CFN-52AC – ARGO 4000 Family

Product Description

TITLE
CFN-52AC FOG Airborne INS – Product Description

DEPARTMENT PROJECT JOB DISTRIBUTION STATEMENT

Engineering ARGO 4000 - Issued

NO. OF PAGES DATE DOCUMENT NUMBER SOFTWARE

37 10/05/2017 PRJ-PD-CFN-52AC MS Word 2013

REVISION AUTHOR APPROVAL QA

01 Vincenzo Arvia (VA) Massimo Verola (MV) Luca Torreggianti (LT)

(System Engineer) (Engineering Manager) (QA Manager)

Confidentiality Notice: This document is confidential and contains proprietary information and
intellectual property of Civitanavi Systems. S.r.l. Neither this document nor any of the information
contained herein may be reproduced or disclosed under any circumstances without the express
written permission of Civitanavi Systems S.r.l.
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REVISION LIST

Revision Date Author Description of Change

01 10/05/2017 VA First Issue
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Summary
1 Introduction ........................................................................................................................................... 5
1.1 Scope .............................................................................................................................................. 5
1.1 Acronyms and Abbreviations ......................................................................................................... 6
1.2 References...................................................................................................................................... 7
2 System Overview.................................................................................................................................... 8
2.1 General System Description ........................................................................................................... 8
2.2 System Components ...................................................................................................................... 8
2.3 System Data Output ..................................................................................................................... 10
2.4 Functional Block Diagram............................................................................................................. 11
2.4.1 Power-Supply Unit (PSU).............................................................................................................. 11
2.4.2 Data Processing Unit (DPU/CPU).................................................................................................. 12
2.4.3 Inertial Measurement Unit (IMU) ................................................................................................ 12
2.5 Failure Detection and Safety Monitoring..................................................................................... 14
2.5.1 Hardware Watchdogs................................................................................................................... 14
2.5.2 Power-up BIT (PBIT) ..................................................................................................................... 14
2.5.3 Continuous BIT (CBIT)................................................................................................................... 14
2.5.4 Initiated BIT (IBIT) and diagnostics............................................................................................... 15
2.6 System Software Overview .......................................................................................................... 16
2.6.1 Software Navigation Functions .................................................................................................... 17
2.7 Operative Modes Overview ......................................................................................................... 19
3 System Performances Characteristics .................................................................................................. 22
4 CFN-52AC Physical Interface ................................................................................................................ 24
4.1 CFN-52AC INS ............................................................................................................................... 24
4.2 Mounting Plate............................................................................................................................. 27
4.3 Shock-dumper mounting.............................................................................................................. 29
4.4 Connectors ................................................................................................................................... 31
5 Electrical Interfaces .............................................................................................................................. 32
6 Environmental and Electrical Characteristics....................................................................................... 33
6.1 Environmental Characteristics ..................................................................................................... 33
6.2 Electromagnetic Environmental Effects....................................................................................... 34
6.3 Input/output protections ............................................................................................................. 35
6.4 Bonding ........................................................................................................................................ 35
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6.5 Earthing, Grounding and Shielding............................................................................................... 36

6.6 Material properties ...................................................................................................................... 36
6.7 Cooling Requirement ................................................................................................................... 36

List of Figures

Figure 1-1 CFN-52AC - Main System Components and inter-connections .................................................... 9

Figure 2-2 ARGO 4000 – Sub-System Blocks ................................................................................................ 11
Figure 2-3 IMU functional block diagram..................................................................................................... 13
Figure 2-4 Operative Modes ........................................................................................................................ 19
Figure 4-1 3D View ....................................................................................................................................... 24
Figure 4-2 Bottom View with reference dwell holes ................................................................................... 25
Figure 4-3 Side View and reference points .................................................................................................. 25
Figure 4-4 Connectors View ......................................................................................................................... 26
Figure 4-5 3D view of the Mounting plate (bottom and top assembly) ...................................................... 27
Figure 4-6 Drawing of the top plate ............................................................................................................. 27
Figure 4-7 Drawing of the button plate ....................................................................................................... 28
Figure 4-8 Drawing of the lateral plate ........................................................................................................ 28
Figure 4-9 Example of Shock-dumper plate (bottom and top assembly) .................................................... 29
Figure 4-10 Example of Shock-dumper mounting (bottom view)................................................................ 29
Figure 4-11 Example of Shock-dumper mounting (top view) ...................................................................... 30
Figure 4-12 Example of Shock-dumper mounting (lateral view) ................................................................. 30
Figure 4-10 Connectors Details .................................................................................................................... 31

List of Tables

Table 1 System Performances...................................................................................................................... 22

Table 2 Mechanical Characteristics.............................................................................................................. 24
Table 3 CFN-52AC Connectors ..................................................................................................................... 31
Table 4 Interface to Aircraft ......................................................................................................................... 32
Table 5 - Environmental Characteristics ...................................................................................................... 33
Table 6 - Electromagnetic Environmental Effects ........................................................................................ 34
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1 Introduction
1.1 Scope
This is the Product Description document for the CFN-52AC (ARGO 4000 Family) system belonging
to the family of FOG-based Inertial Navigation System (INS) with external aiding such as GNSS and
air data.
It is identified as CFN-52AC with the part number PCFN052AC-() where the bracket “()” portion of
the P/N, namely the dash-number, is variable according to class I configuration changes and/or
configuration variants, including baseline configuration for software and firmware.

The ARGO 4000 system will be generally referred to as “Inertial Navigation System (INS)” in this
document.

This document provides:

 system architecture and function overview
 background descriptions necessary for a brief understanding of the functionalities,
protocols and algorithms used
 high-level block diagram indicating functionality, operating modes
 brief description of the failure detection and safety monitoring thru the built-in testing
capabilities and specific hardware integrity monitors
 performance and operating characteristics
 main identification of the physical and electrical interfaces to external system
 environmental conditions and EMC/EMI electrical constraints
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1.1 Acronyms and Abbreviations

ADC Analog-to-Digital Converter
Agency see Authority
ASE Amplified Spontaneous Emission
Authority The organization or person responsible within the State (Country)
concerned with the certification of compliance with applicable
requirements. For the purposes of this document, the Authority is the
European Aviation Safety Agency (EASA).
BIT Built-In Test
CBIT Continuous Built-In Test
CPU Central Processing Unit
DAC Digital-to-Analog Converter
DAL Design Assurance Level
DOF Degrees Of Freedom
DPU Data Processing Unit
EEPROM Electrically Erasable Programmable Read-Only Memory
EGI Embedded GNSS INS
EMC Electromagnetic Compatibility
FD Fault Detection
FDE Fault Detection and Exclusion
FOG Fiber Optic Gyroscope
FOM Figure Of Merit
FPGA Field Programmable Gate Array
GLSSU GPS/SBAS Landing System Sensor Unit
GNSS Global Navigation Satellite System
GPS Global Positioning System
IMU Inertial Measurement Unit
INS Inertial Navigation System
I/O Input/Output
LRU Line Replaceable Unit
MIOC Multifunctional Integrated Optical Chip
MOPS Minimum Operational Performance Standard
NED North-East-Down
PL Programmable Logic
PPS Pulse-per-Second
PS Processor System
PVT Position Velocity Time
QSPI Queued Serial Peripheral Interface
RAIM Receiver Autonomous Integrity Monitoring
RAM Random Access Memory
ROM Read-Only Memory
RTCA Radio Technical Commission for Aeronautics
SBAS Satellite Based Augmentation System
SOC System-On-Chip
TSO Technical Standard Order
WASS Wide Area Augmented System
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WMM World Magnetic Model

WOW Weight-On-Wheel

1.2 References
[1] RTCA/DO-160G "Environmental Conditions and Test Procedures for Airborne Equipment"
[2] RTCA/DO-229D "Minimum Operational Performance Standards for Global Positioning
System/Wide Area Augmentation System Airborne Equipment"
[3] RTCA/DO-178B, DO-178C "Software Considerations in Airborne Systems and Equipment
Certification"
[4] RTCA/DO-254 “Design Assurance Guidance for Airborne Electronic Hardware"
[5] TSO-C145c, “Technical Standard Order for Airborne Navigation Sensors Using the Global
Positioning System (GPS) Augmented by the Wide Area Augmentation System (WAAS)
GPS Augmented by Wide Area Technical Standard Order for Augmented System”
[6] ARINC Specification 429-15, Mark 33 Digital Information Transfer System (DITS)
[7] (E)TSO-C129a, , “Airborne Supplemental Navigation Equipment Using the Global
Positioning System (GPS)”
[8] CFN-52AC_OutlineDrawing.pdf, “CFN-52AC Outline drawings”, Civitanavi Systems
[9] PRJ-ICD-CFN-52AC, “CFN-52AC Interface Control Document”, Civitanavi Systems
[10] TSO-C190, “Active Airborne Global Navigation Satellite System (GNSS) Antenna"
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2 System Overview
2.1 General System Description
The CFN-52AC system is a FOG-based Inertial Navigation System ready for integration with aiding
sources such as GNSS navigation data and Air Data input.
The CFN-52AC provides the following three navigation solutions: “free inertial”, “hybrid” and
“GPS-only” solutions based on the inertial measurement data provided by the IMU and the aiding
sensors data (GPS and Baro) merged in the Kalman Filter.
The CFN-52AC can work with an External GPS, an RS-422 input line is dedicated to the 1PPS input
from the external GPS receiver, while and RS-232 interface capture the data provide by the GPS
receiver.
The system outputs pitch, roll and heading angles, body angular rates, body linear accelerations
referred to the Aircraft Center of Gravity, position and velocities.
The output data are provided via digital interfaces (ARINC-429 and RS-422) to the aircraft system
and can be used with advanced flight digital instruments.

2.2 System Components

The CFN-52AC system is built around three main subsystems that communicate through dedicated
electrical interfaces. In detail:
Sensor-Block subsystem: it is based on an inertial measurement unit (IMU) and contains three
orthogonally mounted FOG-based angular rate sensors, three orthogonally mounted
accelerometers, optical modules and temperature sensors. The inertial sensors are mounted in
strap-down configuration with sensibility axes aligned to the object body reference system.
Electronic-Unit subsystem: it contains a CPU board (based on ZYNQ microprocessor SoC
component) that elaborates the inertial measurements by means the applicative software NAV
CSCI, then combines them with GPS data coming from the GPS receiver and with external received
Baro to implement the required navigation solution: free inertial, hybrid and GPS-only.
This subsystem also contains the power supply board and the interface boards (FAM3 and ASE
boards) for managing the inertial data coming from the sensor-block subsystem and the FOG light
source generation.
The CFN-52AC can interface a 3rd party external GPS receiver. The primary function of the GPS
receiver is to compute the position, velocity of the aircraft and the precise time (PVT). The GPS
communicates with the CFN-52AC subsystem through thru a bi-directional UART communication
link.
The 3rd party receiver GNSS receiver that the CFN-52AC can interface is the NexNav Max,
manufactured by Accord Technology. It is qualified in accordance to TSO-C145c (ref.[7]) with
integrated software and firmware approved according to DO-178B (ref.[5]) and DO-254(ref.[6]),
at Design Assurance Level B.
The GPS receiver requires an active GPS antenna link. The antenna shall be qualified per TSO-
C190 as per DO-301(ref.[10]).
The CFN-52AC can interface a 3rd party external Air Data Computer receiver. The primary
function of the ADC receiver is to compute the true air speed and pressure altitude: these data
will be used as aiding for computing the free inertial navigation solution by the CFN-52AC system.
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The ADC communicates with the CFN-52AC subsystem through dedicated interfaces. Air data can
be provided thru an RS-422 interface, or also provide by aircraft sources such as an FCS through
dedicated ARINC 429.

At very first installation, some configuration parameters (e.g. installation boresight angles, CoG
lever-arm, GPS antenna lever-arm, etc.) should be provided to the CFN-52AC thru the RS-422
maintenance port (see ICD ref[9]). At power-up, the CFN-52AC can enter the “Maintenance mode”
sensing the status of the discrete digital input pin “Maintenance Activation”.

The following block diagram shows the connection between the internal components of the CFN-
52AC system and the main interfaces to the aircraft.

The following block diagram shows the connection between the components of the CFN-52AC
system:
CFA-GAU
GPS Active Antenna
Power Suppy
Power Supply Input from aircraft/Power Supply
from Aircraft

ARINC-429 to aircraft 12 channel GPS

(Nav. Data) Power Supply Unit Receiver
& TSOC145c qualified
INPUT ARINC-429 (Ch1) Interfaces board
DATA/CMD from aircraft

ARINC-429 (Ch2)
AIR DATA from aircraft
RS-422 interface to aircraft PPS (RS-422) Power Suppy
(Nav. Data) (0.1% duty-cycle) &
Interfaces Board
Input RS-232 57600bps
RS-422 from aircraft DPU - System Processors
DATA/CMD
and BARO
RS-422 maintenance IF
GPS Receiver
Maintenance activation
IMU – 6 DoF sensors block
HW-CBIT out

CFN-52AC

Figure 2-1 CFN-52AC - Main System Components and inter-connections

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2.3 System Data Output

The CFN-52AC provides inertial and GPS data, diagnostics information and status of the current
operative mode. It provides
1. pure inertial solution (INS): it does not use the GPS aiding information but, if available, it
can rely on the digital air data input (pressure altitude) provided by an external AD
computer over the communication busses (ARINC-429 or RS-422)
2. hybrid solution (INS/GPS): it use the information coming from an external GNSS receiver
(if available) as non-inertial aiding source. External GNNS receiver will be interface over
the RS-232 communication.
3. Pure GPS solution (RS-422): it is made of the PVT information as provided by the external
GPS receiver.
The brief list of the output measurements provide over the ARINC-429 and RS-422 interface are:
 the three Euler angles Roll, Pitch and True Heading
 the Magnetic Heading derived from True Heading and a World Magnetic Model (WMM)
 the three body angular rates, including Turn Rate or Yaw Rate information
 the three body linear accelerations
 the three local velocities S-N, W-E, U-D (hybrid, inertial, GPS (on 422))
 the local position (latitude, longitude and altitude) (hybrid, inertial, GPS 422)
 System BIT diagnostics: system health, status and operative modes
 the GPS UTC and date of year and status (diagnostic and operative modes), if GPS available
 the GPS status (diagnostic and operative modes), if GPS available
 Horizontal and Vertical Figure Of Merit and Integrity Data

Note:
The GPS Navigation Data and Diagnostic are available only on UART RS-422 Interface.
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2.4 Functional Block Diagram

This section provides a high-level block diagram indicating the system components and their basic
connections.
The ARGO 4000 consists of the following electronic sub-assemblies:
 Power Supply Unit board (PSU)
 Data Processing Unit board (DPU)
 Inertial Measurement Unit module (IMU). It is made of the inertial sensor-block and:
o FOG Acquisition Modules (gyroscope sensors, ADC/DAC and interface management)
(FAM)
o Front End Quartz interface board (accelerometer sensors and ADC board)
o Asynchronous Spontaneous Emission control board (light source generation/
management) (ASE)

Figure 2-2 ARGO 4000 – Sub-System Blocks

2.4.1 Power-Supply Unit (PSU)

The PSU sub-assembly provides the interface to the external power input lines and provides
appropriate voltage/power to the IMU and CPU/IF boards. It contains on board:
 EMI/EMC filter
 Power regulation/protection modules
 Power monitor chip
 RS-422/ARINC-429 lightning protection
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2.4.2 Data Processing Unit (DPU/CPU)

The CPU sub-assembly is the main processing unit of the ARGO 4000: it elaborates the data
provided by the IMU and calculates the navigation data and provides diagnostic capabilities (Built-
In Test) collecting information by the system sub-assemblies. The output data are provided thru
dedicated electrical interfaces driven by the DPU firmware. The DPU is based on a SoC with high-
performance processor equipped with native peripherals controllers. A set of memory banks
(QSPI, FRAM, SDRAM) is available for the DPU processing and data storage.

2.4.3 Inertial Measurement Unit (IMU)

The IMU sub-assembly can be divided in the following main functional blocks:
 Six DOF orthogonal sensors:
a. optical sensitive elements (Fiber coil and MIOC phase modulator assembly)
b. Three accelerometers
 ASE optical source for FOG:
a. ASE laser and monitors control electronics
 Optoelectronics to manage the three FOG sensitive elements in a so called closed-loop
fashion and accelerometer ADC front-end:
a. Photo Detectors
b. Temperature sensors
c. Analog-to-digital and digital-to-analog converters
 Optical tray
a. Passive optical components assembly
b. Optical broadband ASE source components
 On-board Power supply regulator
 Electronics to gather all synchronized data for processing and Input/output interfaces
 Non-volatile memory blocks
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Figure 2-3 IMU functional block diagram

The IMU processing units is based on an FPGA whose function is to elaborate, filter and collect the
inertial data referred to system axes (X, Y, Z) and their sensed temperatures. The FPGA-based
function provides:
 Temperature sensors data
 Angular rate data
 Accelerometer data
 Diagnostic information (temperature, loop ctrl, accelerometer built-in test, ASE status,
etc.)

The IMU contains an ASE subsystem whose main task is to manage and control the Amplified
Spontaneous Emission source for the FO gyroscopes as well as provide diagnostic information of
the electronic and optical components.
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2.5 Failure Detection and Safety Monitoring

The health and the integrity of the INS system will be monitored on a continuous basis (CBIT) and
at power-up (PBIT): these built-in tests prevents the system from providing misleading
information in case of failure or, even, can prevent the system boot-up (e.g. in case of a corrupted
software code area ROM or PROM failure).
The INS will perform a set of diagnostic tests: the collected results are appropriately signaled to
the external system thru the communication bus and the status of a discrete output signal. The
history of the faults detected by BIT history is also stored in the system non-volatile memories for
further diagnostics.
Next sections provide a brief overview of the Built-In Test capabilities of the INS systems.

2.5.1 Hardware Watchdogs

The INS uses hardware watchdogs, based on the internal microprocessor PLL circuitry timers and
external independent dedicated watchdog circuitry.
The watchdog timers servicing is required to be executed only once for each software processing
loop. When the supervising system fails to retrigger the watchdog circuits within the time-out
interval, the hardware will automatically be reset.
The software module that drives the watchdog reset circuitries is executed on the detection of a
signal transition driven by the FPGA’s IMU coprocessor. This approach allows the mutual
monitoring of the processor/coprocessor systems lock-up due to random faults.

2.5.2 Power-up BIT (PBIT)

The Built-in Tests at power-up check:
 the ROM/RAM area code
 the non-volatile memories integrity by calculating the memory CRC16 and comparing it
with a CRC16 signature stored into predefined cells of the non-volatile memory area. The
non-volatile memory area containing the calibration data, configuration data and the
installation calibration data are protected with different fingerprint signatures.
 the sensors health

2.5.3 Continuous BIT (CBIT)

The Built-in Tests executed on a continuous basis (at each processing cycle) monitor:
 the FPGA co-processors status
 the integrity of the Analog-to-Digital Converters
 the over-range of the gyroscopes, accelerometers, temperatures sensors
 internal Finite State Machines (FSM) faults
 the power-supply section integrity
 the operating device temperatures: many digitalized temperature are compared each
other in order to provide an integrity check of the temperature sensors’ and detected the
over-temperature of the system.
 the accelerometers’ health
 the function of the closed-control loop of the gyroscope will be continually monitored and
signaled.
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 Sensors-fusion algorithms integrity

 Sensors-fusion algorithms status: initialization, accuracy modes
 the GPS links integrity: monitor the frequency of the valid received GPS data, the frequency
of the GPS Pulse-Per-Second (PPS) signal and/or the presence of the GPS antenna
 the auxiliary, diagnostic and status information provided by the GPS: hardware probable
equipment malfunction or failure, satellite in view, fix mode type, estimated errors, etc.
 other aiding source availability (digital air data inputs)
 the watchdogs status.

2.5.4 Initiated BIT (IBIT) and diagnostics

The INS system does not support Initiated BIT diagnostic in its normal ground and in-flight
operation.
Extensive diagnostic information (such as BIT history, output of embedded diagnostic devices,
etc.) can be collected when the system in “Configuration Mode” (maintenance). To enter this
mode, a dedicated “Configuration Pin” must be activated over the J2 connector at system power-
up: a dedicated RS-422 port shall be available for Configuration operations.
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2.6 System Software Overview

The CFN-52AC Data Processing Unit (DPU) will be configured to perform the following main
functions:
 Sensors Compensation. It reads the raw inertial sensors data as provided by the IMU unit
and performs compensation of the sensors’ errors at the maximum internal elaboration
frequency, applying specific mathematics equations and using of IEEE-764 compliant
functions such as multiplication, addition and subtraction on 64-bit floating-point
operands.
 Sensors Fusion Algorithm. It will use the gyroscope and accelerometer measurements to
propagate the attitude and the velocity and position of the system. The GPS received data
can be used as reference for the velocity and position computation and also to adjust the
attitude and heading estimation in the blended INS/GPS solution.
 Built-in Test checks. This feature is intended to provide some basic safety monitoring
capabilities. The feature involves both hardware and software implementations and
several checks performed also on data coming from both the IMU and GPS components.
The operative modes of the systems will also depend on the output of the diagnostic
process.
 Communication Interface Management. The system data output are provided to the
aircraft through RS-422 and ARINC-429 communication busses. Packets of digital
information coming from the RS-232 (GPS, air data) and ARINC-429 digital bus (are
received to be used inside the sensor fusion algorithm. Temporary loss of digital
connections with mentioned systems are managed through system software state changes
and by providing information about the missed data or the accuracy of the provided
external data in the BIT status words.
Commands and initial position datum can be provided to the INS systems thru the
communication interfaces.
 Calibration parameters loader. This is a software operative mode (“Configuration” mode)
that writes a calibration data set into the system’s dedicated NVM memory blocks. The
calibration data are intended to provide the correction parameters that compensate for
the lever arm effect due to the different mounting position of the GNSS antenna with
respect of the IMU system and for installation misalignments (system boresight angles).
This software module shall never be used during normal ground and flight operations.
 Service and configuration. When the system is in “Configuration” mode, it can accept many
maintenance commands to transfer information from/to an external system (e.g. the
system can execute a firmware update, provide stored diagnostic history, etc.).
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2.6.1 Software Navigation Functions

The ARGO4000 DPU executes the navigation software algorithms (typically Kalman filtering),
implementing a sensors data fusion in order to compute the internal system data.
The main objectives of the sensors fusion algorithms are to compute the following inertial data:
 attitude and heading angles of the INS, with respect to the NED navigation frame
 position vector, in the geodetic frame. The position vector is composed of the geodetic
latitude and longitude and the height of the system with respect to the ellipsoid-modeled
Earth reference. The WGS-84 model will be used as reference ellipsoid. Also the WGS-84
model can be used to provide the height of a point on the ellipsoid surface with respect to
the sea level
 velocity vector of the system, in local navigation frame which is the North-East-Down
(NED) frame or body or navigation frame
 Other specific measurements are derived combining the internal inertial reference
measurements and aiding sources, such as GNSS data and air data.

The INS navigation is based on inertial principles. In the system, the acceleration measured by the
accelerometers and the angular rate measured by the gyroscopes are integrated over time.
Through the integration process, the linear velocity, position and attitude of the system can be
obtained, once provided the knowledge of their initial values. However, the measurement errors
(deterministic and stochastic) of the accelerometers and gyroscopes will be integrated together
with true values and, hence, they accumulate in position, velocity and attitude solutions. In
INS/GPS mode (hybrid mode), the GPS aiding sensor provides stable measurement references.
The air data information are used as reference for the pure inertial solution where the GPS data
are not used during navigation.

The software sensors fusion filter executes three main algorithms, which are depending on the
power-on time, sensors availability and sensor accuracy:
 The leveling and alignment filter (LGC) is based on inertial principles. It uses the
acceleration and angular rate measurements, together with the system position, to
estimate the initial attitude and heading angles. The leveling and gyro-compass (alignemt)
filter process can be typically divided in three main phases: leveling phase, where initial
attitude angles are estimated; coarse alignment phase, where an initial raw true heading
angle is evaluated together with a refinement of the attitude data; fine alignment phase,
where accurate true heading angle is provided. In order to complete the gyro-compass
process, the position datum must be available.
 The Inertial Navigation filter (free inertial INS) does not use the GPS information to
compute the roll, pitch and heading angles and velocity and position. The angular rate
measurements are integrated over time to obtain roll, pitch and heading angles. The
accelerometer measurements are also (double) integrated over time in order to obtain the
system velocity and, hence, the system position. In pure INS mode, the navigation system
must be provided with initial position information thought its digital communication
interface. Air data input, if available, are blended in this solution for vertical channel
stabilization. Initialization of the free inertial solution can be a provided by the hybrid
solution during system initialization phases.
 The Inertial Navigation GPS-aided filter (hybrid INS/GPS) uses all the available aiding
sensors, such as the GPS, to compute position, velocities, attitude and heading of the
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system, using the estimation of the stochastic component of the gyroscope and the
accelerometer sensors errors. The angular rate measurements and accelerometer
measurements are integrated over time to obtain the roll, pitch and heading angles,
system velocity and the system position. The GPS position and velocity measurements
provide an absolute stable reference for the system velocity and position. The GPS data,
accelerometers data, angular rate measurements are fused in the INS/GPS filter. The GPS
data are considered accurate by the navigation system on the basis the integrity
information provided by the GPS receiver unit. If a GPS unavailability or exclusion happens,
the hybrid solution propagated on the basis of the internal IMU measurements of the INS
if a “free inertial” mode, starting from the hybrid navigation solution calculated
immediately before the GPS outage.
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2.7 Operative Modes Overview

The ARGO 4000 system essentially behaves as a Finite State Machine with macroscopic “states”
(or “operative modes”) according to the navigation phase and system health. For each state, the
system provides the available data output (including navigation status and data validities) over
the communication buses. The activation of the navigation software, its mode/state of operation
as well as the mode transition will occur as indicated in next Figure.

START CSCI

Initialize

(Motion detected) =>

Leveling restart

Leveling

Alignment Failed

Gyro Compass

[(GPS valid) and

(GPS accurate)]
for a Time of TGON

INS INS/GPS
Navigation Navigation

[(GPS invalid) or
(GPS inaccurate)]
for a Time of TGOFF o

Figure 2-4 Operative Modes

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Each mode is be briefly described along with the transition conditions:

1. Initialize state. After the power-on, if valid supply line is provided and no power supply
failures are detected, the system transits to this state. During this phase the system is not
ready to provide output data over the communication interfaces, the hardware watchdogs
are activated and many tests for the integrity of system hardware components are
performed (PBITs: RAM, ROM, PWR, NVM, IMU, ASE, etc.).
Then the system transits to “Leveling” state. The initialization phase takes typically less
than TI seconds (15 seconds).

2. Leveling state. The system starts providing the available data output over the
communication buses. In the “Leveling” state, the initial system raw values of the attitude
are estimated. Since the computation is mainly based on the output of the accelerometers
in quasi-stationary conditions. The leveling phase in “no motion” condition takes typically
less than TL seconds (60 seconds). At the end of the leveling phase, the attitude angles are
also valid. If the leveling can be completed, the system transits to the “Gyro compass” state
if the initial geodetic position of the system is known (from the system internal NVM or
from the external equipment via digital interface or from the GPS).
In case of different geodetic position in input are present, the priority of choice is first the
GPS (the highest priority), after the external datum entered via communication bus and
finally the system internal NVM (the lowest priority). If the “Exclude GPS aiding” command
is received from digital interface, the external entered position via communication bus
begins the highest priority.

3. Gyro compass state. During the “gyro compass” procedure, the initial attitude and heading
angles of the system are accurately estimated. The inertial gyro-compass process has two
main sub-phases: coarse and fine alignment. Both of them are based on the measurements
provided by the gyroscopes and accelerometers in quasi-stationary conditions.
In “no motion” condition, the gyro compass completes its first phase in less than T GC_Coarse
seconds (230 seconds). In case of “motion” condition detected during the GC coarse phase,
the “gyro compass” procedure will be interrupted and the system can transit in Alignment
Failed state (see next “fine alignment” phase). During the GC “coarse” phase the output
attitude angles are valid.
When the GC procedure is in “fine alignment” phase, in case of “motion” condition
detected without valid and accurate data from the GNSS receiver, the “gyro compass”
procedure will be interrupted. In this case, the “gyro compass” procedure will be
interrupted and the system transits in Alignment Failed state. Otherwise, in case of
“motion” condition detected with valid and accurate data from the GNSS receiver, the
“gyro compass” procedure will continue (In Motion Alignment).
During the GC “fine alignment” phase both output Attitude and Heading angles are valid,
but the degraded heading flag is signaled.
If the input latitude datum changes (beyond a threshold) during this gyro-compass process,
the GC procedure is restarted (the new input position is evaluated with the same priority
rule detailed for the “Leveling” state).
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The gyro-compass completes its phases for reach full accuracy in less than T GC_Stationary
seconds (830 seconds) in case of stationary alignment, or TGC_Motion seconds (1130 seconds)
in case of in-motion alignment.
After gyro-compass phase completion, the ARGO 4000 performs an INS/GPS state
transition or an INS state transition, in accordance with the GPS presence and accuracy.

4. Alignment Failed state. In this state the output Attitude and Heading angles are invalid.
The system exits from the Alignment Failed state, and transits to the Leveling state, when
a “no motion” condition is detected.

5. INS/GPS state. In the INS/GPS state, the ARGO 4000 provides a complete navigation
solution regarding to the attitude, heading, body angular rates, body linear accelerations
and position, velocity and GPS time. In case of GPS outage or low-accuracy information,
verified continuously over a pre-fixed interval time TGOFF (30 seconds), the system transits
to “INS state”.

6. INS state. In the “INS state”, the ARGO 4000 provides a navigation solution regarding to
the attitude, heading, angular rates and body linear accelerations and pure inertial position
and velocity measurements. In case of GPS becomes available again or provides a full-
accuracy information, verified continuously over a pre-fixed interval time TGON (60
seconds), the system transits to “INS/GPS state”. External altitude and airspeed
information from an air data computer are blended for vertical channel damping for pure
inertial solution. Vertical Velocity in INS mode requires pressure altitude input.. If valid
pressure altitude is not available for more than a prefixed time, the inertial altitude and
inertial vertical speed output are not valid.

7. Configuration state. The transition to “Configuration state” or “Maintenance Mode” is

entered when the boot software detect the activation signal level at the “maintenance
Activation” pin.
To exit from this state a power-off/power-on condition is required.
Once in “Configuration mode”, the system can accept many serial commands to transfer
information from the external system (the system can receive and store lever arms data,
set boresight angles, etc.). Besides, when in Configuration Mode, the system can be
commanded to transit in “reserved factory” or “download” modes to perform factory
reserved functionalities (the system can receive and store calibration parameters, execute
a firmware update and provide results of the internal stored diagnostics history)
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3 System Performances Characteristics

Table 1 System Performances

MEASUREMENTS RANGE

Roll range ± 180°

Pitch range ± 90°

[0° -360°)
Heading range
(± 180°)
Not less than ± 320°/s
Angular rates range
(expandable)
Acceleration range ± 20g (optional ±40g)

Latitude range ± 90°

Longitude range ± 180°

MEASUREMENTS ACCURACY (1σ)

True Heading accuracy (INS/GPS mode) 0.05 deg

True Heading accuracy (INS mode) 0.08 deg secant latitude

Magnetic Heading accuracy (5) <1.0 deg

Roll/Pitch Angles accuracy
0.05 deg
(GC, INS and INS/GPS modes)
< 100 ppm of true rates
Body Angular Rate Accuracy
(<0.02°/s @ 160°/s)
Body Linear Acceleration Accuracy < 2 mg

Position accuracy (INS mode) (2) 2.0 NM/hr (CEP 95)

Velocity accuracy (INS mode) (2)(3) 1 m/s

Horizontal Position accuracy
5m (SBAS)
(GC “fine alignment phase” and INS/GPS modes) (4)
Vertical Position accuracy
7m (SBAS)
(GC “fine alignment phase” and INS/GPS modes) (4)
Horizontal Position accuracy
30 m (NO SBAS)
(GC “fine alignment phase” and INS/GPS modes) (4)
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Vertical Position accuracy

30 m (NO SBAS)
(GC “fine alignment phase” and INS/GPS modes) (4)
Velocity accuracy
<0.1 m/s
(GC “fine alignment phase” and INS/GPS modes) (4)

(1) No internal limitation for velocity to the system. The limitation can be due to GPS
subjects to COCOM Limits (altitude<18000 m, Velocity<1900 km/h).
(2) Position and velocity accuracy in pure inertial mode after alignment completed

successfully.
(3) Vertical Velocity in INS mode requires pressure altitude input. Assume no Air Data error.

If valid pressure altitude is not available for more than a prefixed time, the inertial altitude
and inertial vertical speed output are set invalid.
(4) Performance specifications are subject to GPS system characteristics, U. S. DOD

operational degradation, ionospheric and tropospheric conditions, satellite geometry,

and multipath effects.
(5) Magnetic Heading is derived from True heading corrected for magnetic declination.

This calculation is based on a standard World Magnetic Model (NOAA WMM): it is

required that the system has the availability of information of geodetic position and date.
The portions of the geomagnetic field generated by the Earth's crust and upper mantle,
and by the ionosphere and magnetosphere, can be unrepresented in the WMM:
anomalies that cause error of more than 3 or 4 degrees are not common but can exist.

The heading, pitch and roll angle accuracy of the ARGO 4000 measurements represent the
accuracy of the navigation frame and does not include accuracy degradation due to installation
effects such as boresighting errors.
The system boresight angles are the misalignment angles between the ARGO 4000 body axes and
the aircraft reference axes. Errors in alignment will contribute directly to errors in measured
acceleration and rotation relative to aircraft reference axes and, then, in measured velocity,
attitude and heading angles.
At very first aircraft installation time, the ARGO 4000 should receive over its communication serial
interface:
1. the system boresight angles that represent the relative orientation of the ARGO 4000
body axes to the aircraft reference axes.
2. The lever-arm parameters that are the distances between the GPS antenna and the
ARGO 4000 center
3. The distance between the aircraft CG and the ARGO 4000 center should also be provided

The positon datum could be provided to the ARGO 4000 unit thru the communication digital
interface.
The system can receive the command to exclude/include the GPS aiding in the navigation
functions: the “free inertial” or hybrid INS/GPS navigation solutions can be externally selected.
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4 CFN-52AC Physical Interface

4.1 CFN-52AC INS

The CFN-52AC has the mechanical characteristics as summarized in the following table:

Table 2 Mechanical Characteristics

Mechanical characteristics
Size (height, width, depth) 132 x 106 x 223 mm
Volume 3 litre
Mass < 4.2 kg

In the next figures, the physical dimensions and mechanical interfaces are detailed (ref. Errore.
L'origine riferimento non è stata trovata.).

Figure 4-1 3D View

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Figure 4-2 Bottom View with reference dwell holes

Figure 4-3 Side View and reference points

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Figure 4-4 Connectors View

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4.2 Mounting Plate

The adaptor plate (or Mounting plate/fixture) is a mechanical interface to be used for fixing the
INS navigator unit to the aircraft. The two main dwell pins are used as the reference for guarantee
the alignment of the INS to the mounting rack.
Following a drawing for an adaptor plate. It used as reference only: the overall dimensions could
be adapted to the aircraft installation constrains.

Figure 4-5 3D view of the Mounting plate (bottom and top assembly)

Figure 4-6 Drawing of the top plate

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Figure 4-7 Drawing of the button plate

Figure 4-8 Drawing of the lateral plate

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4.3 Shock-dumper mounting

The INS can be mounted on shock-absorber plates. It is made of two parts (bottom, top)
assembled with the appropriated of shock-absorbers mountings. Hereafter, the dimension and
drawing are reported. The typical weight of the assembly is less that 1 Kg.

Figure 4-9 Example of Shock-dumper plate (bottom and top assembly)

Figure 4-10 Example of Shock-dumper mounting (bottom view)

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Figure 4-11 Example of Shock-dumper mounting (top view)

Figure 4-12 Example of Shock-dumper mounting (lateral view)

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4.4 Connectors
The CFN-52AC external connectors are MIL D38999 series (see next Table 3, Figure 4-13).

Table 3 CFN-52AC Connectors

Connector Function PIN Connector Type Shell Size
J1 Aircraft Interface 32 D38999/8D0C19W32SN 19
(Communication buses)
J2 Maintenance Interface 19 D38999/8D0C15W19SN 15
J3 Power Input 4 D38999/8D0C11W04PN 11

Figure 4-13 Connectors Details

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5 Electrical Interfaces
The CFN-52AC data will be provided to the aircraft systems through ARINC-429 bus and RS-422
asynchronous full-duplex bus. The RS-422 interface will be also used as communication channel
for the installation and initialization paramaters transfer. A HW-CBIT digital line will be used to
signal a failure of the system. The ARINC-429 input channels are used to receive input from
external units such as Air Data Computer, Date and Initial Position, etc. An RS-422 input line is
dedicated to the 1PPS input from the external GPS receiver, while and RS-232 interface capture
the data provide by the GPS receiver.
An interface discrete line is also used to activate a “maintenance mode” to be used for on-ground
maintenance process. The mainteinace software will comunicate with the external devices thru a
dedicated RS-422 asynchronous full-duplex bus. Both the activation signal and the serial interface
for system mainteining are accessible thru the “maintenace” connector.
The CFN-52AC can be energized connecting 28VDC sources to the connector J3. The system
support a dual-input power sources for continuity of service in the case of an input power source
fail.

Table 4 Interface to Aircraft

INTERFACES
Data link ARINC-429 ARINC-429 (1 output hi-speed channel)
Data link ARINC-429 ARINC-429 (1 input low speed) Position (Lat, Lon)/Date
Data link ARINC-429 ARINC-429 (1 Input low-speed channel) Pressure Altitude
Data link RS-422 RS-422 full duplex (navigation messages)
RS-422 full duplex (maintenance messages)
Data Link RS-232 RS-232 in/out channel (external GPS)
Go/NoGo line (HW-CBIT) Digital output (Open collector)
Maintenance Activation line (MAINT-ACTIVATE) Digital input (TTL)
POWER SUPPLY
Voltage (dual) 18-36 VDC
Power Consumption 18W (nominal at 25 ºC)
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6 Environmental and Electrical Characteristics

6.1 Environmental Characteristics
Minimum performances (MOPS) for the INS system are guaranteed under the environmental
conditions described in Errore. L'origine riferimento non è stata trovata. 5, according to the
RTCA/DO-160G requirements (ref. Errore. L'origine riferimento non è stata trovata.). Note that
upon specific customer request, other qualification category can be agreed.

Table 5 - Environmental Characteristics

ENV. DO-160G
DESCRIPTION OF CATEGORIES CAT.
CONDITIONS SECTION
Equipment tested to Category D2
• § 4.5.1 Ground Survival Low Temperature (-55°C)
and Short-Time Operating Low Temperature (-
55°C)
• § 4.5.2 Operating Low Temperature Test (-45°C)
• § 4.5.3 Ground Survival High Temperature (+85°C) D2
Temperature
4.0 and Short-Time Operating High Temperature
and Altitude
(+70°C) (F2(*))
• § 4.5.4 Operating High Temperature (+70°C)
• § 4.6.1 Altitude Test (55000 ft) (*)
• Lower limit for power-up temperature: -40 °C.
• Short Time Operating High temperature: +85°C for
15 minutes
Temperature
5.0 Equipment tested to Category B (5° Celsius per minute) B
Variation
Equipment tested to Category B
Humidity 6.0 B
(50°C 95%RH down/up 35°C 85%RH, 10 cycles in 240hr)
Equipment tested for standard operational shock and
Operational
7.2 crash safety to Category B B
Shocks
(6 g, Saw-Tooth, 11 milliseconds)
Equipment tested for standard operational shock and
Crash Safety –
7.3.1 crash safety to Category B B
Impulse
(20 g, Saw-Tooth, 11 milliseconds)
Crash Safety – Equipment tested to Category B
7.3.2 B
Sustained (9 g, all directions)
Equipment tested to:
Category S (Standard Vibration, Aircraft type Fixed-Wing, S(LM)
Aircraft Type 3, Aircraft Zone 1), curve L and curve M (plus
0.1 inch double amplitude, from 5 to 15 Hz) (Figure 8-3).
Vibration 8.0 Endurance Test performed in accordance with the following
parameters:
- exaggeration factor: 1.33 times functional level test;
- duration: 16 hours total (i.e. 5 h 20 min for each axis).
Standard Random, Curve B2
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ENV. DO-160G
DESCRIPTION OF CATEGORIES CAT.
CONDITIONS SECTION
Robust Random, Curve B12 S(B2)
R(B12)
Explosive
9.0 Equipment tested to Category H H
Atmosphere
Equipment tested to Category Y
Waterproofness 10.0 Y
(drip proof test)
Category F (spray test)
Fluids (Solvents and Cleaning Fluids, Water, Insecticides, Disinfectant, Fire
11.0 F
Susceptibility Extinguishant, De‐icing fluid, Hydraulic Fluids, Sullage, Battery
Electrolyte).

Sand & Dust 12.0 Equipment tested to Category D D

Fungus Equipment tested to Category F
13.0 F
Resistance (severe fungus contamination)
Salt Fog 14.0 Equipment tested to Category S S
Equipment tested to Category Z
Magnetic Effect 15.0 Z
(compass distance: 0 < D  0.3 m)
Equipment tested to Category Z (except for Engine
Power Input 16.0 Starting Operation) (28 VDC equipment) ZCE
Operational with 50 ms power interruption
Icing 24.0 Equipment tested to Category A A
Fire, Equipment tested to Category C
26.0 C
Flammability (flammability procedure)

6.2 Electromagnetic Environmental Effects

The INS complies with the requirements for the control of electromagnetic interference, as
described in Table 6, according to RTCA/DO-160G (ref. Errore. L'origine riferimento non è stata
trovata.):

Table 6 - Electromagnetic Environmental Effects

DO-160G
TEST TYPE CATEGORY
SECTION
Voltage Spike 17 A
Audio Frequency Conducted Susceptibility 18 Z
Induced Signal Susceptibility 19 ZCE
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DO-160G
TEST TYPE CATEGORY
SECTION
Radio Frequency Susceptibility
20 YY
(Radiated and Conducted)
Emission of Radio Frequency Energy 21 H

Lightning Induced Transient Susceptibility 22 A3J3L3

X
Lightning Direct Effects 23
(not tested)

Electrostatic Discharge (ESD) 25 A

6.3 Input/output protections

The short circuit of any unit inputs to Earth shall not damage the equipment and shall not cause
an unsafe condition. Circuit and components within the equipment shall not be protected by
circuit breakers, fuses or similar devices.
The equipment shall not be damaged by a short circuit to Earth on any input or output or by any
form of internal equipment power supply failure.
The equipment shall be protected against reverse polarity connection of DC Primary Supply.

6.4 Bonding
The system is designed such that all metallic parts not associated with the electrical functions of
the unit are electrically bonded together.
The system provide a Bonding Facility by means of surface-to-surface contact between the chassis
and the A/C structure.
Bonding of all metal parts of the INS case is that the DC resistance from any one point to any other
is not exceeding 5mΩ.
The INS case is bonded to the mounting feet such that a DC resistance of 2.5mΩ can be achieved
to the equipment.
DC resistance between any connector shell and the case bonding surface does not exceed 2.5mΩ.
The resistance between the connector and the equipment case does not exceed 2.5mΩ.
The maximum resistance measured between any two parts of the INS is less than 2.5mOhm.
Metal connectors have a 360 degrees metal-to-metal contact to the INS metal cases, with a
maximum resistance of 2.5mOhm between the connector element and the equipment bonding
point.
If the case the INS need to be installed on anti-vibration mounts, short straps for bounding should
be considered.
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6.5 Earthing, Grounding and Shielding

Power returns and signal returns should be separated from each other. Power returns and
equipment case earth should be separated from each other.
Aircraft cable shield should generally be earthed via connector shell to equipment case.
Aircraft cable shield shall be bonded via connector shell to equipment case.
The INS takes the internal circuitry’s 0V reference (GND) to a pin on the equipment connector (see
§Errore. L'origine riferimento non è stata trovata.) and to a common point on the equipment
casing.
DC/DC converters are used to isolate the DC power return from the 0V reference.
The DC return is not be connected to the equipment case.
Only one level of shielding on interconnecting cable forms can be used.
The cable screens should be grounded via the back shell connector and the equipment case.

6.6 Material properties

The equipment do not constitute a fire hazard since the selection of materials or the manner of
its enclosure. Solid material are low flammability.

6.7 Cooling Requirement

The INS does not require air forced cooling.
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END OF DOCUMENT