Unit title: Aircraft Electrical System (84) 1

Assignment title: Function and operation of Aircraft Electronic System

Task: 01 (a)

Parameters of modern aircraft recording system:

A flight recorder is an electronic recording device placed in an aircraft for the purpose of facilitating the
investigation of an aircraft accident or incident. For this reason, flight recorders are required to be capable
of surviving the conditions likely to be encountered in a severe aircraft accident. They are typically
specified to withstand an impact of 3400 g and temperatures of over 1,000 °C (1,832 °F) (as required
by EUROCAE ED-112). There are two common types of flight recorder, the flight data recorder (FDR) and
the cockpit voice recorder (CVR). In some cases, the two recorders may be combined in a single
FDR/CVR unit.

Since the 1970s, most large civil jet transports have been additionally equipped with a "quick access
recorder" (QAR). This records data on a removable storage medium. Access to the FDR and CVR is
necessarily difficult because of the requirement that they survive an accident. They also require
specialized equipment to read the recording. The QAR recording medium is readily removable and is
designed to be read by equipment attached to a standard desktop computer. In many airlines, the quick
access recordings are scanned for 'events', an event being a significant deviation from normal operational
parameters. This allows operational problems to be detected and eliminated before an accident or
incident results.

Many modern aircraft systems are digital or digitally controlled. Very often, the digital system will include
Built-In Test Equipment which records information about the operation of the system. This information
may also be accessed to assist with the investigation of an accident or incident.
The FDR rule change effected by the FAA in late 1997 will require operators of airplanes flying
under FAA rules to make sure the FDRs on their airplanes can record several additional
parameter groups. The compliance date for these airplanes depends on their date of
manufacture. [1]

Mandatory parameters selected

In the selection of the mandatory parameters for crash investigation purposes, the objective is to
obtain, either directly or by deduction from the recorded data, the following information:

 The aircraft's flight path and attitude in achieving that path;

 The basic forces acting on the aircraft, e.g., lift, drag, thrust and control forces;
 The general origin of the basic forces and influencing factors, e.g., status of such
systems as primary and secondary flight controls, hydraulic power supply, cabin
pressurization, electrical power, and navigation.

The mandatory parameters are specified in national regulations for civil aircraft operation and
generally relate to the following:

 Time (GMT or elapsed);

 Indicated altitude;
 Indicated airspeed;
 Vertical (normal) acceleration;

Md. Nur Alam Corse code/Batch: FENDA 09 Student ID 33

 Unit title: Aircraft Electrical System (84) 2
Assignment title: Function and operation of Aircraft Electronic System

 Magnetic heading;
 Pitch attitude;
 Roll attitude;
 Flap position;
 Engine power.

Optional parameters selected

 Total air temperature

 Lateral acceleration
 Longitudinal acceleration
 Horizontal stabilizer position
 Pitch control surface position (elevators)
 Lateral control surface position (aileron)
 Yaw Control surface position (rudder)
 Engine thrust (N1)
 Flaps and slats
 VHF keying
 HF keying
 Engine reverse thrust (unlocked and deployed)
 Mach number
 Maximum allowable airspeed
 Glide slope deviation
 Radio altimeter
 Localizer deviation
 Spoiler position
 Autopilots engage.

Because most airplanes recorded only six parameter groups, nearly all operators were required
to retrofit the FDRs in their airplanes. In response to this requirement, many FDR manufacturers
developed crash-survivable FDRs that did not require flight data acquisition units to replace the
first-generation foil FDRs, and that accommodated the 11 required parameter groups for
airplanes with up to four engines. Airplanes such as the 737 that have these FDRs can
accommodate up to 18 parameter groups, as they have only two engines for which data must
be recorded.  [2]

http://en.wikipedia.org/wiki/Flight_recorder

http://www.skybrary.aero/index.php/Flight_Data_Recorder_(FDR)

Task: 01 (b)

Block diagram of Aircraft Integrated Data System (AIDS):

An integrated data system (AIDS) is a method of improving flying safety and operating
efficiency. Data recorded in flight are processed on a ground-based digital computer, and

Md. Nur Alam Corse code/Batch: FENDA 09 Student ID 33

 Unit title: Aircraft Electrical System (84) 3
Assignment title: Function and operation of Aircraft Electronic System

instances of operation outside established operational envelopes are identified. Positive

information is available to guide corrective action directed toward improving training programs,
operating procedures, or performance by individual crewmen.

Figure: block diagram of Aircraft Integrated Data System

On the other hand AIDS (Aircraft Integrated Data System) is an aircraft system that allows the
airline to record and/or monitor all available parameters which are on the aircraft buses. Some
Aircraft like the Airbus A320 have an AIDS print button which, when programmed over the
MCDU, allows paper data reports, DAR recordings, or ACARS transmissions of a select amount
of parameters to be printed. [3]

Accident data recording system

Typical data output to the DFDR comprises a continuous stream of digital data formed into
frames. Each frame is divided into four sub-frames, typically of one-second duration each; the
sub-frame
is formed by 64 12-bit words. The first word in each sub-frame is a synchronizing word; the
other three contain data. Each word contains 12 bits of digital information; the total number of
bits in a sub-frame is therefore 768. Various formats are used to form the digital bits of logic one
and logic zero, these formats include:

● non-return-to-zero (NRZ)
● bipolar-return-to-zero return-to-zero (RZ)
● Harvard bi-phase format. [4]

Md. Nur Alam Corse code/Batch: FENDA 09 Student ID 33

 Unit title: Aircraft Electrical System (84) 4
Assignment title: Function and operation of Aircraft Electronic System

Non-return-to-zero (NRZ) logic one is formed by a 5 V DC level; logic zero is indicated by 0 V

DC. The two logic levels are therefore represented by one of two significant conditions, with no
other neutral or
rest condition. A clock waveform is required to distinguish between bits. Two wires are used to
carry the signal, together with a third wire for a clock reference. Bipolar-return-to-zero return-
to-zero (RZ) describes a code in which the signal drops (returns) to zero between each pulse.
This takes place even if a number of consecutive logic zeros or ones occur in the signal. Logic
one is indicated by a 0.5 V DC level, and logic zero by a _ 0.5 V DC level. The signal returns to
0 V DC in the second half of each bit. The signal is self-clocking; therefore separate clock
pulses are not required alongside the signal. In the Harvard bi-phase format, each bit changes
state at its trailing edge; either from high to zero or [5]

Data recovery analysis:

Md. Nur Alam Corse code/Batch: FENDA 09 Student ID 33

 Unit title: Aircraft Electrical System (84) 5
Assignment title: Function and operation of Aircraft Electronic System

Figure: Digital data formed into frames

Zero to high independently of its value. A logic one is indicated by a mid-bit change of state; a
logic zero is indicated by no mid-bit change of state. The 64th word of 16 consecutive frames is
combined into a super-frame. These words are formed in binary coded decimal (BCD) format;
each word comprises four bits, used to represent the denary numbers zero to nine. This

Md. Nur Alam Corse code/Batch: FENDA 09 Student ID 33

 Unit title: Aircraft Electrical System (84) 6
Assignment title: Function and operation of Aircraft Electronic System

illustrates how binary numbers and then BCD represent the denary (or decimal) numbers 0–20.
The advantage of BCD is that it allows conversion to decimal digits for printing or display and
faster decimal calculations. This is particularly useful where a numeric value is to be displayed,
e.g. recording [6]

 Tooley, Mike; Tooley, Michael H. (2007). Aircraft digital electronic and computer systems: principles,
operation and maintenance. Butterworth-Heinemann. pp. 75–76. ISBN 978-0-7506-8138-4.
AIRCRAFT ELECTRICAL AND ELECTRONIC SYSTEM,Page-329,330

AIRCRAFT ELECTRICAL AND ELECTRONIC SYSTEM,page-330,332

Task: 02

Operation of modern aircraft engine health monitoring system:

With an electrical system connecting all the equipment with power, the control system
controlling all the actions of the system, a monitoring system is needed to log the actions,
performance and status of the components in these systems.

Monitoring systems technologies log the actions, performance a status of the components in the
electrical and control systems. They collect data from various components, sub-systems or a

Md. Nur Alam Corse code/Batch: FENDA 09 Student ID 33

 Unit title: Aircraft Electrical System (84) 7
Assignment title: Function and operation of Aircraft Electronic System

system, which is then used to draw certain conclusions, based on algorithms programmed into
the collection system. The monitoring collection system can be ground-based, while monitoring
systems flying in the air, floating on the sea, or generating electricity on another continent.

All monitoring systems work on the simple basis of:

Sense - Acquire - Transfer - Analyze - Act.

The aim of a monitoring system is to maximize reliability and availability.  A monitoring system
will not stop a system from malfunctioning, but will log system data from which system
characteristics can be deduced.  This provides our customers with advanced data on the status
of their system and data to plan maintenance schedules around.

The monitoring system collects data from all over the system and provides feedback at a
specific location, this location can either be the control room on a ship or the control room on
land receiving feedback signals from a fleet of aircraft, which are currently flying, or the
generator set situated in on an oilrig.

The monitoring systems provides us with the freedom of knowing what our system is doing, how
well it is doing it and will help predict how it will react next time we run it.

Rolls-Royce is improving its capability continuously to improve its monitoring capability and
providing its customers with a higher level of in-service support

The achieving procedures are collected from Rolls Royce as follows:

Engine health management

Rolls Royce uses Engine Health Management (EHM) to track the health of thousands of
engines operating worldwide, using onboard sensors and live satellite feeds.

A corporate EHM team covers Civil, Defense, Marine and Energy which enables the Group to
develop technologies and best practice across all business sectors. In the Civil market for
example, the Trent family of engines is supported by a comprehensive Rolls-Royce EHM
capability operated in conjunction with Optimized Systems and Solutions (OSyS), a Rolls-
Royce company, and accessible as appropriate by the airlines involved.

EHM is a pro-active technique for predicting when something might go wrong and averting a
potential threat before it has a chance to develop into a real problem. It is especially useful in
industries such as aerospace where the results of a technical failure could prove very costly.
EHM covers the assessment of an engine’s state of health in real time or post-flight and how the
data is used reflects the nature of the relevant service contracts. Essentially, EHM is about
making more informed decisions regarding operating an engine fleet through acting on the best
information available.

The evolution of EHM and the revolution in its use has significantly reduced costs by preventing
or delaying maintenance, as well as flagging potentially costly technical problems. New assets
will incorporate EHM capability, and techniques will, where possible, be retrofitted to existing

Md. Nur Alam Corse code/Batch: FENDA 09 Student ID 33

 Unit title: Aircraft Electrical System (84) 8
Assignment title: Function and operation of Aircraft Electronic System

equipment. Broader engineering disciplines can benefit from the growing reservoir of supporting
data. As operational profiles of technical performance are revealed in ever more detail – from
individual components to whole engines – so engineers can develop more thorough and cost-
effective maintenance schedules, and designers can feed higher reliability features into the
engine products of the future.

Sense

EHM uses a range of sensors strategically positioned throughout the engine to record key
technical parameters several times each flight. The EHM sensors in aero engines monitor
numerous critical engine characteristics such as temperatures, pressures, speeds, flows and
vibration levels to ensure they are within known tolerances and to highlight when they are not. In
the most extreme cases air crew could be contacted, but far more often the action will lie with
the operator’s own maintenance personnel or a Rolls-Royce service representative in the field
to manage a special service inspection.

The Trent engine can be fitted permanently with about 25 sensors. The figure below shows the
typical parameters measured for EHM. 

Figure: showing different sensor areas and parts of an engine from where information collected

Many of these are multi-purpose as they are used to control the engine and provide indication of
engine operation to the pilot as well as being used by the EHM system. These are selected to
make the system as flexible as possible.

The main engine parameters – shaft speeds and turbine gas temperature (TGT) – are used to
give a clear view of the overall health of the engine. A number of pressure and temperature
sensors are fitted through the gas path of the engine to enable the performance of each of the

Md. Nur Alam Corse code/Batch: FENDA 09 Student ID 33

 Unit title: Aircraft Electrical System (84) 9
Assignment title: Function and operation of Aircraft Electronic System

main modules (including the fan, the intermediate and high pressure compressors, and the high,
intermediate and low pressure turbines) to be calculated. These sensors are fitted between
each module, except where the temperature is too high for reliable measurements to be made.

Vibration sensors provide valuable information on the condition of all the rotating components.
An electric magnetic chip detector is fitted to trap any debris in the oil system that may be
caused by unusual wear to bearings or gears. Other sensors are used to assess the health of
the fuel system (pump, metering valve, filter); the oil system (pump and filter); the cooling air
system and the nacelle ventilation (nacelle is the cover housing – separate from the fuselage
that holds engines, fuel, or equipment on aircraft). As engine operation can vary significantly
between flights (due to day temperature or pilot selection of reduced thrust), data from the
aircraft to provide thrust setting, ambient conditions and bleed extraction status is also used.

Acquire

Most modern large civil aircraft use an Aircraft Condition Monitoring System (ACMS) to acquire
the data for EHM. This captures three types of reports:

The first are snapshots, where the sensor data listed above is captured and collected into a
small report. This is carried out during take-off, during climb and once the aircraft is in cruise.

The second type is triggered by unusual engine conditions. Examples might be if an engine
exceeded its TGT (Turbine Gas Temperature) limits during a take-off. These reports contain a
short time-history of key parameters to enable rapid and effective trouble-shooting of the
problem.

The final type is a summary, which is produced at the end of the flight. This captures information
such as maximum conditions experienced during the flight, and power reductions selected
during take-off and climb.

The Trent 900 is the first engine to be fitted with a dedicated Engine Monitoring Unit as well as
the ACMS. This engine-mounted system places a powerful signal processing and analysis
capability onto the engine. A fan -mounted EMU is shown below:

Md. Nur Alam Corse code/Batch: FENDA 09 Student ID 33

 Unit title: Aircraft Electrical System (84) 10
Assignment title: Function and operation of Aircraft Electronic System

Figure: A fan -mounted engine monitoring unit (EMU).

This is used to look in more detail at the vibration spectrum, which helps to pick up problems
with bearings or rotating components. It also provides a flexible computing platform so new
EHM software can be rapidly deployed to detect specific problems.

Transfer

A critical aspect of the EHM system is the transfer of data from aircraft to ground. Aircraft
Communications Addressing and Reporting System (ACARS) digital data-link systems are used
as the primary method of communication. This transmits the Aircraft Condition Monitoring
System (ACMS ) reports via a VHF radio or satellite link whilst the aircraft is in-flight.

A worldwide ground network then transfers this data to the intended destination. The positive
aspect of this system is its robust nature and ability to distribute information worldwide. On the
other hand, the   Airplane Condition Monitoring Function (ACMF) reports are limited to 3kB,
hence the acquisition systems need to work within this limitation. Future systems are being
deployed to increase data volumes through wireless data transmission as the aircraft
approaches the gate after landing. This will enable more data to be analysed, but will not be as
immediate as ACARS, where data can be assessed well before the aircraft lands again.

In the Defence business, the transfer of data is controlled by the service requirement. Some
EHM data requires a rapid in-theatre response; some, such as fleet trends, has a more long-
term aspect. Some of the longer-term information can wait until the engines return to the UK,
although Rolls-Royce can still provide 24/7 support through a combination of deployed service
engineers and the Operations Centre in Bristol.

Md. Nur Alam Corse code/Batch: FENDA 09 Student ID 33

 Unit title: Aircraft Electrical System (84) 11
Assignment title: Function and operation of Aircraft Electronic System

Analyze

As soon as the individual reports arrive at the specialist EHM analysts - OSyS (Optimized
Systems & Solutions) they are processed automatically. The data is checked for validity and
corrections applied to normalize them. The snapshot data is always ‘trended’, so that subtle
changes in condition from one flight to another can be detected. Automated algorithms based
on neural networks are used to do this, and multiple sensor information is fused to provide the
most sensitive detection capability.

When abnormal behavior is detected, this is confirmed by an OSyS analyst based in the
Operations Centre, before being sent to the aircraft operator and logged by the Rolls-
Royce Technical Help Desk. Manual oversight is still an important part of the process, as false
alerts can cause unnecessary maintenance actions to be taken by airlines and these need to be
avoided. Trended data, and data from the other types of ACMS report, are also uploaded onto
the Rolls-Royce Aero manager website, so that plane operators can easily view the health of
their fleet of engines.

Act

The EHM signature will typically highlight a change in an engine characteristic. Expert
knowledge is then used to turn this symptom into a diagnosis and usually a prognosis. This is
done by using the skills of Rolls-Royce engineers working with the OSyS analysts, to assess the
most likely physical cause of a particular signature, how an operator can confirm this and how
urgently this needs to be carried out. For an engine that is showing gradual deterioration, for
example, an inspection in several weeks time may be appropriate.

If a step change in performance has been observed, inspection within the next 2-3 flights might
be recommended. The Technical Help desk will discuss the recommendations with the operator
(to manage the best fit with their planned operation) and will then regularly liaise with them until
the problem is understood and any risk to their service mitigated.

http://www.rolls-royce.com/about/technology/systems_tech/monitoring_systems.jsp

Md. Nur Alam Corse code/Batch: FENDA 09 Student ID 33

 Unit title: Aircraft Electrical System (84) 12
Assignment title: Function and operation of Aircraft Electronic System

Reference/ Sources:

1. http://en.wikipedia.org/wiki/Flight_recorder
2. http://www.skybrary.aero/index.php/Flight_Data_Recorder_(FDR)
3. Tooley, Mike; Tooley, Michael H. (2007). Aircraft digital electronic and computer systems:
principles, operation and maintenance. Butterworth-Heinemann. pp. 75–76. ISBN 978-0-7506-
8138-4.
4. AIRCRAFT ELECTRICAL AND ELECTRONIC SYSTEM,Page-329,330
5. AIRCRAFT ELECTRICAL AND ELECTRONIC SYSTEM,page-330,332
6. http://www.rolls-royce.com/about/technology/systems_tech/monitoring_systems.jsp

Md. Nur Alam Corse code/Batch: FENDA 09 Student ID 33