJ). IEEE, AIAA. 1995. ISBN 0-
7803-3050-1. Retrieved 2008-10-16.
6. ^ "738-3 Air Data and Inertial Reference System (ADIRS)" (https://www.arinc.com/cf/store/catalog_detail.cfm?
item_id=280). ARINC. 2008. Retrieved 2008-07-14.
7. ^ "SmartCockpit - Airline training guides, Aviation, Operations, Safety -Navigation A330"
(http://www.smartcockpit.com/pdf/plane/airbus/A330/systems/0019/). Retrieved 06-12-2009.
8. ^ International Aerospace Abstracts (http://books.google.com/books?id=5ShYAAAAMAAJ&pgis=1). Cambridge
Scientific Abstracts, Inc, American Institute of Aeronautics and Astronautics. 1985. Retrieved 2008-10-16.
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a

b
C.W. Johnson, C. Michael Holloway (2 February 2009). "The Dangers of Interaction with Modular and Self-
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Healing Avionics Applications: Redundancy Considered Harmful"
(http://www.dcs.gla.ac.uk/~johnson/papers/ISSC09/ADIRU_Accident_Submission.pdf). Retrieved 8 June 2009.
10. ^ "Various transport category airplanes equipped with certain Honeywell Air Data Inertial Reference Units"
(http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/WebSearchDefault?
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27&SearchOrder=1&SearchMax=0&SearchWV=TRUE&SearchFuzzy=FALSE&Start=1&Count=100#). US
Federal Aviation Authority. April 18, 2000. Retrieved 2008-10-15.
11. ^ "AD/INST/45 Honeywell Air Data Inertial Reference Units 6/2000 DM"
(http://www.casa.gov.au/airworth/airwd/ADfiles/equip/inst/INST-045.pdf). Australian Civil Aviation Safety
Authority. April 27, 2000.
12. ^ "Airbus model A318, A319, A320, and A321 series airplanes equipped with certain Northrop Grumman (formerly
Litton) Air Data Inertial Reference Units"
(http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/WebSearchDefault?
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03&SearchOrder=1&SearchMax=0&SearchWV=TRUE&SearchFuzzy=FALSE&Start=1&Count=100#). US
Federal Aviation Authority. August 6, 2008. Retrieved 2008-10-15.
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06.pdf) (PDF). UK Air Accidents Investigation Branch. 2006. Retrieved 2008-10-15.
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id=20050801-1) at the Aviation Safety Network. Retrieved on 2008-10-15.
15. ^ "In-flight upset event, 240 km north-west of Perth, WA, Boeing Company 777-200, 9M-MRG, 1 August 2005"
(http://www.atsb.gov.au/publications/investigation_reports/2005/AAIR/pdf/aair200503722_001.pdf) (PDF).
Australian Transport Safety Bureau. 2007-03-13. Retrieved 2008-10-15.
16. ^ "Emergency Airworthiness Directive (AD) 2005-18-51"
(http://rgl.faa.gov/Regulatory_and_Guidance_Library%5CrgAD.nsf/0/25F9233FE09B613F8625706C005D0C53?
OpenDocument#). Federal Aviation Administration. 2005-08-29. Retrieved 2008-10-15.
17. ^
a

b

c

d

e
"In-flight upset, 154 km west of Learmonth, WA, 7 October 2008, VH-QPA, Airbus A330-303 - Interim
Factual" (http://www.atsb.gov.au/publications/investigation_reports/2008/AAIR/pdf/AO2008070_interim.pdf)
(PDF). Aviation Occurrence Investigation AO-2008-070. Australian Transport Safety Bureau. 2009-03-06.
Retrieved 2009-03-07.
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US Federal Aviation Authority. 6 August 2008. Retrieved 2008-10-16.
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Australian Broadcasting Corporation. 14 October 2008. Archived
(http://web.archive.org/web/20081016061452/http://www.abc.net.au/news/stories/2008/10/14/2391134.htm) from
the original on 16 October 2008. Retrieved 2008-10-15.
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(http://www.theaustralian.news.com.au/business/story/0,28124,24506830-36418,00.html). The Australian.
21. ^ "Qantas Airbus A330 incident, 480km North West of Perth on 27 December 2008"
(http://www.atsb.gov.au/newsroom/2009/release/2009_01.aspx) (Press release). Australian Transport Safety
Bureau. 2 January 2009. Archived
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(http://web.archive.org/web/20090110000406/http://www.atsb.gov.au/newsroom/2009/release/2009_01.aspx)
from the original on 10 January 2009. Retrieved 6 January 2009.
22. ^ Simon Hradecky (2 June 2009). "Crash: Air France A332 over Atlantic on June 1st 2009, aircraft impacted
ocean" (http://avherald.com/h?article=41a81ef1/0004&opt=0). The Aviation Herald.
23. ^ "Air France 447Two A330 airspeed and altitude incidents under NTSB scrutiny"
(http://aviacaonoticias.wordpress.com/2009/06/28/air-france-447-two-a330-airspeed-and-altitude-incidents-under-
ntsb-scrutiny/). aviationnewsrelease. 28 June 2009.
24. ^ NTSB INVESTIGATING TWO RECENT INCIDENTS INVOLVING POSSIBLE A-330 SPEED AND
ALTITUDE INDICATION ANOMALIES (http://www.ntsb.gov/news/2009/090625a.html). NTSB. Press release,
25 June 2009. Retrieved 14 October 2011
25. ^ [1] (http://www.ntsb.gov/ntsb/GenPDF.asp?id=DCA09IA055&rpt=p) NTSB
26. ^ [2] (http://www.ntsb.gov/ntsb/GenPDF.asp?id=DCA09IA064&rpt=p) NTSB
Further reading
Dave Carbaugh, Doug Forsythe, Melville McIntyre. "Erroneous flight instrumenent information"
(http://www.boeing.com/commercial/aeromagazine/aero_08/erroneous_textonly.html). Aero Magazine.
Boeing. Archived
(http://web.archive.org/web/20080906001423/http://www.boeing.com/commercial/aeromagazine/aero_08/e
rroneous_textonly.html) from the original on 6 September 2008. Retrieved 2008-10-16.
Melville Duncan W. McIntyre, Boeing (2003-11-25). "US Patent 6654685 - Apparatus and method for
navigation of an aircraft" (http://www.google.com/patents?id=Aw8PAAAAEBAJ&dq=6654685). United
States Patent Office. Retrieved 2008-10-16.
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