AE1401 AVIONICS 1. What is mean by air navigation?

Air navigation is the process of piloting an airplane from one geographic position to another while monitoring ones position as the flight progresses. 2. What are four navigation systems used in VFR. VHF Omni directional Range (VOR) Non directional Radio beacon (NDB) Long Range Navigation (LORAN-C) Global Positioning System (GPS) 3. What is mean by VOR? The word Omni means all, and an omnidirectional range is a VHF radio transmitting ground station that projects straight line courses (radials) from the station in all directions. From a top view, it can be visualized as being similar to the spokes from the hub of a wheel. The distance VOR radials are projected depends upon the power output of the transmitter. 4. Define DME. Distance measuring equipment (DME) is an ultra high frequency (UHF) navigational aid present with VOR/DMEs and VORTACs. It measures, in nautical miles (NM), the slant range distance of an airplane from a VOR/DME or VORTAC (both hereafter referred to as a VORTAC). Although DME equipment is very popular, not all airplanes are DME equipped. 5. Aircraft avionics The cockpit of any aircraft is the most obvious location for avionics. System that allow the aircraft to fly safely or have direct control over the aircraft are all directly controlled by the pilot. These safety critical system and the items that support them are all referred to as aircraft avionics. 6. Navigation. Determination of position and direction on or above the surface of the earth 7. Collision avoidance system. TCAS can detect the location of the other , nearly aircraft and provide instruction for avoiding a mid air collision. 8. Aircraft management system. Combined with displays and flight control systems, PCs allow all the aircraft system to have their data complied & manipulated to make it easier to maintain , easier to fly and safer

9. Mission or Tactical Avionics Military aircraft system have been designed either to deliver a weapon or to be the eyes and ears of other weapon systems the vast array of sensors available to the military is then used for whatever tactical means required . As with aircraft system management, the bigger sensor platforms have mission management computers. 10. Radar The military has used radar in fast jets to half pilots fly at levels. While the civil market have weather radar for a while, there are strict rules about using it to navigate the aircraft system

11. Aircraft Networks The avionics system in military, commercial and advanced models of civilian aircraft are interconnected using an avionics data bus. There networks protocols are similar in functionality as an in-house network connecting computers together, forever, the communication and electrical protocols can be very different 12. HUD The HUD is basically a transparent glass plate placed in the pilots line of vision on which the symbology of the required instrument is projected for behind and above the pilots head 13. Basic Principle of CRT The screen itself is one end of a sealed glass tube, coated on the inside with substance (phosphor) which glows when electrons strike them. The other end of the tube has a substance such as barium oxide, with electrical connections from the control circuits. 14. LCD Light is emitted at the back of the screen, and passes through one or more polarizing filters .the polarized light passes through a layer of liquid crystal cells, each of which can accept an electrical charge from a computer graphics adaptor. 15. what are components of ADF. The principal components of an ADF system are a radio receiver, which includes the amplifiers and various other electronic components a loop antenna, a sense antenna, a radio magnetic indicator and a remote control unit or control panel.

16. SELCAL The selective calling system (selcal) allows a ground station to call an aircraft or group of aircraft using HF or VHF communication without the flight crew having continuously to monitor the station frequency 17. INTERCOM This system basically consists of an amplifier which amplifier the input from each member microphone .Intercom signals can therefore be received in every other crew members head set or a loud speaker, at similar strength to there amplifier from external radio waves 18. ARINC 429 ARINC 429 is a data format for aircraft for aircraft avionics. It provides the basics description of the functions & the supporting physical & electrical interfaces for the digital information system on an aircraft .ARINC 429 is the predominant avionics data bus for most higher and aircraft today 19. ARINC 629 It is a new digital data bus format that offers more flexibility and greater speed than the 429 system .ARINC 629 has two major improvement over the 429 system,first there is a subtantial weight saving. Second, the 629 bus operate at speeds upto 2 mbps/s ,the 429 is capable of only 100 kbs/s

20. MILITARY STANDARD Military standard (MIL STD) is approach for use by all department & agencies of the department of defense 21. Communication systems. Radio communication system for aircraft an primarily for the purpose of air traffic control, however, commercial aircraft also utilize a range of high frequency for communication with ground stations and other aircraft for business and operational purposes.

22. Receiver. This allows the technician to select specific labels to evaluate or to receive all incoming data hexadecimal, decimal, or binary format may be select for the data display.

23. Transmitter. The data bus analyzer is capable of sending digital data in order to simulate communication between avionics equipment or sending analog data using a D/A converter and driver. 24. Multiplexer: Serial data transmission requires less wire than a parallel system; However an interpretation circuit is needed to convert all parallel data to serial1 type information prior to the transformation. The device for sending serial data is called multiplexor. 25. ATC Transponder: A transponder is an automatic receiver and transmitter that can receive a signal from a ground station and then send a reply back to the station. For the purpose of this discussion, we shall consider the type of the transponder that receive an interrogation from a ground radar station and sends a reply signal for identification. 26. Inertial Navigation System: An inertial navigation system measures the position and altitude of a vehicle by measuring the acceleration and rotation applied to the systems inertial frames. This system presently used on large aircraft as long range navigation system.

27. Weapon systems: The overall planned equipment and backing required to deliver a weapon to its target, including production, storage, transport, launchers, aircrafts etc. known as weapon systems. It is the combination of one or more weapons with all related equipment, materials, services, personnel and means of delivery and deployment required for self- sufficiency. 28. Touch screen: A display screen that is sensitive to the launch of a finger or styles. Touch are very resistant to harsh environment where keyboards might eventually fails. They are used with system applications and on-screen buttons large enough to be pressed with the finger.

29. Resistive screens;

The resistive method is completely pressure sensitive. It uses a plastic layer on top of a metallic- coated glass layer, separated by spacers. When pressed it shunts the current in the glass panel and the x-y co-ordinates pick up the location on the screen.

30. Optical imaging: A relatively modern development in touch the screen technology, two or more image sensors are placed around the edges of the screen. 31. Plasma display pand. PDP is a type of flat panel display. Many tiny cells located between two panels of glass hold an inert mixture of noble gases. The gas in the cells is electrically tuned in to a plasma which then excites phosphors to emit light. 32. Disavantages of touch screen. An ergonomic problem of touch screens in their strees on human fingers when used for more than a few min. at a time, since significant pressure is required and the screen is nonflexible. This can be alleviated with the use of a pen or other device to add leverage, but the introduction of such items can some times be problematic depending on the desired use case. 33. Vibrations. For aircraft and helicopter, vibration can be the major driver in the design. There are aircraft standards available for vibration, but many airframes do not recognize them. Vibration resonance will be different for almost every aircraft build, but they are certainly different for every type. 34. System safety. All parts of the aircraft are subjected to regular system safety analysis the safety impacts of a system are dicated by airworthiness authorities of the individual nation. 35. Flight planning. Flight planning is the process of producing a flight plan to describe a proposed aircraft flight. It involves two safety-critical aspects: fuel calculation, to ensure that the aircraft can safely reach the destination, and compliance with air traffic control requirements, to minimise the risk of mid-air collision. In addition, planners normally wish to minimise flight cost by appropriate choice of route, height, and speed, and by loading the minimum necessary fuel on board.

36. Automatic Dependent Surveillance (ADS) . Automatic Dependent Surveillance is described as the process of creating and sending a message including the senders current position and other surveillance information, such as velocity, intent and flight identification. This information supports aircraft separation management by improving surveillance information at increased ranges, situational awareness and decision making. ADS data can be used in cooperation with data from current radar beacon systems, such as Air Traffic Control Radar Beacon System (ATCRBS), Mode S, Traffic Collision Avoidance System (TCAS) and primary Air Traffic Control (ATC) radar, and may also be used as a sole means of surveillance. 37. Air safety. Air safety is a broad term encompassing the theory, investigation and categorization of flight failures, and the prevention of such failures through appropriate regulation, as well as through education and training. It can also be applied in the context of campaigns that inform the public as to the safety of air travel. No matter the speed and economy of any mode of transportation, if it is not perceived and demonstrated as safe, it will find few customers and, with few customers, unless it can still be priced to make a profit, the transportation mode will fail and fade from the scene. 38. The Global Positioning System (GPS), The Global Positioning System is currently the only fully-functional satellite navigation system. More than two dozen GPS satellites are in medium Earth orbit, transmitting signals allowing GPS receivers to determine the receiver's location speed and direction. 39. Flight Management System. The primary purpose of a flight management system (FMS) is to manage navigation sensors to produce a composite position. Using this position, along with flight planning capabilities, the FMS can perform navigation and guidance tasks. In addition, some FMSs provide performance predictions for the flight. 40. Flight Guidance Control Panel The flight guidance control panel is the pilots interface to the flight director and autopilot. Objectives that shall be understood The operation and intended function of each button, knob and annunciation. 41. Automated flight deck. Automated flight deck consists of an integrated avionics system including a flight management system (FMS), a flight guidance control system (i.e.,flight director and autopilot), and an electronic d isplaysystem (EDS). It may also include autothrottles, terrain awareness and warning system (TAWS) and heads up display (HUD). 42. Electronic Display System. An electronic display system (EDS),with inputs from other systems, provides map,

weather displays, airborne traffic and collision avoidance alerts (TCAS/ GPWS), and engine and/or aircraft systems indicationsand or system schematics. 43. Control Display Unit Operation. The control display unit (CDU) is the pilots interface to the FMS. In this document, the term CDU also applies to a system that uses a multi-functional control display unit (MCDU). 44. Navigation Database. The navigation database (NDB) contains navaids, airways, departure/arrival procedures, approach procedures, airports and runways. 45. Vertical Navigation. Vertical navigation (VNAV) is the function in the FMS that sends commands to the flight Guidance computer to steer the aircraft vertically. 46. Lateral Navigation. Lateral navigation (LNAV) is the function in the FMS that sends commands to the flight guidance computer to steer the aircraft laterally. 47. FMS Messages. The FMS provides advisory and alerting information to the operator by means of annunciators or CDU text messages. Objectives that shall be understood: 1. Different types of FMS messages and annunciations. 2. How to access and clear FMS messages. 48. Air Data Computer. The air data computer (ADC) provides atmospheric data to the flightcrew and the avionics. This consists of altitudes (pressu re and barometric ) , airspeeds (TAS,CAS, Mach), vertical speed, ISA deviation. 48. Vertical Gyro/Directional Gyro or Attitude and Heading Reference System. The vertical gyro/directional gyro (VG/DG) or attitude and heading reference system (AHRS) provide attitude and magnetic heading information to the flightcrew. 49. Weather Radar. Weather radar is used to avoid hazardous weather. Objectives that shall be understood: 1. The operation and intended function of each button, knob and/or annunciation associated with the weather radar controller. 2. How weather radar is integrated into the EDS and all display options available. 3. Limitations on the operational use of the weather radar (e.g., turn off while refueling,do not use near ground personnel, etc.). 50. AirborneWindshear Alerting System. A device or system which identifies the presence of wind shear once the wind shear is encountered. Some systems also may provide guidance information tothe pilot. Objectives that shall be understood: 1. Warnings and required response for safe flight (i.e., escape maneuver). 2. How wind shear is integrated into the EDS. 3. Limitations on the operational use of wind shear. 51. Receiver Autonomous Integrity Monitoring. Receiver autonomous integrity monitoring (RAIM) is an onboard means of verifying GPS integrity. Objectives that shall be understood:

1. The concept and function of receiver autonomous integrity monitoring. 2. Current versus Predictive RAIM. 3. Fault detection and exclusion (FDE) 4. Failure annunciations associated with loss or exceedance of RAIM limits. 52. Position Sensors. Position sensors provide position and velocity information required by the FMS to navigate the aircraft. Objectives that shall be understood: 1. The types of sensors interfaced to the FMS. 2. How to access, interpret and operate the CDU pages associated with the position sensors. 53. Display Units. Display units (DUs) are the visual interface between the pilots and the automated flight and navigation systems, and in some cases, aircraft systems. These displays may be known as s Primary Flight Display (PFD) s Navigation Display (NAV) s Electronic Attitude Director Indicator (EADI) s Electronic Horizontal Situation Indicator (EHSI) s Multifunctional Display (MFD) s Display Unit (DU) s Engine Indicating and Crew Alerting System (EICAS) s Electronic Checklist (ECL). 54.TCAS Computer Unit.

55. AIRPORT BEACON. Some of the most common beacons are: Flashing white and green for civilian land airports. Flashing white and yellow for a water airport. Flashing white, yellow, and green for a heliport. Two quick white flashes followed by a green flash identifies a military airport. 56. Instrument landing system. A precision instrument approach system, which normally consists of the following electronic components and visual aidslocalizer,glide slope, outer marker, and approach lights. 57. RUNWAY END IDENTIFIER LIGHTS (REIL) It is One component of the runway lighting system. These lights are installed at many airfields to provide rapid and positive identification of the approach end of A particular runway. 58. SAT COM. A SAT COM is made up of three subsystem are the ground station, the aircraft earth station, and the satellite system. 59. ACARS. The ARNIC communication addressing and reporting system (ACARS) is a digital system that operates using the VHF communications equipment on frequency of 131.550MHz 60. Antenna. An antenna is a special type of electrical circuit designed to radiate and receive electromagnetic energy. 61. Radio frequency bands. Low frequency - 30 to 300 KHz Medium frequency - 300 to 3000 KHz High frequency - 3000 KHz to 30 MHz Very high frequency 30MHz to 300 MHz Ultra high frequency - 300 to 3000 MHz Super high frequency - 3000 to 30000 MHz 62. Micro phones. A microphone is essentially an energy converter that changes acoustical energy into corresponding electrical energy. 63. AIRCOM system. Digital air and ground communication services was designed to reduce the amount of voice communication on the increasing crowded communications frequency. 64. Marker beacons. Beacons is a system of visual lights indicating fixed features. the mark are signals which indicate the position of the aircraft along the approach to the runway. 65. Cockpit voice recorder. CVR is the instrument used to record the flight crew audio for subsequent accident investigation if necessary. 66. Capacitive touch screen.

The capacitive method uses a metallic coated glass panel pand, but without the plastic overlay. It senses the change in current from the electricity in our finger or from a styles wired to the computer that emits change. 67. Strain gauge touch screen. In the strain gauge configuration the screen is the spring mounded on the four corner and strain gauges are used to determine deflection when the screen is touched. 68. Advantages of plasma display. The main advantage of plasma display technology is that very wide screen can be produced using extremely thin materials. Since each pixel is lit individually, the image is very bright and has wide viewing angle. 69. Advantages of fly by wire control. 1. advanced autopilots, providing significant reductions in pilot work load and weapon system performance benefits. 2.Reduced maintenance costs, resulting from the reductions in mechanical complexity and the introduction of built-in-test. 70. Satellite system. Satellites that are located in a geo-synchronous orbit receive signals transmitted from either a ground or earth station or an aircraft earth station. 71. Acronyms and Abbreviations ACARS ARINC Communication Addressing and Reporting System ADC Air Data Computer AFISTM Airborne Flight Information System AP Autopilot ARINC Aeronautical Radio Incorporated ATC Air Traffic Control BITE Built-In Test Equipment CAS Crew Alerting System or Calibrated Airspeed CDU Control/Display Unit DME Distance Measuring Equipment DU Display Unit EADI Electronic Attitude Director Indicator ECL Electronic Checklist EDS Electronic Display System 72. Autopilot. The autopilot interfaces to servos that move the aircraft control surfaces. Objectives that shall be understood 1. How to engage and disengage the AP. 2. Hazards of providing manual input with AP engaged. 73. Holding Patterns. Holding pat terns can be def ined by the pilot or ex tr acted from the navi gation dat abase with procedures.Once activated in the flight plan, the FMS can enter, fly and exit a holding pattern. 74. Radio Tuning. Some FMSs are capable of tuning radios.

Objectives that shall be understood 1. If applicable, tuning modes associated with a radio (e.g., auto, remote,manual, etc.). Objectives that should be understood 1. How to access and operate the radio tuning page of the FMS (if applicable). This includes effects on the active and preset function. 2. Familiarity with failure indications (e.g., the radio not tuning the request frequency, no valid data from the radio, etc.). 75. Dual/Triple FMS Operations. Many aircraft are equipped with multiple FMS systems that may or may not be able to Communicate with each other. Objectives that shall be understood: 1. The different communication modes between FMSs (e.g., dual,crossfill, sync, triplex,warmspare, etc). 2. The criteria associated for the system to operate in each mode. 3. Any annunciations associated with a change in operating mode. 4. If applicable, how to switch in third FMS following failure of FMS 1 or 2. 76. ARINC 424. A R I NC 424 provides a standard for preparing and storing the electronic navigation database used by the FMS. Objectives that shall be understood 1. Familiarity with the purpose and use of ARINC 424 data by the FMS. 2. ARINC 424 naming conventions for waypoints. 77. Radio Altimeter. The radio altimeter measures height above ground. Objectives that shall be understood 1. EDS symbology. 2. How to test the radio altimeter if required. 3. Operating limitations associated with the loss of the radio altimeter (e.g.,unable to Perform CAT II approaches,MEL, etc. ). 78. Autothrottles. The autothrottle system provides speed or power control. Objectives that shall be understood 1. The operation and intended function of each button, knob and/or annunciation Associated with the autothrottles. 2. Operating modes of the autothrottles and how the modes are annunciated on the E DS.

79. VHF Subnetwork. A network of VHF ground radio stations ensure that aircraft can communicate with ground end systems in real-time from practically anywhere in the world. VHF communication is line-ofsight, and provides communication with ground based transceivers (often referred to as Remote Ground Stations or RGSs). The typical range is dependent on altitude, with a 200- mile transmission range common at high altitudes. Thus VHF communication is only applicable over landmasses which have a VHF ground network installed.

80. Flight Management System Interface In addition to detecting events on the aircraft and sending messages automatically to the ground, initial systems were expanded to support new interfaces with other on-board avionics. During the late 1980s and early 1990s, a datalink interface between the ACARS MUs and Flight management systems (FMS) was introduced. This interface enabled flight plans and weather information to be sent from the ground to the ACARS MU, which would then be forwarded to the FMS. This feature gave the airline the capability to update FMSs while in flight, and allowed the flight crew to evaluate new weather conditions, or alternate flight plans. 81. Ground end system The ground end system is the destination for downlinks, and the source of uplinks. Generally, ground end systems are either government agencies such as CAA/FAA, or airline operations headquarters. CAA end systems provide air traffic services such as clearances. Airline operations provide information necessary for operating the airline efficiently, such as gate assignments, maintenance, passenger needs, etc. Airlines have more recently started to use a Rockwell Collins supplied product, HERMES, for the collation, parsing and reformatting of ACARS messages for delivery into back end airline systems and back via the ACARS networks to the originating or other aircraft in the fleet. See HERMES

82. MCDU Multifunction Control Display Unit. A text-only device that displays messages to the aircrew and accepts crew input on an integrated keyboard. MCDU standards are defined in ARINC Characteristic 739. MCDUs have seven input ports and can be used with seven different systems, such as CMU or FMS. Each system connected to an MCDU generates its own display pages and accepts keyboard input, when it is selected as the system controlling the MCDU. 83. Mid-Air Collision Avoidance System (MCAS) MCAS in an inexpensive warning system to prevent mid-air collisions, which are the major cause of tactical aircraft loss resulting from close maneuvering and formation flying. Traditional Collision Avoidance Systems are not appropriate for Tactical Fixed and Rotary wing aircraft due to space and weight limitations. 84.Microprocessor operation? The specific operation of microprocessor is determined by the program contained in the memory and information received from data inputs. However virtually all microprocessor follow a standard operating protocol.The communication is accomplished by databuses. 85.Central processing unit?

The CPU of any computer performs the actual addition subtraction and other logical functions. 86.Memory? The data are stored in the memory device in the form of binary language.The memory of CPU is divided into two basic categories. 1.Volatile memory 2.Non volatile memory 87.SemiConductor Memories? 1.Random Access Memory 2.Read only Memory. 88.Arithmetic Logic Unit? Arithmetic logic unit performs all calculation and comparisions necessary to process the input data. 89.Data Transmission? 1.Parallel Data Transmission 2.Serial Data Transmission. 90.Types of Logic gates? 1.OR gate 2.AND gate 3.NAND gate 4.NOR gate 5.XOR gate 6.NOT gate 91.Types Semiconductors? 1.Intrinsic SemiConductor 2.Extrinsic SemiConductor 92.Transistor? It consists of two PN junctions formed by sandwiching either P-type or N-type semiconductor between a pair of opposite types .

93.Amplifiers? It amplifies the week signals to strong signals. 94.Interface? It is a physical connection between two systems or device.

95.Types of RAM? 1.Static RAM 2.Dynamic RAM 96.Types of Data Transfer? 1.Programmed DataTransfer 2.Direct memory Access Transfer 97.Types of Programmed Data Transfer? 1.Synchronous Data Transfer 2.ASynchronous Data Transfer 3.Interrupt Driven Data Transfer 98.Advantage of ASynchronous Data Transfer? It is suitable when input and output devices are slow as compared to microprocessor . 99.AND gate? It is used to represent a situation where all inputs to the gate must be 1 (on)to produce a 1(on)output.For an AND gate ,input no 1,input no 2,input no 3,etc.must be 1 to produce a 1 output.If any input is a 0(off),the output will be 0(off). 100.Types of Filter circuits? 1.Capacitor Filter 2.Choke Input Filter 3.Capacitor Input Filter or -Filter