11.21 Information Systems (ATA 46)

Module 11A
Licence Category B1
Turbine Aeroplane Aerodynamics,

Structures and Systems
11.21 Information Systems (ATA 46)
Module 11.21 Information Systems (ATA 46)
Copyright Notice • The applicant should be able to use mathematical formulae in
© Copyright. All worldwide rights reserved. No part of this publication may conjunction with physical laws describing the subject.
be reproduced, stored in a retrieval system or transmitted in any form by • The applicant should be able to read and understand sketches,
any other means whatsoever: i.e. photocopy, electronic, mechanical drawings and schematics describing the subject.
recording or otherwise without the prior written permission of Academic and • The applicant should be able to apply his knowledge in a practical
Professional Aviation Center (APAC). manner using detailed procedures.
LEVEL 3
Knowledge Levels — Category A, B1, B2, B3 and • A detailed knowledge of the theoretical and practical aspects of the
C Aircraft Maintenance Licence subject.
Basic knowledge for categories A, B1, B2 and B3 are indicated by the • A capacity to combine and apply the separate elements of
allocation of knowledge levels indicators (1, 2 or 3) against each applicable knowledge in a logical and comprehensive manner.
subject. Category C applicants must meet either the category B1 or the
category B2 basic knowledge levels. Objectives:
• The applicant should know the theory of the subject and
The knowledge level indicators are defined as follows: interrelationships with other subjects.
• The applicant should be able to give a detailed description of the
LEVEL 1 subject using theoretical fundamentals and specific examples.
• A familiarisation with the principal elements of the subject. • The applicant should understand and be able to use mathematical
formulae related to the subject.
Objectives: • The applicant should be able to read, understand and prepare
• The applicant should be familiar with the basic elements of the sketches, simple drawings and schematics describing the subject.
subject. • The applicant should be able to apply his knowledge in a practical
• The applicant should be able to give a simple description of the manner using manufacturer's instructions.
whole subject, using common words and examples. • The applicant should be able to interpret results from various
• The applicant should be able to use typical terms. sources and measurements and apply corrective action where
appropriate.
LEVEL 2
• A general knowledge of the theoretical and practical aspects of the
subject.
• An ability to apply that knowledge.
Objectives:
• The applicant should be able to understand the theoretical
fundamentals of the subject.
• The applicant should be able to give a general description of the
subject using, as appropriate, typical examples.
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Academic and Professional Aviation Center (APAC)
FOR TRAINING PURPOSES ONLY
© Copyright 2017 Issue 1 – January 2017
Certification Statement
These Study Notes comply with the syllabus of EASA Regulation
(EU) No. 1321/2014 Annex III (Part-66) Appendix I, and the
associated Knowledge Levels as specified below:
Knowledge Knowledge
Part-66 Part-66
Objective Levels Objective Levels
Reference Reference
A B1 A B1
Information Systems (ATA 46) 11.21 1 2 Aircraft General Information
The units and components System;
which furnish a means Flight Deck Information
of storing, updating and System;
retrieving digital information Maintenance Information
traditionally provided on System;
paper, microfilm or Passenger Cabin
microfiche. Includes units Information System;
that are dedicated to the Miscellaneous Information
information storage and System.
retrieval function such as
the electronic library mass
storage and controller.
Does not include units or
components installed for
other uses and shared
with other systems, such as
flight deck printer or
general use display.
Typical examples include

Air Traffic and Information
Management Systems and
Network Server Systems.
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Table of Contents
General ____________________________________________ 6
Health management systems __________________________ 8
Boeing aeroplane health management (AHM) _____________ 8
Airbus Airman _____________________________________ 10
Electronic flight bag _________________________________ 12
Hardware classes __________________________________ 12
Flight deck information system ________________________ 14
Maintenance information system ______________________ 16
Cabin information system ____________________________ 18
Internal wireless datalink _____________________________ 18
Leaky line antennas ________________________________ 18
Airbus core on-board information system (OIS) __________ 20
Airbus A380 Example _______________________________ 20
Avionics domain ___________________________________ 20
Avionics world and open world ________________________ 22
Airbus A350 example _______________________________ 24
Network server system (NSS) _________________________ 28
Example network server system: Airbus A380 ____________ 28
Human-machine interfaces (HMIs) _____________________ 30
On-board maintenance terminal (OMT) _________________ 34
Interface via laptop _________________________________ 34
Portable maintenance access terminal (PMAT) ___________ 36
System architecture _________________________________ 36
Avionics domain ___________________________________ 40
Flight operations domain _____________________________ 42
Communication and cabin domain _____________________ 42
HMI - cabin laptop __________________________________ 46
Post flight report (PFR) ______________________________ 46
Electronic logbook (e-logbook) ________________________ 48
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General
The purpose of the INFORMATION SYSTEMS is to improve flight, The aircraft information system mainly improves the airlines’
cabin and maintenance operations, and provide services for operations on ground and in flight by:
passengers.
• Supplying electronic forms (e.g. logbook) and
For example, Airbus’ information system, known as on-board documentations, replacing the use of paper media.
information system (OIS) includes the following: • Offering a set of customized applications and documentation
developed either by the aircraft manufacturer, the airlines or a
• The network server system (NSS), which hosts the on-board third party.
information system (OIS),
• The air traffic control (ATC) system. These enhancements provide:
Aware of the critical advantages that optimized flight data processing • the flight crew with an easy, intuitive and quick access to the
can offer, aircraft manufacturers have sought to develop new data they may require to make a decision,
computer architectures for their new-generation aircraft. • the maintenance personnel with tools to get easy
maintenance operations improving the autonomy of the
The architecture is based on a system of networked, real-time aircraft and leading to the reduction of the troubleshooting
servers and routers, combined with a central acquisition of time,
parameters and secure digital communications. Although open to the • the cabin crew with an easy access to their electronic
world, via digital radio links, the whole on-board system is designed documentation and electronic form used for cabin operations,
to be highly secure, both from the point of view of computer security • the passengers with worldwide electronic mail and Internet
and operational availability, thanks to its redundant architecture. services.
The information system collects, centralizes and compiles all the

data related to the flight on a single system and provides external
communication, data calculation and storage. This modular, central
system also hosts applications unique to the aircraft type and
particular airline companies, that deal with the actual operation of the
aeroplane all the way through to the services offered to passengers;
for example, on-board electronic documentation, navigation
diagrams, performance calculations, flight logs, etc.
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Health management systems
There are 2 health management systems currently available AHM information also goes to Boeing Operations control centres,
which are staffed 24/7 to support airline operations teams. When the
centres receive data from the AHM system and other sources,
• Boeing’s aeroplane health management (AHM)
Boeing responds quickly, engaging suppliers, technical experts and
• Airbus’ AIRMAN engineering resources as needed to provide its airline customers
with information, guidance and solutions.
Boeing aeroplane health management (AHM)
The Boeing aeroplane health management (AHM) system gives Boeing is also able to share knowledge gained on one aeroplane
airlines the ability to monitor aeroplane systems and parts and to with every customer flying that aeroplane type by aggregating the
interactively troubleshoot issues while the aeroplane is in flight. data and continually updating maintenance manuals, providing quick
links to maintenance tips and other service-related information
Data from on-board systems and engines is routinely captured in provided by Boeing systems experts and engineers.
flight and transmitted in real time to the airline’s ground operations.
When any issue surfaces, major or minor, airline personnel receive AHM is made possible by Boeing’s detailed design knowledge and
alerts delivered through the Internet, e-mail, fax or pager services. data collected over decades of in-service experience, as well as its
investment in the systems, applications and infrastructure required to
Teams can then access and process the information with Boeing- make use of this information.
hosted tools on MyBoeingFleet.com, a secure Internet portal for
aeroplane owners and operators. Airline teams receive
comprehensive reports and information customized according to
need, priority and urgency.
Airlines using AHM can make maintenance decisions in a fraction of

the time that would otherwise be needed, so they can be ready for
any action required as soon as the aeroplane lands. That gets
aeroplanes and passengers back in the air as soon as possible.
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Aeroplane health management
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Airbus Airman
AIRMAN (aircraft maintenance analysis) is an intelligent application
developed by Airbus to optimise the maintenance of aircraft. This
software constantly monitors the health of an operator’s aircraft, and
instantly advises if a fault or warning message is registered through
its on-board maintenance system. All information collected
automatically are transmitted to ground control via the aircraft’s
communication system.
In addition to advising operators of technical problems, AIRMAN also

provides access to the necessary information for resolving these
situations quickly and efficiently with a single centralised interface
screen.
Airman is able to reduce troubleshooting time due to its advanced

capabilities, allowing for early notification of aircraft events and rapid
access to relevant documentation, while delivering details on the
aircraft’s maintenance history and information on previous
maintenance work performed.
The Airman utility fully-leverages Airbus’ manufacturing expertise

and in-service experience to provide on-target troubleshooting steps,
which are prioritised to ensure that its first recommended task has
the highest probability of rectifying the situation.
Optimised aircraft maintenance with AIRMANweb

https://youtu.be/0K5-zVjKN58
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Electronic flight bag
Electronic flight bag (EFB) is an electronic information management Mounting, power (ship’s power as primary) or data
device that helps flight crews perform flight management tasks more connectivity of an EFB typically requires the application of an
easily and efficiently with less paper. It is a general purpose STC, Type Certificate or Amended Type Certificate.
computing platform intended to reduce, or replace, paper-based
reference material often found in the pilot’s carry-on flight bag, • Class 3 - Considered installed equipment and subject to
including the aircraft operating manual, flight-crew operating manual, airworthiness requirements and, unlike PEDs, they must be
and navigational charts (including moving map for air and ground under design control. The equipment is fully integrated with
operations). In addition, the EFB can host purpose-built software the aircraft systems. For example, the OIS on the Airbus
applications to automate other functions normally conducted by A380 is a Class 3 EFB access device. The hardware is
hand, such as performance take-off calculations. subject to a limited number of RTCA DO-160E requirements
(for non-essential equipment—typical crash safety and
Hardware classes conducted and radiated emissions testing). There may be
Electronic flight bags are divided into three hardware classes and DO-178B requirements for software.
three software types.
The EFB may host a wide array of applications, categorized in three
The EFB hardware classes are: software categories:
• Class 1 - Standard commercial-off-the-shelf (COTS) • Type A - Static applications, such as document viewer (PDF,
equipment such as laptops or handheld electronic devices HTML, XML formats);
such as iPads. These devices are used as loose equipment Flight crew operating manuals, and other printed documents
and are typically stowed during critical phases of flight. A like airport NOTAM;
Class 1 EFB is considered a portable electronic device
(PED). They are not electronically linked to the aircraft • Type B - Electronic approach charts or approach charts that
system and are not used below 10,000 ft. Class 1 EFBs may require panning, zooming, scrolling.
be used to display Type B applications in critical phases of
flight provided that they are ‘secured and viewable’. • Type C - Can be used as a multi-function display (MFD); In at
least one case as part of an automatic dependent
• Class 2 - Also portable electronic devices, and range from surveillance-broadcast system
modified COTS equipment to purpose-built devices. They are
similar to class 1 but mounted on the aircraft and have some Note: Type C applications are subject to airworthiness requirements,
electronic links to aircraft systems. such as software certification. Type C applications must run on Class
3 EFB.
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Flight crew use tablet computers (e.g. iPads) to view their electronic flight bags (EFB)
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Flight deck information system
The following description is of the Airbus A380 system. It is used as
a typical example. Other aircraft types are similar in principle but
differ in detail and terminology.
The flight deck information system gives access to flight operations

applications for the flight crew. On the Airbus A380 for example,
these flight operations applications are hosted in the two cabinets
(ASFC and OSFC).
The flight crew have access to the flight operations applications

through:
• The control and display system (CDS)

• The electronic flight bag (EFB) laptops or tablet computers.
The secure communication interface (SCI) is a link between the

world of avionics and the open world. As a basic component for the
whole network’s security, it guarantees the security of information
exchanged between the IFE and the avionics systems, as well as the
security of the ground-to-air and air-to-ground exchanges.
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Airbus OIS components
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Maintenance information system
The following description is of the Airbus A380 system. It is used as The primary maintenance tools on a modern large commercial air
a typical example. Other aircraft types are similar in principle but transport aircraft are:
• the on-board maintenance system (OMS)
The maintenance information system gives access to maintenance • the e-Logbook, available on-board or on the ground
applications for the maintenance personnel. On the Airbus A380 for • the “AIRMAN” (Airbus system), or AHM (Boeing system), or
example, these maintenance applications are hosted in the two the airline’s own maintenance information system, which is
cabinets (ASFC and OSFC). ground-based software dedicated to optimized maintenance
of aircraft.
In the cockpit, the maintenance personnel can get access to the
maintenance applications: There are three user profiles that have access to the OMS and the e-
Logbook:
• via the on-board maintenance terminal (OMT), or
• through the control and display system (CDS), if necessary. • Flight crew
• Cabin crew
In the cabin, the maintenance personnel can get access to the • Maintenance.
maintenance applications:
Only maintenance personnel have access to the “Airman”.
• on the flight attendant panels (FAPs), which are
touchscreens, or
• through the internal wireless cabin network (i.e. the leaky line
antennas).
Access in the cabin or cockpit is also possible through a portable

multipurpose access terminal (PMAT), which can be connected to
the aircraft network through one of the Ethernet connectors installed
in different areas inside and outside the aircraft.
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Access to the maintenance information

system via the flight attendant panel
Maintenance tools
The onboard maintenance terminal
(OMT) in the rear of the cockpit (Airbus A380)
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Cabin information system
The following description is of the Airbus A380 system. It is used as Passengers can use this function if the service is made available by
a typical example. Other aircraft types are similar in principle but the airline.
The internal wireless datalink system is part of the airline information
services domain (AISD) in the aircraft information system core and
The cabin information system gives access to cabin applications and
has:
documentation for the cabin crew. On the Airbus A380 for example,
these cabin applications and documentation are hosted in the open
world server function cabinet (OSFC). • one or two leaky line antennas
• two wireless LAN units (WLU)
The cabin crew can get access to the cabin applications: • a radio frequency (RF) combiner
• a wireless manager application (wireless manager).
• via the flight attendant panels (FAPs), which are
touchscreens, or Leaky line antennas
• through the internal wireless datalink (i.e. the leaky line Provision of a wireless signal throughout the cabin is achieved by
antennas). calibrated slots along the length of the cable, the size of which is
dependent on the IEEE protocol being used. The number of LLAs
A printer may be installed in the cabin to print cabin and required to cover the whole of the cabin area would differ on the size
maintenance data. of the aircraft, the A380 for example has four to cover the main and
upper decks. Installation of the LLAs is also important, in that the
Internal wireless datalink wireless signal must be able to cover the entire cabin.
The internal wireless datalink system gives the resources necessary
for wireless connections in the cabin and in the cockpit areas. Usually, the location of the LLAs would be in the cabin ceiling and, to
operate correctly must be aligned such that the signal is directed to
A typical server would have wireless LAN Units to supply wireless the necessary areas.
connectivity throughout the cabin area. This is achieved by
connection to leaky line antennas (LLAs). Passengers with personal
electronic devices (for example a laptop) can access this wireless
connectivity to get email and Internet, which will be independent from
the inflight entertainment system (IFE).
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Leaky Line Antenna
Internal wireless datalink architecture

and interfaces (Airbus)
Leaky line antenna
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Airbus core on-board information system (OIS)
Airbus A380 Example Communication and cabin domain
On the A380 for example, the core system is divided into three The OIS, part hosted in the communication and cabin domain,
domains: supplies:
Avionics domain • Passenger services such as electronic mail and internet,

The OIS, part hosted in the avionics domain, supplies: • Communication management services for data exchanged
with the AOC centres and the service providers,
• Tools used for maintenance operations on the avionics world • Tools used for maintenance operations on the
and, avionics domain components and in the cabin, communication and cabin domain components.
• Recording capability of aircraft parameters,
• Electronic documentation related to flight, maintenance and
cabin operations,
• A servicing tool used for the refuelling operation.
Flight operations domain

The OIS, part hosted in the flight operations domain, supplies:
• Performance computation tools,

• Operational electronic documentation related to flight
operations,
• Tools to support the aircraft navigation,
• Communication management services for data exchanged
with the AOC centres,
• Tools used for maintenance operations on the flight
operations domain components.
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Onboard information system services, and the three NSS domains (A380)
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Avionics world and open world
Systems are structured within an avionics world and an open world.
• The avionics world gathers aircraft systems in a secured

environment.
• The open world is like an extension of the aircraft systems to

the outside for airline operations and passengers’ needs.
The open world is mainly composed of an on-board hardware

platform called network server system (NSS) and of a set of
applications and electronic documentation within the on-board
information system (OIS).
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Avionics world and open world (Airbus A380)
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Airbus A350 example
As another example, on the A350 the core OIS is divided into two
domains:
• The aircraft control domain (ACD)

• The airline information services domain (AISD).
Each domain has two parts.
The ACD parts are:
• The flight domain (not included in the OIS) related to the

aircraft systems
• The avionics server function cabinet (ASFC). The function of
the ASFC is to host flight operations, maintenance and
communication applications.
The two ACD parts are connected to each other through two secure
communication interfaces (SCIs), a type of firewall which prevents
aircraft systems from unauthorized access and data entry.
The airline information services domain (AISD) parts are:
• The open world server function cabinet (OSFC). The

function of the OSFC is to host flight operations, cabin,
maintenance and communication applications. Data
between the ASFC and the OSFC is transmitted through a
diode in one direction only (from the ASFC to the OSFC)
• Hardwired docking stations installed in the cockpit. The flight
crew can connect their electronic flight bag (EFB) laptops to
these docking stations to get access to OSFC applications
and specific EFB data.
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Core system (Airbus A350)
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Onboard information system (OIS) HMIs
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Network server system (NSS) • an external data communication capability with airline
operational control (AOC) centres and with service providers
The network server system includes a common file server, data (e.g. electronic mail).
processing, mass storage and interface capabilities to a number of
terminals connected via an on-board aircraft local area network
(LAN). The network server system is a central node through which
terminals are able to communicate with avionics systems, access Example network server system: Airbus A380
data and applications stored in the NSS mass memory storage. The network server system (NSS) is the system’s backbone of the
Airbus information system. One part of the NSS is highly secured,
Key features and benefits of the NSS are as follows with a high confidence level, and strictly devoted to the avionics field.
Another part, containing information and documents related to flight
operations, is connected to the outside world (in-flight entertainment
• For flight operations: Crews can access electronic flight
system and wireless connections, etc.).
manuals, checklists, charts, maps and log book; data-linked
advanced weather graphics; email; and performance
The following are the sections that, together, constitute the aircraft
calculations.
information system.
• For cabin operations: Cabin crews can easily call up
electronic cabin manuals, checklists and log book.
• On-board information system – core
• For maintenance operations: Workers can remotely access
• On-board information system – cockpit
electronic maintenance manuals and checklists; virtual quick
access recorder; and maintenance data analysis tools. • On-board information system – maintenance
• For passenger services: Passengers can use email and • On-board information system – cabin
access passenger airborne intranet. • Air traffic control systems
• Internal wireless datalink
The NSS is based on high-speed communication protocol and • Maintenance applications – e.g. electronic logbook
supplies:
The on-board information system (OIS) makes the electronic library
• a servers and routers platform, available for the flight and maintenance crew. Its function is to
• connections to human machine interfaces (HMIs) for various improve operations and passenger services.
end users, which are the flight crew, the maintenance
personnel, the cabin crew and the passengers,
• secured data communication with the aircraft systems in the
avionics world through firewalls,
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Network server system layout and HMIs on the Airbus A380
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Human-machine interfaces (HMIs)
The flight crew uses the on-board information terminal (OIT) to get
access to the OIS. The OITs are used by the A380’s cockpit crew as
electronic flight bag (EFB) application. The OIT features a 12”
sunlight readable active matrix liquid crystal display. The OIT
provides cockpit crew members with an ergonomic operator desk,
including keyboard, tracking ball and mouse.
The maintenance crew uses the on-board maintenance terminal

(OMT) to get access to the OIS.
The maintenance documentation and applications are also available

from the portable multipurpose access terminal (PMAT) or the OIS
displays in the cockpit. The PMAT supplies the back-up data and
functions if an OIS fails.
The OITs are mostly used by pilots and deliver the information
copied from the laptops. When on ground, it is possible to switch
those OITs to the avionics domain. In that case, the OITs will be
used for maintenance applications.
There are typically two printers:
• Printer 1, located on the centre pedestal for the avionics

domain,
• Printer 2, located on the captain side console for the flight
ops domain.
Some NSS switches and reset controls are located on the overhead
panel.
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NSS HMIs (Airbus A380 example)
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Control of the OITs (Airbus A380 example)
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On-board maintenance terminal (OMT)
The on-board maintenance terminal (OMT) is installed in the back of The laptops do not start and stop automatically. This has to be done
the cockpit and enclosed in a folding cabinet. In flight, it is not used. manually and is part of the cockpit procedures.
It has two line replaceable items (LRIs): In particular, laptops should be powered off after the flight, otherwise
they drain their internal battery after aircraft power off.
• the CD/DVD combo drive
• the back-lights of the LCD screen.
The OMT has an on/off switch. On ground, the OMT starts up

automatically with the aircraft power.
Interface via laptop

The laptops are enclosed in a docking station. In most cases, the
laptops stay closed in their station, as their data is also shown on the
OITs.
They are commercially available personal computers and may also

run as standalone devices.
They have a hard disk, but no CD drive. The docking station has two
USB ports. The laptop front face has an ON/OFF switch and control
LEDs.
The LEDs indicate:
• the power supply availability,

• the laptop operation.
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Onboard maintenance terminal (OMT) at the back of the cockpit
Interface via laptop on the Airbus A320
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Portable maintenance access terminal (PMAT) System architecture
The PMAT is used for access to the avionics domain from outside The main components of this NSS infrastructure are on-board
the cockpit. It gives access to the same functions as from the OMT servers, routers and laptops.
with two exceptions:
Using the Airbus A380 as a typical example, the network server
• BITE tests with caution (tests in which components will system (NSS) platform is split into three different areas called
move or start) cannot be run from the PMAT, domains:
• Data loading if the software is coming from the OMT CD
drive. • the avionics domain,
• the flight operations domain,
The PMAT network plugs are located at several areas of the aircraft. • the communication and cabin domain
The following examples are the network plug locations on the Airbus
A380:
• cockpit OMT rack,

• main avionics bay,
• upper avionics bay near the interphone plug,
• AFT avionics bay near the interphone plug,
• Nose landing gear (NLG),
• Body landing gear (BLG) bay in refuel panel near the
interphone plug,
• APU bay near the interphone plug,
• FWD lower deck cargo compartment (LDCC) in service
panel RH,
• AFT LDCC in service panel RH.
The PMATS are not part of the aircraft definition. They are ground
tools, and stored and controlled by the airline maintenance
organisation’s tool stores department.
All PMAT plugs on the aircraft are inhibited during flight.
The maintenance ground connection switch (in cockpit) must be

activated. Only one PMAT can be plugged in at one time.
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Human machine interfaces (HMIs) –

portable maintenance access terminal (PMAT)
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Human machine interfaces (HMIs) – portable maintenance access terminal (PMAT) access points on the Airbus A380
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NSS architecture (Airbus)
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Avionics domain
The avionics domain includes: You can get access to the avionics domain from the cockpit, from the
cabin and from other areas of the aircraft through various HMIs,
• Servers named aircraft network server unit-operations which are:
(ANSU-OPS). These servers supply computing and memory
resources to the hosted OIS applications, documentation and • The captain and the F/O on-board information
database. terminals (OlTs) with their keyboards and additional
• Duplicated routers named aircraft router unit-operations control devices (ACDs) that are used most frequently
(ARU-OPS). These routers manage data exchanged between by the flight crew.
the avionics world, the NSS and its HMIs. • The on-board maintenance terminal (OMT), that
• Secure interface router unit (SIRU) specially used to secure includes a media drive (CD reader/writer and DVD
the aircraft communication addressing and reporting system reader) and is used by the maintenance personnel,
(ACARS) messages that come from the ground to safely • The PMATs used by the maintenance personnel,
connect the portable multipurpose access terminals (PMATs) • The multipurpose (MP) FAPs used by the cabin crew,
and MP-FAPs • The printer installed on the pedestal, used by the
• Secured communication interfaces (SCIs), a firewall which maintenance personnel.
supplies safe and duplex communication between the OIS
applications and the avionics world. The two SCIs also do the
same between the OIS applications and the AOC centres
through the ACARS network.
• The centralised data acquisition module (CDAM) supplies
aircraft parameters and avionics data from the avionics world
to the NSS for recording and for OIS applications needs.
• An open world diode (OWD), which lets unidirectional data
flow come from the avionics domain and go to the other NSS
domains and some cabin systems. The OWD is an electrical
device that supplies only one-way communication from its left
to its right side. It stops malicious data that can come from its
right and does not let such data go to the avionics domain
and to the avionics world.
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Avionics domain
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Flight operations domain Communication and cabin domain
The flight operations domain includes: The communication and cabin domain is based on the airline
network architecture and high-speed SATCOM communications.
• A server: the aircraft network server unit-airframer (ANSU-
AFMR) which hosts functions used to: Its main components are:
- Configure the flight operational domain network,
- Manage communication with wireless ground network • the head end server unit (HESU),
through the terminal wireless LAN unit (TWLU). • the cabin wireless lan units (CWLUs) and
• the related antennas.
• A router: the aircraft router unit (ARU). This router routes data
exchanged between the 3 NSS domains, the flight operations The system supplies wired and wireless internet connectivity to the
domain HMIs and the optional wireless airport communication passengers:
system (WACS). The WACS supplies the aircraft with an
aircraft-to-AOC wireless-communication capability. • Wired connectivity through the in-flight entertainment (IFE)
system,
• Captain and F/O laptops stored in their related docking • Wireless connectivity in the cabin, using cabin wireless LAN
stations. These laptops supply computing and memory units.
resources to their hosted OIS applications and
documentation. The passengers can thus get access to services such as live
internet, webmail and web-chat.
You can get access to the flight operations domain from the cockpit,
through different interfaces, which are: The SATCOM system supplies the aircraft with an air/ground
worldwide-communication capability.
• The cockpit OITs,
• The flight crew laptops’ universal serial bus (USB) plugs that There are two HMIs, which are used for system monitoring and
are used by the flight crew and the maintenance personnel maintenance operations:
for data loading operations,
• The printer used by the flight crew and the maintenance • the multipurpose FAP (MP FAP) and
personnel. • a cabin laptop.
The OIT is used as a normal interface for the OIS applications and
documentation hosted in the laptop.
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Flight operations domain
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Access to the avionics domain

and flight operations domain is via password protected interfaces
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Communication and cabin domain
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HMI - cabin laptop
When the operator wants to get access to the communication and
cabin domain maintenance HMI, he first has to log on and to
indicate:
• his user group,

• his password (depending on the airline policy).
Note that Flight OPS and communication and cabin domains

maintenance HMIs are very different, both in terms of presentation
and also of capabilities. This application is only dedicated to the
maintenance of communication and cabin domain equipment.
Post flight report (PFR)

From the COM and cabin maintenance interface, the user can get
access to the post flight report (PFR) related to the COM and cabin
equipment. This PFR gives the possibility to display either the full
fault list or only the faults related to the last leg.
It indicates:
• the fault apparition time

• the flight phase concerned
• the source ATA
• the current equipment state
• the fault message
• the fault code.
21-46
Human machine interfaces (HMIs)

for the communications and cabin domain
21-47
Electronic logbook (e-logbook)
As an application of the electronic flight bag (Boeing system) or The e-logbook is split in three domains linked to the three main user
“AIRMAN (Airbus system), the electronic logbook (ELB, or e- profiles:
logbook) replaces paper logbooks with computer-based logs that can • Technical logbook dedicated to the pilot,
be easily stored and shared. • On-board maintenance system (OMS) logbook
functions, dedicated to line maintenance crew,
The e-logbook connects flight data with ground-based technicians • Cabin logbook, so called digital cabin logbook (DCL)
and equipment. The application feeds flight crew data into a central dedicated to cabin crew.
repository where it is combined with maintenance and engineering
information. This allows airlines to better understand and diagnose For each domain, the human machine interfaces (HMIs) have been
issues within the context of multiple aeroplane systems. defined according to the user profile.
The e-logbook maintenance application has the same function as the The e-logbook is linked to the ground in order to synchronise with the
paper logbook. Airman database that is legal repository of the e-logbook. Airman is a
ground tool used to optimize the maintenance of Airbus aircraft.
They are used for:
Airman receives and analyses the aircraft information supplied by the
• Defect reporting on-board maintenance system (OMS) and e-logbook.
• Maintenance action reporting
• Aircraft release after maintenance.
The e-Logbook maintenance application is hosted in the OSFC and

is used to record:
• Pilot, mechanic and cabin crew entries

• Aircraft status and identification data which come from
aircraft systems, the ASFC and passenger services
line replaceable units (LRUs).
21-48
The traditional paper logbook is replaced with the e-logbook
e-Logbook storage facilities on the aircraft, and on ground
21-49
The electronic-logbook maintenance application has an interface
with the aircraft communication systems to send/receive data to/from
the airline ground tools.
There are three tailored interfaces with the synchronised air and
ground databases:
• The pilot interface follows normal flight deck standards and

fits seamlessly into the flight deck environment.
• The laptop interface is designed specifically for mechanics
and engineers as a task-driven user interface.
• The maintenance control interface is designed to monitor the
logbook status of an entire fleet, perform research, and direct
resources efficiently.
The maintenance personnel can get access to the electronic-logbook

maintenance application through the on-board maintenance system
(OMS) HMIs.
The e-Logbook is part of the on-board maintenance system.
The e-Logbook data is stored in the OMS shared database.
All the e-logbook sub parts, such as, technical logbook, maintenance
logbook and the cabin logbook share the same database and
therefore make sure that all the on-board users have access to the
same information at all times.
21-50
The e-Logbook allows flight crew and ground crew to log the flight details and faults at all stages of the flight via its HMIs
21-51
e-logbook interfaces
21-52
e-logbook architecture (Airbus)
21-53
Intentionally Blank
21-54

11.21 Information Systems (ATA 46)

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11.21 Information Systems (ATA 46)

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Module 11A

Turbine Aeroplane Aerodynamics,

Typical examples include

The information system collects, centralizes and compiles all the

Airlines using AHM can make maintenance decisions in a fraction of

Aeroplane health management

In addition to advising operators of technical problems, AIRMAN also

Airman is able to reduce troubleshooting time due to its advanced

The Airman utility fully-leverages Airbus’ manufacturing expertise

Optimised aircraft maintenance with AIRMANweb

The flight deck information system gives access to flight operations

The flight crew have access to the flight operations applications

• The control and display system (CDS)

The secure communication interface (SCI) is a link between the

Airbus OIS components

Access in the cabin or cockpit is also possible through a portable

Access to the maintenance information

Leaky Line Antenna

Internal wireless datalink architecture

Leaky line antenna

Avionics domain • Passenger services such as electronic mail and internet,

Flight operations domain

• Performance computation tools,

• The avionics world gathers aircraft systems in a secured

• The open world is like an extension of the aircraft systems to

The open world is mainly composed of an on-board hardware

Avionics world and open world (Airbus A380)

• The aircraft control domain (ACD)

Each domain has two parts.

The ACD parts are:

• The flight domain (not included in the OIS) related to the

The airline information services domain (AISD) parts are:

• The open world server function cabinet (OSFC). The

Core system (Airbus A350)

Onboard information system (OIS) HMIs

Network server system layout and HMIs on the Airbus A380

The maintenance crew uses the on-board maintenance terminal

The maintenance documentation and applications are also available

There are typically two printers:

• Printer 1, located on the centre pedestal for the avionics

NSS HMIs (Airbus A380 example)

Control of the OITs (Airbus A380 example)

The OMT has an on/off switch. On ground, the OMT starts up

Interface via laptop

They are commercially available personal computers and may also

The LEDs indicate:

• the power supply availability,

Onboard maintenance terminal (OMT) at the back of the cockpit

Interface via laptop on the Airbus A320

• cockpit OMT rack,

All PMAT plugs on the aircraft are inhibited during flight.

The maintenance ground connection switch (in cockpit) must be

Human machine interfaces (HMIs) –

NSS architecture (Airbus)

Flight operations domain

Access to the avionics domain

Communication and cabin domain

• his user group,

Note that Flight OPS and communication and cabin domains

Post flight report (PFR)

• the fault apparition time

Human machine interfaces (HMIs)

The e-Logbook maintenance application is hosted in the OSFC and

• Pilot, mechanic and cabin crew entries