RESEARCH ARTICLE | JUNE 16 2022

Improvement of radio electronic equipment diagnostic

system
Izzat Maturazov  ; Abdurashid Abdukayumov

AIP Conference Proceedings 2432, 030044 (2022)

https://doi.org/10.1063/5.0090223

CrossMark

 
View Export
Online Citation

Articles You May Be Interested In

Downloaded from http://pubs.aip.org/aip/acp/article-pdf/doi/10.1063/5.0090223/16201095/030044_1_online.pdf

Automated design of the appearance of an unmanned aerial vehicle
AIP Conference Proceedings (June 2022)

Mechanical properties of V95P alloy wire after high-temperature annealing

AIP Conference Proceedings (June 2022)

Structures options for the coastal bridge support, taking into account the seismicity of the district
AIP Conference Proceedings (June 2022)
 Improvement of Radio Electronic Equipment Diagnostic
System
Izzat Maturazov a), DQGAbdurashid Abdukayumov

Tashkent State Transport University, 100128, Tashkent, Uzbekistan

a)
&RUUHVSRQGLQJDXWKRULzzat3983@mail.ru

Downloaded from http://pubs.aip.org/aip/acp/article-pdf/doi/10.1063/5.0090223/16201095/030044_1_online.pdf

Abstract.This article proposes to improve the diagnostic system of the aircraft's electronic equipment during aircraft
maintenance. The technical condition of radio-electronic equipment, types of their maintenance, what the wireless
communication system itself is when diagnosing them through a remote diagnostic system and what types are
currently available are covered. A remote diagnostic system has been proposed by researching the aircraft
maintenance process and the wireless communication system.

INTRODUCTION

Nowadays, the quality of passenger service by air is a key factor. It starts with the preparation of the aircraft
for flight. It is necessary to determine the technical condition of the aircraft, including radio-electronic equipment
and eliminate the identified deficiencies. Technical condition is a set of features of an object that can change during
production and operation and is characterized by the signs set in the technical documentation at a given time.
The following main types of technical condition are distinguished:
- valid condition;
- invalid condition;
- working condition;
- inability to work;
- operating condition;
- rejection status (non-working status).

METHODS

The transition of radio-electronic equipment from one state to another is a random process. These transitions
are clearly shown in figure 1.

FIGURE 1. Transition of radio-electronic equipment to cases.

The 1st International Conference on Problems and Perspectives of Modern Science

AIP Conf. Proc. 2432, 030044-1–030044-4; https://doi.org/10.1063/5.0090223
Published by AIP Publishing. 978-0-7354-4345-7/$30.00

030044-1
 The transition of the device from one state to another depends on the occurrence of a fault.
Fitness means the condition of an object that meets all the requirements set out in the technical
documentation. If the object does not meet at least one of the requirements of the technical documentation, the
object is in a state of disrepair. Performance status is the state of an object that can perform the functions assigned to
it by maintaining the values of the parameters given within the limits set in the relevant technical documentation. If
the device is capable of working, then it does not have to be usable. For example, devices may be capable of
working when the body is damaged, but in this case it is considered unusable.
One of the challenges in modern aircraft operation is to improve the aircraft’s operational operation
processes by maintaining and restoring its airworthiness and readiness while ensuring the required reliability and
flight readiness of the aircraft with minimal manpower, time and resources expended. Maintenance plays an
important role in ensuring the regularity of flights.
Aircraft maintenance consists of periodic inspections of the technical condition of aircraft, which must be
carried out by airlines after a certain time or certain flight hours. Proper maintenance of aircraft is a key factor in
flight safety [1].
Transitcheck, DailyCheck, Weeklycheck, A-check, B-check, C-check and D-check periodic maintenance

Downloaded from http://pubs.aip.org/aip/acp/article-pdf/doi/10.1063/5.0090223/16201095/030044_1_online.pdf

forms are provided for modern aircraft. Forms of maintenance performed simultaneously with the preparation of the
aircraft for flight are called linear forms. These include:
- Transit check - the simplest form of aircraft maintenance, which is carried out before each flight of the
aircraft;
- Daily Check - Daily inspection of the aircraft should be performed within 24 hours, in some cases after 36
hours. It is usually done at night.
Forms of linear service include external inspection of the aircraft, as well as analysis of fault data reported by
the flight crew or a centralized diagnostic system equipped with many modern aircraft. After the analysis, a decision
is made as to whether it is appropriate to rectify the fault if it is not permitted or if the defect is being documented. A
block diagram of the linear technical demonstration process is shown in Figure 2 in general. Thus, the purpose of
on-line maintenance is to ensure the timely launch of the aircraft with all the necessary documents. The efficiency of
performing linear service forms has a direct impact on the regularity of flights.
Regularity of flights refers to the characteristics of the accuracy of compliance of the time of departure of
aircraft from the airport of departure to the airport of the aircraft installed in the flight schedule [1].

FIGURE 2. Block diagram of the form of linear maintenance.

DISCUSSION

Nowadays, the regularity of flights is becoming increasingly important. Flights are considered regular if the
aircraft operates on schedule or with a delay not exceeding the allowable level. Improvements to the maintenance
process are required for flights to be completed on time. This means the need to develop new and effective methods
in the diagnosis of aircraft equipment.

030044-2
 Improving the quality and reducing the time of aircraft maintenance will be achieved by creating a remote
control system for aircraft diagnostics. The implementation of the proposed idea will be possible due to the
introduction of a system of remote control of aircraft parameters.
In describing a diagnostic system, it is necessary to shed light on what a wireless system is and what types
are currently available. Wireless local area networks are a technology that fully complies with the standards for
ordinary wired networks and allows the creation of computing networks that do not use cable routing. In such
networks, ultra-high frequency or optical band radio waves are used as data carriers. If we look at the most popular
wireless communication system in the ultra-high frequency range today, WirelessLAN is a wireless local area
network. In this case, data transmission is carried out via radio, the connection of devices to the network is carried
out without the use of cable connections. The most common methods today are Wi-Fi and WiMAX technologies.
Such wireless technologies cannot be used at airports. This is explained by the fact that their frequency range (2-80
GHz) is partially covered by the frequency range of on-board meteorological and navigation radar (10 GHz), as well
as some ground-based radar [5].
Therefore, wireless technologies in the radio frequency range are not suitable for the implementation of a
remote control system of aircraft parameters. For remote diagnostics of aircraft systems, it is proposed to use
diagnostic devices that use an atmospheric optical communication line as a communication channel to overcome the

Downloaded from http://pubs.aip.org/aip/acp/article-pdf/doi/10.1063/5.0090223/16201095/030044_1_online.pdf

shortcomings described above [10].

Е- Electrical section, О- Optical section

FIGURE 3. Schematic of atmospheric optical communication line used in remote diagnostics.

The principle of operation of the atmospheric optical communication line is as follows, that is, an electrical
signal is transmitted to the input of the modulator, where it is converted into a sequence of pulses. The modulated
signal is transmitted to a transmitter consisting of two parts - an interface and a radiation source control circuit. The
interface part matches the output signal of the modulator with the input signal of the optical drive. The function of
the optical drive is to control the current flowing through the radiation source [5].
Atmospheric optical communication line can also be realized with the use of lasers and infrared light
emitting diodes. The use of infrared light emitting diodes is much cheaper than lasers. In addition, the use of
infrared light emitting diodes does not require the precision of accurate vision adjustment required for lasers.The
disadvantages of light emitting diodes are the lower power of the light flux they produce than lasers. However, at
short distances, this unique feature of LEDs is not a disadvantage. The optical signal falls on a system of lenses,
where a narrow directional light is emitted into space. The reverse operation is performed on the receiver - the
conversion of the optical signal into an electrical signal. The structure of the receiver is similar to the structure of the
transmitter.Ideal light cannot be achieved, it is necessary to take into account its expansion in scattering. These lens
systems allow an angle of magnification of 0.060 beams. The expansion of the beam in this case is about 1 m for
each kilometer of its propagation.
The use of atmospheric optical communication lines for remote diagnostics of aircraft parameters allows to
solve the problems of electromagnetic compatibility, as well as does not require a permit for use in areas of airports.
The distance of existing communication systems for atmospheric optical lines is kilometers.The length of the lines
can be several tens of kilometers, but stable and reliable operation is ensured by minimizing the maximum distance,
i.e. many atmospheric disturbances - sandstorms, various precipitations, transmitter power and receiver sensitivity to
overcome the fog are reserved.
Atmospheric optical data transmission lines with a speed of 10 Mbit / s to 1-5 Gbit / s and a distance of 100
m to 4 km are the most common today. Atmospheric optical lines make point-to-point communications. Data is
transmitted between two optical terminals, each of which has a separate receiver and transmitter with separate

030044-3
optical tracts to prevent possible interference and reflections. An optical data transmission line is a signal receiver
and transmitter operating in the optical range[3, 4].

CONCLUSIONS
The proposed remote diagnostic system is based on wireless data transmission. In this case, the
communication on the aircraft is established immediately after taking the aircraft to the stop. The reason for this is
that in order to communicate via a wireless network, it must be properly visible in a confined space directly, which
will only be possible after the aircraft has been installed in the docking station. Tests and detection of invalid blocks
are performed remotely.
Therefore, the urgent issue of saving time in aircraft maintenance in order to prevent flight delays and
increase the regularity of flights is solved.

REFERENCES

Downloaded from http://pubs.aip.org/aip/acp/article-pdf/doi/10.1063/5.0090223/16201095/030044_1_online.pdf

1. Konstantinov V.D., Technical maintenance of aviation equipment. - M.: MSTU GA, 2000.
2. Skrypnik O.N., "Aircraft radio navigation systems". Moscow, 2018
3. Leeexplore.ieee.org/document/635042 – Description of the remote diagnostic system Boeing – Aircraft
information management system (AIMS)
4. http:www.aircraft.airbus.com/support-services/ services – Description of the remote diagnostic system Airbus-
AiRTHM.
5. Pavlov N.M. "Atmospheric optical communication lines, their properties." 2007.
6. Abdukarimov, S., &Shokirov, R. (2020). Team competitions on programming format ACM ICPC. International
Journal of Scientific and Technology Research, 9(4), 1932-1935.
7. Sverdlin, A., &Abdujabarov, N. (2005). Heat treating aluminium for rivets and bolts. Heat Treating Progress,
5(4), pp. 48-50.
8. Koptev A.N., "Aviation and radio-electronic equipment of aircraft". Samara, 2011.
9. Sverdlin, A., & Abdujabarov, N. (2005). Heat treating aluminum for rivets and bolts. Heat Treating Progress,
5(4), pp. 48-50.
10. Nikolskiy B.A., "Onboard electronic systems". Samara, 2013.
11. ABDUKAYUMOV, A. and MATURAZOV, I.S., 2020. Remote diagnostic capability of aircraft special
equipment, IOP Conference Series: Materials Science and Engineering2020.

030044-4