Llimitation Module 11

PIA TRAINING CENTRE (PTC) Module 11A – TURBINE AEROPLANE AERODYNAMICS, STRUCTURES AND SYSTEMS
Category – B1.1 Sub Module 11.19 – IMA
MODULE 11A
Sub Module 11.19
INTEGRATED MODULAR AVIONICS (ATA 42)
ISO: 9001 - 2015 Certified For Training Purpose Only

PTC/CM/B1.1 BASIC/M11A/06 Issue-04, Rev. 00
11.19 July 2022
ATA 42 INTEGRATED MODULAR AVIONICS AND AVIONICS

DATA COMMUNICATION NETWORK
Contents
Example CPIOM Interface with an Aircraft System .......................... 23
Integrated Modular Avionics (IMA) ...................................................... 1
Input / Output Modules (IOM) ............................................................. 24
Introduction............................................................................................ 1
NETWORK COMPONENTS .............................................................. 27
TERMINOLOGIES ................................................................................ 2
General Description ............................................................................ 27
AIRCRAFT DATA NETWORKS .......................................................... 6
AFDX Switch Components ................................................................. 29
IMA General Layout............................................................................ 10
COMBINING TECHNOLOGIES......................................................... 30
Avionics Data Communication Network (ADCN) ............................. 12
General................................................................................................. 30
The Virtual Link (VL) ........................................................................... 13
CRDC ................................................................................................... 31
CORE SYSTEM .................................................................................. 16
APPLICATION OF IMA ....................................................................... 32
Core Processing Input /Output Modules (CPIOMs) ......................... 16
CPIOM Components .......................................................................... 16
CPIOM VARIATIONS ......................................................................... 20
SYSTEMS INTEGRATION ................................................................ 20

11.19 - i July 2022
Integrated Modular Avionics (IMA) The following is just a partial list of functions that may be integrated
into an IMA system:
Introduction  Bleed Management
An aircraft with IMA has avionics systems that are integrated and
modular. Integrated means that multiple functions are combined  Air Pressure Control
into a single piece of equipment. Modular refers to a design method
that allows the system to be divided into separate, replaceable  Air Ventilation and Control
modules. The term Avionics itself derives from aviation electronics  Avionics and Cockpit Ventilation Control
and it refers to electronic systems used in aircraft. Avionics
encompasses a wide range of systems. Avionics is used for  Air Traffic Communication
navigation, for communication, for control of the aircraft, and for
other purposes. On a modern aircraft, there are dozens of systems  Electrical Load Management
that can be considered avionics systems.
 Circuit Breaker Monitoring
Integrated modular avionics is a design methodology, not an
 Electrical System Built in Test Equipment (BITE)
avionics system per se. In other word it describes the way the
avionics systems are put together, not the specific functions of
 Fuel Management
individual avionics systems. IMA represents and advance in
avionics technology. Aircraft with IMA can realize reductions in the  Braking Control
bulk and weight of their avionics systems. Also, the overall reliability
of the avionics can be improved.  Steering Control
 Landing Gear Extension and Retraction
 Tire Pressure Indication
 Braking Temperature Monitoring

11.19 - 1 July 2022
TERMINOLOGIES AVIONICS FULL-DUPLEX SWITCHED ETHERNET (AFDX) AFDX

is a next-generation aircraft data network (ADN). It is based upon
Federated Architecture – An avionic structure that has major
IEEE 802.3 Ethernet specification and utilizes commercial off-
functions (e.g., flight management, communications management,
the-shelf hardware.
analogue signal consolidation and conversion to digital data, etc.)
implemented in LRUs that interchange information over digital data IEEE 802.3 -IEEE 802.3 is a working group and a collection of IEEE
buses. standards produced by the working group defining the physical
layer and data link layer's media access control (MAC) of wired
ARINC 653 – “Avionics Application Standard Software Interface” is
Ethernet. This is generally a local area network technology with
a software specification for space and time partitioning in Safety-
some wide area network applications. Physical connections are
critical avionics Real-time operating systems. It allows hosting of
made between nodes and/or infrastructure devices (hubs, switches,
multiple applications of different software levels on the same
routers) by various types of copper or fibre cable.
hardware in the context of a Integrated Modular Avionics
architecture.. Virtual Link (VL) -The communication channels used to transfer
user’s data from an End-System to one or more End Systems,
ARINC 664 – defines the use of a deterministic Ethernet network as
across the switched AFDX network. The VL utilizes a Bandwidth
an avionic data bus in modern aircrafts.
Allocation Gap (BAG); specifying minimal gap between sending
Ethernet -Ethernet is a family of computer networking technologies time of two consecutive frames for a VL.
for local area networks (LANs). Systems communicating over
End System -An active AFDX subscriber, connected to an AFDX
Ethernet divide a stream of data into shorter pieces called frames.
Network to communicate with other subscribers respecting AFDX
Each frame contains source and destination addresses and error-
rules is called an End-System. It is the subsystem part which must
checking data so that damaged data can be detected and re-
be embedded in each avionics equipment, connected to the AFDX
transmitted. The Ethernet specification served as the basis for the
network to communicate with the other AFDX subscribers
IEEE 802.3 standard, which specifies the physical and lower
software layers. Commercial Off-The-Shelf (COTS) -Defining a non-developmental
item (NDI) of supply that is both commercial and sold in substantial
Deterministic Ethernet -The ability to send a piece of information
quantities in the commercial marketplace, and that can be procured
to a destination and receive a response in a repeatable time frame
or utilized in the same precise form as available to the general
11.19 - 2 July 2022
public. For example, technology related items, such as computer

software, hardware systems or free software with commercial
support,
Star Topology -A networking topology in which the components

are connected by individual cables to a central unit, usually a hub.
When a computer or other networking component transmits a signal
to the network, the signal travels to the hub, which forwards the
signal simultaneously to all other components connected to the hub.
Jitter -Distortion in transmission that occurs when a signal drifts

from its reference position. Jitter can be caused by variations in the
timing or the phase of the signal in an analog or digital transmission
line. Jitter typically results in a loss of data because of
synchronization problems between the transmitting stations,
especially in high-speed transmissions.
Media Access Control (MAC) address A unique 6-byte (48-bit)

address that is usually permanently burned into a network interface
card (NIC) or other physical-layer networking device and that
uniquely identifies the device on an Ethernet-based network. A
MAC address is also known as an Ethernet address, hardware
address or physical address.
Application -System specific software, loaded onto the CPIOM,

which runs and controls an associated aircraft system.

11.19 - 3 July 2022
IMA Advantages
Traditional avionic systems are based on federated architectures

where different subsystems exist on their own hardware. These
subsystems are physically separated from one another. In
Integrated Modular Avionics (IMA) all these subsystems are on a
common platform, sharing resources (such as memory and
processor) and increasing the utilization. IMA has gained popularity
over other systems because of reduced weight, size, power and
recurring cost.
The Integrated Modular Avionics (IMA) concept, which replaces

numerous separate processors and line replaceable units (LRU)
with fewer, more centralized processing units, provides significant
weight reduction and maintenance savings in the new generation of
Figure 11.19.1: Traditional federated architecture approach
commercial airliners. From an airline standpoint, fewer types and
varieties of avionics spares drive higher reliability, and therefore
less maintenance.
The integrated modular avionics approach connects all “modules”
The traditional avionics approach is to use a separate LRU (CPIOMs and IOMs) to an ADCN network, and all information is
hardware for each avionics function and interconnect each one routed, via AFDX switches, to the intended recipient Line
using point-to-point data buses such as ARINC 429 or ARINC 629, Replaceable Modules (LRMs).
to each other LRU that it is required to communicate to. The
limitation of this is that it is difficult to expand. Any additional LRU Integrated Modular Avionics (IMA) replaces the point-to-point
requires an additional cable link to each other existing LRU as cabling with a “virtual backplane” data communications network.
required. This architecture requires long cable runs for The network connects software-configurable LRUs that can adapt
interconnecting distant LRUs that increase weight and may to changes in network functioning or operating modes. There is a
introduce reliability issues. potential path between any of the LRUs, with the software and

11.19 - 4 July 2022
network defining the active Virtual Links in real-time. In the event of

failures, the system can quickly reconfigure, resulting in a very
robust system. The ARINC 653 Standard “Avionics Application
Software Standard Interface” describes an application program
interface and operating system for producing a flight-critical avionics
system that partitions critical and non-critical functions so that they
cannot interfere with each other. Not only does this simplify
software design and implementation, it allows more flexibility.
Figure 11.19.2: Modular avionics approach

11.19 - 5 July 2022
AIRCRAFT DATA NETWORKS existing commercial technologies more or less adapted to the
requirements of ADNs. The purpose of this is not only to benefit
Aircraft Data Network (ADN) Characteristics
from the lower costs of COTS equipment, but also to take
The most important characteristics of an ADN are Quality of Service advantage of the fact that COTS equipment is already field-proven.
(QoS), available bandwidth, weight and the cost of its development
Emergence of AFDX
and deployment. Various ADN attributes such as bandwidth
guarantee, jitter, transmit latency and Bit Error Ratio (BER) Prior to the Airbus 380 Aircraft, the three main ADNs were ARINC
determine the QoS. A guaranteed bandwidth, limited jitter, upper 429, MIL-STD-1553 and ARINC 629 with a maximum bandwidth of
bounded transmit latency and a low BER (typically 10-12, i.e. one 100 Kbps, 1 Mbps and 2 Mbps, respectively. For the new
error bit in a trillion) are imperative attributes of a reliable and generation A380, none of these ADNs would fulfil the aircraft's
deterministic ADN. demanding requirements of a high available bandwidth, minimum
wiring to reduce the weight and low development cost. As a
New generation aircraft such as the A380, A350, B787 and A400M
consequence, the Avionics Full Duplex Switched Ethernet (AFDX)
are required to feature more sophisticated functions than previous
was conceived by Airbus and first implemented on the A380.
aircraft generations. For reasons of weight savings, less required
space as well as reduced maintenance costs it is desired to Meanwhile AFDX is not only used on the A380 but also on the
implement as much functionality as possible in avionics. This leads Airbus 400M military transport aircraft and the Boeing 787
to more complex avionics systems that need to process more data Dreamliner, the latter, however, with some minor extensions to the
than legacy systems, and consequently a need for ADNs with standard. Furthermore, AFDX is foreseen as the ADN backbone in
higher available bandwidths arises. the planned Airbus A350. This shows a broad appliance and
acceptance of the AFDX technology leading to reduced cost of
Another important attribute of an ADN is the required wiring. The
AFDX equipment, thus making it even more attractive to deploy this
less wiring required, the less its weight which leads to a more fuel-
technology.
efficient aircraft. Finally, the cost of an ADN's development and
deployment is an important factor as well. Traditionally, ADNs have
been based on new technologies specifically developed for the
purpose, thereby making the ADN development very expensive.
Meanwhile, it has become much more desirable to utilize already
11.19 - 6 July 2022
AFDX Characteristics requirements of new generation aircraft avionics in terms of

reliability and available bandwidth.
The AFDX standard was originally defined by Airbus in the "AFDX
Detailed Functional Specification (DFS)" standard. Meanwhile the Avionics Full-Duplex Switched Ethernet (AFDX)
same standard also exists as an ARINC standard which is called
"ARINC 664". AFDX is a next-generation aircraft data network (ADN). It is based
upon IEEE 802.3 Ethernet and utilizes commercial off-the-shelf
AFDX is a serial data transfer method based on conventional hardware thereby reducing costs and development time. AFDX is
Ethernet defined in the standard IEEE 802.3. AFDX allows for one implementation of deterministic Ethernet defined by ARINC
transfer rates of either 10 or 100 Mbps over either a copper or fibre Specification 664 Part 7. AFDX was developed, initially to address
optic transmission medium. Since conventional Ethernet is not a real-time issues for fly-by-wire system development. AFDX bridges
deterministic network, AFDX had to be extended to ensure a the gap on reliability of guaranteed bandwidth from the original
deterministic behavior and a high reliability in order to comply with ARINC 664 standard. It utilizes a cascaded star topology network,
the stringent requirements to ADNs. where each switch can be bridged together to other switches on the
network. By utilizing this form of network structure, AFDX is able to
AFDX ensures a deterministic behavior through traffic control. significantly reduce wire runs thus reducing overall aircraft weight.
Traffic control is achieved by guaranteeing the bandwidth of each Additionally, AFDX provides dual link redundancy and the required
logical communication channel, called a Virtual Link (VL), thereby Quality of Service (QoS) for safety critical avionics systems.
limiting the jitter and transmit latency.
In the Ethernet standard (IEEE 802.3) one physical layer option
To improve reliability, the AFDX standard requires each AFDX describes the use of two pairs of wires to be used for transmitting
channel to be a dual redundant channel, i.e. two channels and receiving. One mode of operation, customarily called half-
transmitting the same data stream and at the same time. At any duplex, gave IEEE 802.3 its name: Carrier Sense Multiple Access
one-time AFDX will only forward one data stream to the upper with Collision Detection (CSMA/CD). In this mode, each end
layers, and automatically exclude an erroneous data stream from system monitors it’s receive port for indications that something is
being forwarded. being transmitted. Prior to transmitting, such indications are used to
With these characteristics AFDX ensures a BER as low as 10-12 avoid interfering with the ongoing transmission (i.e., the carrier
while providing a bandwidth up to 100 Mbps thereby fulfilling the sense function). During a transmission, any indication of another

11.19 - 7 July 2022
transmission indicates a collision, which results in corrupted those selections and deviations in the form of Protocol
communication (i.e., the collision detection function). This was the Implementation Conformance Statements (PICS) and Services
original principle of arbitrating communication, adapted from voice implementation Conformance Statements (SICS). The use of PICS
radio communication procedures. and SICS increases interoperability, broadens supplier availability,
and ultimately, reduces cost.
Full-duplex mode separates both communication directions in each
end-system and can thus obviate the need for a CSMA/CD Each LRU has an AFDX end-system, which has both transmit and
mechanism. receive ports connecting it to the switch. The path from one LRU to
the others is a Virtual Link (VL).
A given LRU may now communicate with many other LRUs over
one set of AFDX wires as opposed to one ARINC 429 bus pair for The hardware that implements AFDX (e.g., Tx and Rx connections
each set of one-way data words and each set of recipients LRUs. to the switch, the switch itself, etc.) replaces the many ARINC 429
buses needed for all of the LRUs on the AFDX LAN.
The use of Ethernet permits the reuse of commercial off-the-shelf
(COTS) protocols, e.g. IP addressing and fragmentation, any The deterministic aspect of AFDX is implemented by the
Ethernet interface hardware and the switched Ethernet architecture of a given aircraft LAN configuration. The controlled
configuration. But AFDX tailors these to the requirements of the traffic that flows through the VLs plus the bounded transit times
avionics environment. For instance, Virtual Links, bandwidth through end-systems and switches allows a determination of
allocation and redundant LANs add the necessary integrity, maximum latency between a sender and receiver. This also allows
availability and deterministic performance needed for avionics the bandwidth usage to be limited over any given small-time
applications. interval, which then allows the deterministic properties of the LAN to
be analyzed. Traffic shaping is implemented in the end-system and
The Aircraft Data Network defined in ARINC 664 has been a policing function is implemented in the switch in order to maintain
developed in several parts and written with the view that the deterministic delivery of message frames across the LAN. The
commercially available information technology standards can be integrity of each packet sent across the VL is checked using a
applied to aviation with minimal changes. ARINC 664 Parts 2 and 7 Cyclic Redundancy Check which is verified at the destination.
are based on IEEE 802.3 Ethernet. Further, where there are
selections among the commercial standards or deviations for Each network has one or more AFDX switches. A failure, either
aviation requirements, there is provision to record and disclose hardware, protocol or software, will cause that network to be
11.19 - 8 July 2022
disabled. All messages are transmitted to both networks. Each AFDX Applications
receiving end-system implements a policy of accepting the first valid
copy of any message. By implementing this policy in the end- AFDX has been implemented in the Modern Aircraft and military
system, the application software is relieved of any responsibility for A400M as well as the Boeing 787 next generation aircraft. In the
dealing with the redundancy in the network. A380, the AFDX backbone is connected to 23 major functions with
about 120 subscribers. The advantages of using AFDX are weight
The implementation of redundant networks also allows lost or savings by elimination of most of the ARINC 429 buses estimated
corrupted frames on one network to be replaced by a copy from the at about 100 Kg, as well as providing for simpler configuration
other network. This work is performed at the end-system level. management.
The new A350XWB also will use this technology. Currently, 36

major functions with about 150 subscribers will be connected to the
AFDX backbone.

11.19 - 9 July 2022
IMA General Layout These LRMs communicate through the Avionics Data
Communication Network (ADCN) by the means of a communication
New avionics concept Integrated Modular Avionics (IMA), most of
technology developed from a non-aeronautical standard, which has
the conventional LRU functions are done by avionics “applications”.
been adapted to aviation constraints.
These independent applications are hosted in shared IMA modules,
called Core Processing Input/output Modules (CPIOMs). This technology is called Avionics Full DupleX switched Ethernet
(AFDX).
There are seven CPIOMs doing different types of functions. Airbus
has preferred to develop what they call an “open IMA” -computing
resources on which they can have different functions hosted. The
three functional domains of the Airbus IMA model are:
 cockpit (electrical flight control, communications and

warning);
 cabin (air conditioning and pneumatics); and
 utilities (including energy, fuel functions and landing gear
functions).
Each CPIOM integrates new hardware and software technologies

and hosts these independent applications in the same computing
and memory resource, and also supplies an Input/output interface
service to some of the conventional avionics. Moreover, in order to
satisfy the high demand of conventional avionics, this service
capability has been increased because of additional IMA modules
called Input/output Modules (IOMs).
CPIOMs and IOMs are Line Replaceable Modules (LRMs). Figure 11.19.3: The functional domains of Open IMA system
communicate with the ADCN

11.19 - 10 July 2022
Figure 11.19.4: Conventional LRUs are replaced by software

“Applications” loaded onto the CPIOMs

11.19 - 11 July 2022
Avionics Data Communication Network increases the availability of aircraft system data by sending them
simultaneously on both redundant networks A and B. On the A380,
(ADCN) the subscribers can communicate at 10 or 100 Mbits/s bitrates.
General
The Avionics Data Communication Network (ADCN) is the principal

means of communication technology between avionics equipment
for the Modern Aircraft and aircraft of similar technology level.
ADCN is the name of the system; the technology is called Avionics
Full Duplex Switched Ethernet (AFDX).
ADCN is used for the exchange of operational, maintenance and

loading data between subscribers. This type of network is easily
configurable and does not require new connections in case of new
messages.
The ADCN is composed of two redundant networks (A and B). Both

networks are composed of AFDX switches, connected to each other
with AFDX cables.
Each ADCN subscriber has an input/output interface called AFDX Figure 11.19.5: Avionics Data Communication Network (ADCN)
End System. This AFDX End System lets the subscriber send and
receive AFDX frames to and from another(s) ADCN subscriber(s).
The AFDX End System duplicates AFDX frames in transmission

and keeps the first incoming valid one in reception. This duplication
11.19 - 12 July 2022
Each VL is frozen in specification to ensure that the network has a

The Virtual Link (VL)
designed maximum traffic, hence determinism. Also, the switch,
Aircraft system data is sent simultaneously from an ADCN having a VL configuration table loaded, can reject any erroneous
subscriber to other ADCN subscriber(s) on both redundant data transmission that may otherwise swamp other branches of the
networks A and B through AFDX switches according to a network.
predefined path called Virtual Link (VL).
Additionally, there can be sub-virtual links (sub-VLs) that are
The central feature of an AFDX network is its Virtual Links (VL). In designed to carry less critical data. Sub-virtual links are assigned to
one abstraction, it is possible to visualize the VLs as an ARINC 429 a particular Virtual Link. Data is read in a round robin sequence
style network each with one source and one or more destinations. among the Virtual Links with data to transmit. Also sub-virtual links
Virtual Links are unidirectional logic path from the source end- do not provide guaranteed bandwidth or latency due to the
system to all of the destination end-systems. Unlike that of a buffering, but AFDX specifies that latency is measured from the
traditional Ethernet switch which switches frames based on the traffic regulator function anyway.
Ethernet destination or MAC address, AFDX routes packets using a
Virtual Link ID. The Virtual Link ID is a 16-bit Unsigned integer A Virtual Link is defined as one source (i.e., a Tx end-system port)
value that follows the constant 32-bit field. and one or more destinations (i.e., Rx end-system port or ports).
Virtual Links are defined for each unidirectional path through an
The switches are designed to route an incoming frame from one, AFDX LAN and are assigned a MAC address. Each end-system
and only one, End System to a predetermined set of End Systems. (transmitter and receiver) is assigned a MAC address. Each VL is
There can be one or more receiving End Systems connected within assigned a maximum frame size and a minimum time between two
each Virtual Link. transmissions of a frame, called the Bandwidth Allocation Gap
(BAG). In this manner, a Virtual Link is analogous to a single
Each Virtual Link is allocated dedicated bandwidth with the total
ARINC 429 bus in that it carries a unidirectional information stream.
amount of bandwidth defined by the system integrator. However
total bandwidth cannot exceed the maximum available bandwidth
on the network. Bi-directional communications must therefore
require the specification of a complimentary VL.

11.19 - 13 July 2022
The Virtual Link (VL) is similar to a unidirectional "pipe" through the

ADCN:
. carries the AFDX frame,
. It has one specific identification
. It is sent by one transmitter only
. It is received by one or more subscribers in receive mode
Each AFDX switch has a switching function. This function receives

the VL coming from one emitter, routes it to the appropriate output
port(s) based on the configuration table.
To sum up, the emitter sends a VL simultaneously to both first

AFDX switches (one per network), then, each AFDX switch,
according to the VL identification and its configuration table, routes
the VL to the following AFDX switch and so forth till the receiver. .
A Virtual Link is uni-directional
A Virtual Link has a unique emitter and one or more receivers

A Virtual Link always follows a frozen route on the network
A Virtual Link has a maximum fixed bandwidth = size/BAG Figure 11.19.6: Virtual links (VLs)

11.19 - 14 July 2022
Figure 11.19.7: The Virtual Link philosophy

11.19 - 15 July 2022
CORE SYSTEM CPIOM Components

A CPIOM is composed of various components, which are:
Core Processing Input /Output Modules (CPIOMs)
 Hardware Boards
These computers are the “Modules” that form the core of the
Integrated Modular system. In the Airbus configuration for example,  A power supply board connected to the 28 VDC,
there are 7 types of CPIOM, each one identified by a letter (A to G).  2 inputs/outputs boards connected to the aircraft systems
Each type is associated to a specific part number. Within a given through analogue, ARINC,
type, all CPIOMs are interchangeable but may require a software  Controller Area Network (CAN) and/or discrete signals,
reconfiguration.  1 Central Processing Unit (CPU) board supporting an AFDX
Each type hosts avionics applications:  END-SYSTEM board This AFDX END-SYSTEM board
supplies an AFDX interface to the CPIOM to exchange
 CPIOM-A: Pneumatic and optional air conditioning AFDX data with the ADCN.
applications,
 CPIOM-B: Air conditioning applications, Field Loadable Module Software.
 CPIOM-C: Cockpit and flight controls applications,
One CPIOM core software operates the module and its hosted
 CPIOM-D: Data link applications,
avionics applications.
 CPIOM-E: Energy applications,
 CPIOM-F: Fuel applications, One CPIOM configuration table software gives the module and the
 CPIOM-G: Landing gear applications. avionics applications with the configuration data. (e.g. memory,
CPU, input/output allocations, etc.).
For each ATA Chapter, software is composed of one or more

avionics applications and may include one or more databases.

11.19 - 16 July 2022
Figure 11.19.8: CPIOM Internal components

11.19 - 17 July 2022
CPIOM - Avionics Partitions
OPS-CT = Operational Configuration Table, to configure the

CPIOM with the actual partitions implemented on it.
Avionics Partition: a software implementing an avionics function.
CPIOM Basic Software
The Airbus API is based on the ARINC 653 Standard.
CSW tables: Tables internal to the Core Software.
A 653: ARINC 653 (Standard of API).
DRV MNGR: Drivers manager.
Drivers: CPU Driver, IO Driver.
Libraries: Libraries of the OS.
Specific services: offered by the O.S. to the System Applications.
System partitions (software partitions similar to application

partitions, but included in the CSW to have privileged access to
specific services of the OS):
MONIT NVM = Management of the Non-Volatile Memory
Instrumentation Data Load = Downloading function, compliant to

Figure 11.19.9: The sections of a CPIOM ARINC 615A

11.19 - 18 July 2022
Standard + related instrumentation ANI = ANalogic Input
Resource BITE: Built In Test Equipment of the computer resource ANO = ANalogic Output
SNMP-MIB: Simple Network Management Protocol-Management

Information Base
BOOT: to start the CPIOM up.
CPIOM Hardware
RAM, Flash, NVM (Non-Volatile memory): Memories of the Avionics

Computer Resource
Partitioning control: to guarantee a complete segregation between

the partitions
Inputs / Outputs of the CPIOM (may differ on the different CPIOMs):
I/O AFDX: Input/output on the AFDX bus (AFDX = Avionics Full

DupleX)
DGI = DiGital Input
DGO = DiGital Output
AN = Controller Area Network
DSI = DiScret Input
DSO = DiScret Ouput

11.19 - 19 July 2022
CPIOM VARIATIONS SYSTEMS INTEGRATION

Although the CPIOMs are considered the core of the “modular” CPIOM-A
system, there are some variations. The computers have eight
The CPIOM-A computers host the pneumatic and optional air
different part numbers, the memory and power supply cards are
conditioning applications, which are:
common to all the computers. It is only the input/output card that is
different, depending on what type of system the computer interfaces ATA 36 applications:
with.
. The Engine Bleed Air system (EBAS),
. The Over Heat Detection System (OHDS),
. The Pneumatic Air Distribution System (PADS).
ATA 21 application:
. The Supplemental Cooling System (SCS).
CPIOM-B
The CPIOM-B computers host the air conditioning applications,

which are:
ATA 21 applications:
. The Air Generation System (AGS),

. The Avionics Ventilation System (AVS),
. The Cabin Pressure Control System (CPCS),
. The Temperature Control System (TCS),
. The Ventilation Control System (VCS).
Figure 11.19.10: CPIOM Applications

11.19 - 20 July 2022
CPIOM-C CPIOM-E
The CPIOM-C computers host the cockpit and flight controls The 2 CPIOM-E computers host the energy applications, which are:
applications, which are:
. The Circuit Breaker Monitoring System (CBMS),
. The Flight Control Unit (FCU) backup, . The Electrical Load Management System (ELMS),
. The Weight and Balance Backup Computation (WBBC). . The Electrical System Bite (ESB).
ATA 27 application:
. The Flight Control Data Concentrator (FCDC). CPIOM-F
The 4 CPIOM-F computers host the fuel applications, which are:
ATA 31 application:
. The Flight Warning System (FWS).
. The fuel CG measurement,
CPIOM-D . The fuel measurement,
The CPIOM-D computers host the data link applications, which are: . The fuel management.
. The fuel system BITE,
ATA 46 application: . The fuel CG measurement,
. The fuel integrity,
. The Air Traffic Control (ATC) system. . The fuel monitor.
ATA 23 application:
. The Avionics Communication Router (ACR).

11.19 - 21 July 2022
CPIOM-G
The 4 CPIOM-G computers host the landing gear applications,

which are:
. The braking control system,

. The steering control system,
. The Landing Gear Extension and Retraction System (LGERS),
. The steering control system BITE.
. The braking control system,
. The steering control system,
. The LGERS High (HI),
. The landing gear monitoring system,
. The braking control system BITE,
. The LGERS BITE,
. The landing gear monitoring system BITE.

11.19 - 22 July 2022
Example CPIOM Interface with an Aircraft System
Figure 11.19.11 shows how the Avionics Ventilation System (AVS)

application (as loaded onto one of the CPIOMs) interfaces with and
controls the many components of the aircraft ventilation and cabin
pressurization system components.
Figure 11.19.11: CPIOM interface with the air conditioning system

11.19 - 23 July 2022
Input / Output Modules (IOM)

An IOM is used on some functions whenever an LRU needs to
dialogue with other ADCN subscribers via the ADCN. Note that the
CPIOM incorporates its own IOM.
In normal operation, the IOMs convert the aircraft system data sent
and received by LRUs directly connected to them from non-AFDX
into AFDX format and vice versa.
The “Mirror” IOM Principle
On one of the big commercial aircraft, used as an example, there

are 8 IOMs connected to the ADCN. There are 4 IOMs on side 1
and 4 IOMs on side 2.
The IOM 1/3/5/7 are all "mirror" IOMs of IOM 2/4/6/8 and vice
versa. An LRU such as a computer, sensor, etc., that exchanges
message with the ADCN subscribers must use both "mirror" IOMs.
For an aircraft system composed of more than one LRU (e.g.:
Navigation system), each LRU (e.g. Rad Alt) of this system dialogs
through "mirror" IOMs different from those used by the other LRUs.
Figure 11.19.12: “Mirror” IOM principle
Thus, the LRU and the ADCN subscriber both send or receive
redundant messages. In case of one IOM loss, the communication
between a LRU and an ADCN subscriber is not lost.

11.19 - 24 July 2022
IOM COMPONENTS IOM Software
An IOM is composed of various components, which are: An IOM does not host avionics applications
Hardware boards The IOMs host the module software, which are:
. A power supply board connected to the 28 VDC, The IOM operational program software, The IOM configuration table
software. All IOMs are fully interchangeable.
. 2 inputs/outputs boards connected to the aircraft systems through
analogue, ARINC,
CAN and/or discrete signals,
. 1 CPU board supporting an AFDX END SYSTEM board. This

AFDX END SYSTEM board lets the IOM exchange AFDX data with
the ADCN.
. Field Loadable Module Software. One IOM operational program

software that mainly assumes the gateway function between the
non-AFDX data to AFDX data and vice versa.
. One IOM configuration table software provides the module with

configuration data. (E.g. input/output allocations, etc.)

11.19 - 25 July 2022
Figure 11.19.13: IOM internal components

11.19 - 26 July 2022
NETWORK COMPONENTS type of network is extensible and does not need specific
connections for new subscribers. In case of total network failure, all
General Description essential data transmission is backed up using ARINC 429 data bus
systems.
The system gathers the aircraft systems supplied within specific
functional areas, related to:
. Flight Controls and Auto Flight,

. Cockpit,
. Engines control,
. Energy (electrical power),
. Pneumatic and Cabin,
. Fuel,
. Landing Gear.
These functional areas group computers like LRUs, IOMs, CPIOMs

and/or LRUs with AFDX interface that share a common interest or
characteristics. These computers exchange operational and
maintenance data between each other. For most of them, this
exchange is done through the Avionics Data Communication
Network (ADCN). The ADCN is composed of two redundant
networks, A and B. Both networks are composed of a number of
AFDX switches, connected to each other with AFDX cables. The
ADCN uses AFDX technology based on the Ethernet protocol
adapted for in-flight use. It is used for the exchange of operational,
maintenance and loading data between the ADCN subscribers,
which are LRUs with AFDX interface and the LRMs. The
subscribers can communicate at speeds 10 or 100 Mbits/s. This

11.19 - 27 July 2022
Figure 11.19.18: Avionics Data Communication Network (ADCN)

interfaces
Data Transmission using ADCN
Aircraft system data are sent simultaneously from an ADCN

subscriber to another ADCN subscriber(s) on both redundant
network A and B through AFDX switches according to predefined
paths called Virtual Links (VL).
Figure 11.19.19: Data transmission using ADCN

11.19 - 28 July 2022
AFDX Switch Components

An AFDX switch is composed of various components, which are:
. Hardware Boards
. A power supply board connected to the 28 VDC bus,
. A switching board, which routes the AFDX frames according to a

configuration table, . An inputs/outputs board connected to other
AFDX switches and ADCN subscribers. .
. Field Loadable Module Software
. One AFDX SW operational program software that operates the

module.
. One AFDX SW configuration table software that provides the

Figure 11.19.20: AFDX Switch internal components
AFDX switch with configuration data. (e.g. switching board
configuration, etc.)
AFDX Switch Software
The AFDX switches host the following software:
. The AFDX SW operational program software,
. The AFDX SW configuration table software.
All AFDX switches are interchangeable but may require software

reconfiguration.

11.19 - 29 July 2022
COMBINING TECHNOLOGIES
General
As we have seen, conventional avionics (LRUs) exist alongside the
new technology (IMA) avionics. The LRUs also have to dialogue
with the new technology Applications, via non-AFDX methods.
Figure 11.19.27: AFDX and non-AFDX subscribers communicating

with the CPIOM Common Remote Data Concentrator (CRDC)

11.19 - 30 July 2022
CRDC
The CRDCs collect, convert and exchange data between the ADCN
and LRUs that do not have the AFDX technology and that are
mostly installed out of the avionics compartment.
Figure 11.19.28: Non-AFDX to AFDX converting resource

11.19 - 31 July 2022
APPLICATION OF IMA
(Fuel Measurement and Management System)
The Modern Aircraft features an Integrated Modular Avionics

(IMA) suite comprising a number of Central Processor
Input/output Modules (CPIOM) units interconnected by an
Avionics Full Duplex (AFDX) switched Ethernet digital data
bus to both operate and communicate between the numerous
aircraft systems that include the Fuel Measurement and
Management System.
Figure 11.19.29: Fuel Measurement and Management System

(FMMS) architecture overview.

11.19 - 32 July 2022
The CPIOMs are arranged in pairs to form computing lanes. Each

lane is configured with one CPIOM designated as the 'Command'
(COM) channel while the other CPIOM designated as the 'Monitor’
(MON) channel. Each of the two fuel system computing lanes is
capable of performing all of the system functions with one of the two
lanes designated as the 'Primary' lane controlling the system while
the other lane operates as a 'Standby'. The functional health of
each lane is continually assessed by the BITE software within each
MON channel and should the health of the primary lane deteriorate
to a level below that of the standby lane, control of the system is
switched over to the standby lane.
Each lane interfaces with the two Fuel Quantity Data Concentrators
(FQDCs) which interface with the in-tank equipment.
The four CPIOMs interconnect with the data concentrators (FQDCs)

and the Integrated Refuel Panel (IRP).
Each pair of fuel system CPIOMs within the IMA suite execute
FMMS software with the COM and MON functions partitioned. The
fuel system supplier is responsible for the functionality of the
embedded software in the CPIOMs.
Figure 11.19.30: Fuel Measurement and Management System

avionics architecture
11.19 - 33 July 2022
Category – B1.1 Sub Module 11.20 – Cabin System
MODULE 11A
Sub Module 11.20
CABIN SYSTEM (ATA 44)

PTC/CM/B1.1 BASIC/M11A/06 Issue 04, Rev. 00
11.20 July 2022
ATA 44 CABIN SYSTEMS
Contents
CABIN SYSTEMS INTRODUCTION ............................................... 1
CABIN INTERCOMMUNICATION DATA SYSTEM (CIDS)........... 2
SYSTEM ARCHITECTURE .............................................................. 3
IN-FLIGHT ENTERTAINMENT SYSTEM...................................... 14
E-Mail/Internet/ Intranet and IFE Connectivity (IFEC) .................. 18
CABIN CORE SYSTEM .................................................................. 19
EXTERNAL COMMUNICATION SYSTEM ................................... 20
CABIN MASS MEMORY SYSTEM .......................................................... 21
CABIN MONITORING SYSTEM PRESENTATION ..................... 21
MISCELLANEOUS CABIN SYSTEM............................................. 25

11.20 - i July 2022
CABIN SYSTEMS INTRODUCTION  Cabin Core System;
The units and components which furnish a means of entertaining  Inflight Entertainment System;
the passengers and providing communication within the aircraft
(CIDS) and between aircraft cabin and ground stations (Cabin  External Communication System;
Network Service). Includes voice, data, music and video
transmission.  Cabin Mass Memory System;
 Cabin Monitoring System;

The Cabin systems are composed of
1. The Cabin Intercommunication Data System (CIDS)  Miscellaneous Cabin System
2. The In-Flight Entertainment System (IFE),
3. The Cabin Monitoring System.
The Cabin Intercommunication Data System provide an

interface between cockpit/ cabin crew and cabin systems. These
system support data exchange of the different related LRU’s and
they are typically operated via Flight Attendant Panels.
The Cabin Network service typically consist on a server,

typically interfacing with, among others, the following systems:
 Data / Radio Communication, In Flight Entertainment
System
The Cabin Network service may host functions such as:

 Access to pre-departure/ departure reports
 Email /intranet/ internet access
 Passengers database,
Figure 11.20.1 CABIN SYSTEM

11.20 - 1 July 2022
CABIN INTERCOMMUNICATION DATA SYSTEM

(CIDS)
General
The CIDS (Cabin Intercommunication Data System) is the cabin
core system. It fulfills an easy interface with some aircraft and
cabin support systems for the cabin crew, the passengers, the
maintenance personnel and the cockpit crew. The CIDS lets them
accomplish the functional control, the testing and the monitoring
of these systems through the following four functions:
1. Communication
2. Indicating
3. Control
4. Programming.

11.20 - 2 July 2022
Figure 11.20.2 CABIN INTERCOMMUNICATION DATA SYSTEM

11.20 - 3 July 2022
SYSTEM ARCHITECTURE CIDS CABIN CREW RELATED EQUIPMENT
The Area Call Panels (ACPs) are used as a remote call facility to
The general CIDS system architecture is based on a controller, inform cabin attendants of a PAX or interphone call, of a lavatory
bus lines and network concept. Within this concept the CIDS smoke or of an EVAC signaling.
directors fulfill the role of the controllers.
DIRECTORS
The director controls, operates and monitors passenger and cabin

crew related functions as well as the cabin support systems. For
that, the director exchanges data with them through an onboard
CIDS network or directly. For redundancy multiple directors can
be used.
FAP (FLIGHT ATTENDANT PANELS)
The FAPs let the cabin and maintenance crew control and
monitor in the whole cabin; the various cabin support systems
and, the passenger and cabin crew related functions.
DEU A (DECODER /ENCODER UNITS)
The CIDS uses each DEU A to control the cabin lighting and all
the Passenger Service Units (PSUs) functions (PAX individual
lighting, PAX signs and calls and the loudspeakers).
DEU B
The CIDS uses each DEU B to control the Area Call Panels
(ACPs), the Attendant Indication Panels (AIPs), the optional
Additional Attendant Panels (AAPs) and the handsets.
11.20 - 4 July 2022
Figure 11.20.3 SYSTEM ARCHITACTURE

11.20 - 5 July 2022
1. COMMUNICATION FUNCTIONS
(iv) CREW SIGNALING AND ALERTING
The CIDS has several communication functions, which are:
There are different kinds of cockpit and cabin crew signaling and
(i) Passenger Address (PA) alerting functions depending on the situation.
(ii) Cabin interphone
(iii) Service interphone The area ready function lets the cabin crew inform the purser
(iv) Crew signaling and alerting that a dedicated cabin area is ready for takeoff/landing.
(i) PA The cabin ready signaling function lets the purser inform the
cockpit crew that all the cabin areas are ready for takeoff/landing.
The Passenger Address (PA) supplies one-way voice
communication to do announcements from the cockpit or from a The optional sterile cockpit lets the cockpit crew inform the purser
cabin crew station to the passengers. that they do not want to be disturbed.
(ii) CABIN INTERPHONE The optional Emergency Crew Alerting System (ECAS) is used to
indicate a possible violent incident against passengers, cabin or
cockpit crew members.
The cabin interphone system is used for the telephone
communication between all cabin crew stations or between the
cockpit and the cabin crew stations.
(iii) SERVICE INTERPHONE
The service interphone system is used for the telephone

communications, on ground only, between the service
interphone jacks or between the service interphone jacks, the
cockpit and the cabin crew stations.

11.20 - 6 July 2022
Figure 11.20.4 COMMUNICATION FUNCTIONS

11.20 - 7 July 2022
2. INDICATING FUNCTIONS
5. Electrical Load Management Indication
The CIDS fulfills several indicating:
The CIDS directors fulfill via Aircraft Data Communication
1. Smoke Detection Function (SDF) Network (ADCN) an interface with the electrical load management
application to indicate the shedding status of some cabin support
The directors Smoke Detection Function (SDF) receives systems
information directly from the fire protection system to monitor the
smoke detectors in the cargo and in the avionics compartments.
when a smoke is detected or after a successful release of 6. Galley Cooling
extinguishing agent the SDF reports to the Flight Warning System The CIDS directors fulfill via Aircraft Data Communication
(FWS). Network (ADCN) an interface with the Supplemental Cooling
System (SCS) to display the galley cooling system status and its
2. Emergency Lighting Power Supply related parameters through the FAPs.
The CIDS directors fulfill via DEUs B an interface with the

emergency lighting system for failure indicating through Flight 7. IFE and Seat Power
Warning System (FWS) and for testing. The CIDS directors fulfill via the Aircraft Data Communication
Network (ADCN) an interface with the secondary power
3. Ice Protection And Control distribution system to display through the FAPs, the IFE and the
seat power status.
The CIDS directors have an interface with the potable and waste
water ice protection system via DEUs B to report through FAPs
failures related to the protection against freezing of the potable 8. Doors/Slides
water/waste system and failures related to the floor panel heating The CIDS directors fulfill via Aircraft Data Communication
as well. Network (ADCN) an interface with the Door and Slide
Management System (DSMS) to indicate through the FAPs, the
4. Trolley Lift doors and the slides status.
The CIDS directors fulfill via DEUs B an interface with the trolley
lift system to report related failures through the FAPs. 9. VSCF
The CIDS directors Vacuum System Control Function (VSCF) has
an interface with the water/waste system to display through the
11.20 - 8 July 2022
PIA TRAINING CENTRE (PTC) Module 11 – TURBINE AEROPLANE AERODYNAMICS, STRUCTURES AND SYSTEMS
Category – B1.1 Sub Module 11.21 –Information System
MODULE 11A
Sub Module 11.21
INFORMATION SYSTEM (ATA 46)

11.21 July 2022
ATA 46 INFORMATION SYSTEM NETWORK SERVER SYSTEM & ONBOARD INFORMATION

SYSTEM(COMMUNICATION & CABIN DOMAIN) .............. 33
Contents DESCRIPTION ........................................................................33

INTRODUCTION ....................................................................1
COMMUNICATION & CABIN DOMAIN ARCHITECTURE .36
1. AVIONICS DOMAIN ............................................................. 3
NSS & OIS (COMMUNICATION & CABIN DOMAIN)
2. FLIGHT OPERATION DOMAIN .......................................... 4 OPERATION, CONTROL & INDICATING ............................38
3. COMMUNICATION AND CABIN DOMAIN ........................ 5
CONTROLS AND INDICATORS ............................................7
FLIGHT DECK INFORMATION SYSTEM……………………11
AIR TRAFFIC AND INFORMATION SYSTEM ....................14
1.COMMUNICATION PILOT DATA LINK

COMMUNICATION ................................................................. 14
2. AUTOMATIC DEPENDANT SURVEILANCE

BROADCAST .......................................................................... 17
NETWORK SERVER SYSTEM & ONBOARD INFORMATION

SYSTEM (AVIONICS DOMAIN) ...........................................20
DESCRIPTION........................................................................ 20
AVIONICS DOMAIN ARCHITECTURE ................................ 22
NSS & OIS (AVIONICS DOMAIN) OPERATION, CONTROL

& INDICATING ........................................................................ 29

11.21-i July 2022
Introduction
The information systems on modern aircraft provide a method The applications are hosted on three sub-networks or domains
of storing, updating and retrieving digital information which of the Network Server System (NSS):
was once provided on paper or other media such as
microfiche.
• The avionics domain
This is accomplished using an on-board information system • The flight operations domain
(OIS) which houses a set of electronic documentation and • The communication and cabin domain.
applications for flight, maintenance and cabin operations.
The main objective of the electronic documentation is to

provide the flight crew with attractive documentation, which
enables an easy access to the necessary information related
to an operational need.
The OIS applications can be divided into:
• Tools for flight operations support
• Tools for cabin operations support
• Tools for maintenance operations support

MICROFILM
• Services to the passengers, flight crew and cabin crew.

11.21-1 July 2022

11.21-2 July 2022
Avionics Domain The avionics domain links into the avionic systems using a
secure two way communication link. All other communication
links from the avionic systems are by a secure single way link,
The avionics domain includes the applications that exchange
allowing only information to be sent from the avionic systems.
data with the aircraft avionics:
This isolates the avionics from users of the system in the non-
• Tools to support maintenance operations like the: avionic domains who may try to interfere with the operation of
the aircraft.
Electronic Logbook
Central Maintenance System (CMS)
• Electronic documentation that needs to be accessed by both

flight and maintenance crew:
Minimum Equipment List (MEL)
Configuration Deviation List (CDL)
Cabin Crew Operating Manual (CCOM)
Note: The CCOM is on the avionics domain to
enable its display on the FAP.
•A servicing tool dedicated to the refueling operation
•An Airline Operational Control (AOC) application that

manages the communication between the aircraft and the
operators’ operations centers.
AVIONICS DOMAIN
11.21-3 July 2022
Flight Operations Domain The flight operations domain will also be able to receive
information from the avionics domain to create contextual
The flight operations domain includes the applications that access to the applicable tools and documentation. The aim is
support the flight crew on ground and in flight. These to provide faster and easier access to the necessary
applications are part of the Airbus Electronic Flight Bag (EFB) information during high workload phases, and to improve the
and include mainly: flight crew’s situational awareness.
• Performance computation tools for takeoff, in-flight and
landing
• A Weight & Balance (W&B) computation tool
• Electronic documentation:
Flight Crew Operating Manual (FCOM)
Aircraft Flight Manual (AFM)
Configuration Deviation List (CDL)
Minimum Equipment List (MEL)
Flight Crew Training Manual (FCTM)
• Contact Manager
• Navigation and weather charts
• The Electronic Flight Folder (EFF) and the Flight Follow
Up (FFU) tool.
The flight operations domain can accept customized operators’

Flight Operations Domain
applications.
11.21-4 July 2022
An application of information systems for the flight deck crew

is the Electronic Flight Bags (EFB). Again the advantage is
accuracy of data, ease of use and there are benefits of weight
and cost savings for the airline. Typical EFBs are laptops,
tablet computers and also items which are permanently
connected to the aircraft.
Communication and Cabin Domain
The communication and cabin domain hosts the tools for cabin
operations and maintenance, and services for passengers:
• Services for passengers:
Worldwide electronic mail (wired or wireless)
Credit card banking
• Tools to support maintenance operations dedicated to the

cabin and communication domain’s systems
• A wireless area network manager application.
Communication and Cabin Domain

11.21-5 July 2022

11.21-6 July 2022
Controls and Indicators

• The Portable Multipurpose Access Terminals (PMATs) are
1-For the Flight Crew laptops that serve for maintenance purposes. They are
connected to the NSS through dedicated network ports
• The cockpit has two Onboard Information Terminals (OITs). throughout the aircraft.
The OITs are the main displays for the OIS applications.
• A keyboard and pointing device, integrated in the sliding
table, serves as an interface with the applications within a
domain 3- For the Cabin Crew
• Additional keys enable navigation through applications

when the sliding table is folded away • Flight Attendant Panel (FAP)
The cabin has two FAPs: One on the upper deck and one on
• Domain switches enable switching between the avionics the lower deck.
domain and the flight operations domain The FAPs are used by the cabin crew for cabin operations.
The FAPs also display the CCOM.
• The CAPT and the F/O each have a laptop.
Each laptop supplies computing and memory resources for the
flight operation applications on its onside OIT. The laptops are
stored in their respective stowage boxes.
• A backup laptop is available in the cockpit and can replace

any of the CAPT and F/O laptops.
2- For Maintenance Personnel
• The Onboard Maintenance Terminal (OMT) is installed in the

rear part of the cockpit.
The OMT is used by maintenance personnel to access the
avionics domain for maintenance applications, including the
logbook.
FAP
11.21-7 July 2022
4. MISCELLANEOUS INFORMATION SYSTEM
New information systems are introduced from time to time, and

improvements to current information system are constantly
being developed. Whether the information is used by the flight
crew, or by maintenance personnel, or by the other user, the
basic information system is same. Each system contains
digital memory to store the desired information. There is a set
of user controls, which allow the user to locate and retrieve the
information. There must also be a means of displaying the
information to the user. And the system must have a means to
update the information, to ensure that the most up-to-date
version is being use. These will be the core features that are
present in any information system. When compared with
previous kind of information system, an electronic information
system provides the advantages of reduced weight, reduced
bulk, and ease to update.

11.21-8 July 2022

11.21-9 July 2022
Examples of Applications

11.21-10 July 2022
The system can also display video. The EFB system receives
FLIGHT DECK INFORMATION SYSTEM data from the AIMS and from multi-mode receivers (MMRs).
MMRs are GPS receivers designed for use in instrument
ELECTRONIC FLIGHT DECK
landings. The MMRs provides aircraft position information that
An example of a flight deck information system is the is extremely precise. This allows the EFB to pinpoint the
Electronic Flight Bag (EFB), and optional system used in new aircraft position on an airport map. The system also receives
generation modern aircrafts. The flight crew uses the EFB to video from the camera interface unit (CIU). This video is from
access information that would traditionally have been found in the flight deck entry surveillance camera. The modern aircraft
various printed publications and carried aboard in a flight bag. EFB databases can be updated through the aircraft data
Such publications include sectional charts and approach loader. But they can also be updated wirelessly. For wireless
plates. The system also provides advanced capabilities updates, the system uses a Terminal Wireless LAN unit
beyond those available in printed publications. (TWLU). The TWLU contains a radio transmitter and receiver
that create a Local Area Network (LAN) between the airplane
On the modern aircraft equipped with the EFB, the system and a ground-based network. This allows the database to be
displays information on the two Display Units (DUs) that are updated wirelessly while the airplane is parked at the gate.
installed on the flight deck. One DU is for the Captain and one
is for the first officer. These two DUs are touch-screen
devices, and operate independently of each other. The system
can be navigated by touch-screen DUs, through keyboards
and cursor-control devices. The DUs are connected to Two
electronic units (EUs) located on the airplane information
management system (AIMS) rack in the main equipment
center. The AIMS is an integrated system for processing
information from many sources in the aircraft.
In the modern aircraft systems, the EU send information stored

in data bases to the DUs through fiber optic cable. The two
DUs are connected to each other through wired connections.
Databases accessible through the EFB include aeronautical
charts, airport map and charts with real-time position
monitoring manuals, minimum equipment list and log books.
11.21-11 July 2022
Class 1 which are fully portable devices such as a laptop or

tablet ad are not connected to the aircraft
Class 2 these are portable but during normal operations are

connected to the aircraft for data and or power.
ELECTRONIC FLIGHT DECK
There are 3 classes of EFB with regard to installation, they

are:

11.21-12 July 2022
Class 3 these are items which are permanently installed into

the aircraft

11.21-13 July 2022
Air Traffic Information Systems Communication Pilot Data Link Communication (CPLDC)
This is an air/ground data-link application which enables the
Introduction exchange of text messages between controllers and pilots.
Contained within information systems are two relatively new The system supplements HF and VHF voice communications
systems to allow improved future air navigation (FAN) and provides pilots and controllers with an additional
capabilities for aircraft. With the growth of air travel, radio communications medium.
communications between air and ground is becoming an
increasing ‘problem waiting to happen’ because of a: The objective of CPDLC is to improve the safety and efficiency
of air traffic management.
 Large number of users in a small bandwidth, risking
transmissions being overlapped and so The main benefits of CPDLC are:
information/instructions lost.
1-Reduced voice-channel congestion
 English is not a first language for may pilots or ATC
 In addition to voice communications, CPDLC offers a
controllers so messages can be misunderstood.
second, independent communication channel to
controllers and pilots, reducing the strain on busy
 Voice communications rely on human memory, which sector frequencies. It is freely available at pilots’ own
is poor. choice. Voice communications remain available for
tactical ATC instructions at all times, or in the event of
problems or abnormalities.
With the increasing workload on all involved in the 2-Less chance of being misunderstood
management of aircraft in the air, locally and in remote areas  Offers an alternative, unambiguous communication
an improved system or set of systems has been created to channel (e.g. in the event of busy, blocked or
counteract some of the problems our increasing reliance on air deteriorated VHF radio frequency) with no risk of
transport has created. These two systems are: misunderstanding, since crews and air traffic
controllers can actually read the messages.
 Communication Pilot Data Link Communication
(CPLDC). 3-Less fatigue and greater efficiency
 All messages are in written form and because the text
 Automatic Dependant Surveillance (ADS). messages can be read. The workload is reduced for
both pilots and controller and so is less tiring for crews
and controllers.
11.21-14 July 2022
The controller is provided with the capability to issue:
 Level assignments.
 Speed assignments.
 Lateral deviations.
 Route changes.
 Frequency assignments.
 “Free text” information not corresponding to defined

requests.
CPLDC CONTROLLER
The pilot is provided with the capability to:
The services provided by CPDLC includes a set of

clearance/information/request message elements which
correspond to voice phraseology employed by air traffic control  Respond to messages.
procedures, these are pre-programmed into the system and
 Request clearances and information.
just requires user to select them from a menu and allow
transmission. In addition there will be a store of  Report information.
received/transmitted messages so any assignments can be
recalled and viewed.  Declare/rescind emergency statuses.
 “Free text” information not corresponding to defined

requests.
11.21-15 July 2022
CPLDC CONTROLLER
A typical CPDLC system is illustrated below. The CPDLC

control unit can be a stand-alone item or part of an MFCDU; it
depends on the aircraft type. Any messages received from
ATC are highlighted by an ATC Alert light, this will highlight to
the crew there a new message from ATC. The CPDLC system
via the Communications Management Unit (CMU) controls the
required radio to allow the reply transmission to be sent back
down to the ATC controller.
In addition there may be a printer linked to the system,

normally shared with other systems such as ACARS, for
hardcopy printouts. When outside of normal VHF coverage or
when HF is not suitable some CPDLC systems have the
CPLDC ARCHITECTURE
facility to use a Satcom system if fitted to the aircraft to allow
ATC assignments to be passed to/from aircraft.
11.21-16 July 2022
Automatic Dependant Surveillance Broadcast (ADS-B) 2- ADS-B In
 ADS-B In has the ability of an aircraft to receive

Automatic Dependant Surveillance Broadcast (ADS-B) is an information from other transmitting aircraft and the ATC
aircraft and satellite-based transmission system that provides ground infrastructure. In addition to location data, it can
an aircrafts positional data to users outside of the aircraft, such provide traffic and weather information to pilots. When
as ATC. This information is provided automatically, without the used for traffic information it can be thought of as a
crew’s interaction, and is dependent upon existing aircraft more exact version of TCAS as is has been sent
systems to provide the required information. The primary use positional, heading and velocity data, TCAS has to
is to allow ATC to have information at hand without the need to guess based on only some received telemetry.
reply on primary radar data, such as on oceanic routes where
A typical EASA aircraft equipped with ADS-B transmits
there is no coverage. This information also provides the ATC
through the Mode S transponder, on 1090 MHz, the data
controller with far more and accurate information than could be
information which the ADS function is programmed to provide.
generated with primary radar even when operated in parallel
This information can come from a variety of sources, such as:
with secondary surveillance radar (SSR).
 Global Positioning System (GPS).
ADS-B can be broken into two primary functions  Inertial Reference System (IRS).
 Air Data System (ADS).

1- ADS-B Out
 Attitude and Heading Reference System (AHRS).
 Operates by sending position and velocity data from
 Flight Management System (FMS).
the aircraft systems, through an ADS-B-modified Mode
S Transponder to ATC ground stations and to properly It is not only ATC or other aircraft which make use of this
equipped aircraft. Position data will be automatically information. At the present time there are multitude of internet
broadcast from all ADS-B Out-equipped aircraft, ATC based aircraft tracking programs which can take this data, in
ground stations and ADS-B In-equipped aircraft will much the same way as ATC do, and provide flight plots real
receive this data. time on the web. Individuals can also receive ADS-B data with
simple receivers and display the data on simple personal
computers.
11.21-17 July 2022
A simple ADS-B system is shown below:

11.21-18 July 2022
Inputs to the system could come from a variety of aircraft

systems, the ADS information is just a function presently
collected data which is generated, typically within a Mode S
transponder for onward transmission.

11.21-19 July 2022

SYSTEM (AVIONICS DOMAIN)
DESCRIPTION
OIS Services Overview
The Onboard Information System (OIS) part hosted in the

AVIONICS DOMAIN, supplies:
 An onboard/Airline Operational Control (AOC) centers

communication capability,
 Tools to support maintenance operations dedicated to the

AVIONICSWORLD, to the AVIONICS DOMAIN and to the
cabin,
 Recording capability of A/C parameters,
 Electronic documentation related to flight, maintenance

and cabin operations,
 A servicing tool dedicated to refueling operation.

11.21-20 July 2022
NSS AND OIS (AVIONICS DOMAIN)

11.21-21 July 2022
AVIONICS DOMAIN ARCHITECTURE

The AVIONICS DOMAIN is composed of:  1 Open World Diode (OWD), which allows a unidirectional
 2 redundant servers named Aircraft Network Server Unit- data flow coming from the AVIONICS DOMAIN and going
Operations (ANSU-OPS). These servers supply computing to other NSS domains and some cabin systems.
and memory resources to the hosted OIS applications,
documentation and database. Note that the OWD is an electrical device that gives a single
way of communication from its left to its right. It prevents
 2 redundant routers named Aircraft Router Unit-Operations malicious data coming from its right going to the avionics
(ARU-OPS).These routers manage data exchanged domain and to the avionics world.
between the AVIONICS WORLD, the Network Server
System (NSS) and its Human Machine Interfaces (HMIs).
 1 Secure Interface Router Unit (SIRU) is dedicated to

decontaminating Aircraft Communication Addressing and
Reporting System (ACARS) messages coming from
ground and to safely connect Portable Multipurpose
Access Terminals (PMATs) and Flight Attendant
Panels(FAPs) giving access to some NSS AVIONICS
DOMAIN hosted applications,
 2 Secure Communication Interfaces (SCIs), which supply

safe and duplex communication between the OIS
applications and the AVIONICSWORLD. Both SCIs also
do the same between the OIS applications and the Airline
Operational Control (AOC) centers through the ACARS
network.
The Centralized Data Acquisition Module (CDAM) supplies

aircraft parameters and avionics data from the AVIONICS
WORLD to the NSS for recording and for OIS applications
needs.

11.21-22 July 2022
 The AVIONICS DOMAIN is accessible from the

cockpit, from the cabin and from additional areas on
the A/C, through various interfaces, which are:
 The CAPT and the F/O Onboard Information Terminals

(OITs) with their keyboard and Additional Control
Device (ACD) mainly dedicated to the flight crew,
 The Onboard Maintenance Terminal (OMT), including

a media drive(Compact Disk (CD) reader/writer and
Digital Video Disk (DVD) reader), dedicated to the
maintenance staff,
 The PMATs dedicated to maintenance staff (PMAT is a

ground support equipment),
 The main and upper deck Flight Attendant Panels

(FAPs) dedicated to the cabin crew,
 And the Printer, installed on the pedestal, dedicated to

flight crew and maintenance staff.

11.21-23 July 2022
AVIONICS DOMAIN OVERVIEW

11.21-24 July 2022
AVIONICS DOMAIN ARCHITECTURE

11.21-25 July 2022
SCI CDAM

11.21-26 July 2022
OIT Switching
The display of the OIS applications running either in the

AVIONICS or FLIGHT OPERATIONS DOMAINs requires
various components, which are:
-An OIT to process, convert into Digital Video Interface (DVI)

standard, and to display on its screen OIS applications,
keyboard and ACD input data.
-An OIT keyboard to edit data and select parameters with its
included touchpad.
Note that the output data of the keyboard, touchpad and ACD
are coded in Proposed Serial 2 (PS2) standard.
-An OIT ACD to perform basic operations with the OIT.
-An "OIT" potentiometer to switch the OIT and OIT-TPU ON or

OFF and to adjust the brightness level of the OIT screen,
-An OIT TPU to process and convert into digital video format
(DVI standard) OIS applications data and OIT keyboard and
ACD input data.
-An "OIT SIDE" switch to display AVIONICS DOMAIN OIS

application when the switch is in the "NSS AVNCS" position or
to display FLIGHTOPERATIONS DOMAINs OIS application
when the switch is in the "FLT OPS" position.

11.21-27 July 2022
OIT SWITCHING

11.21-28 July 2022
NSS & OIS (AVIONICS DOMAIN) OPERATION, CONTROL

& INDICATING
General

11.21-29 July 2022
HMIOIT

11.21-30 July 2022
HMI OMT

11.21-31 July 2022

11.21-32 July 2022

SYSTEM
(COMMUNICATION & CABIN DOMAIN)
DESCRIPTION
OIS Services Overview
The OIS part hosted in the COMMUNICATION AND CABIN DOMAIN,

supplies:
 PAX services such as electronic mail and Internet,
 Communication management service for data exchanged

with AOC centers and service providers,
 Tool to support maintenance operations dedicated to

COMMUNICATION and CABIN DOMAIN.

11.21-33 July 2022
NSS AND OIS (COMMUNICATION AND CABIN DOMAIN)

11.21-34 July 2022
CABIN AND COMMUNICATION DOMAIN OVERVIEW

11.21-35 July 2022
COMMUNICATION & CABIN DOMAIN ARCHITECTURE

A passenger with a PED (e.g. laptop) can access to e-mail and
The COMMUNICATION and CABIN DOMAIN supplies Internet applications through a Seat Electronic Box (SEB), an
services such as PAX services, communication management In-Flight Entertainment Center (IFEC) and the CRU-COM. The
capability and maintenance tools. These services are done by type of connection between this PED and the SEB may be
the NSS and OIS applications. These OIS applications are USB or RJ45.A passenger with a wireless PED (e.g. laptop
hosted by the server named CNSU-PAX. The CNSU-PAX equipped with a WIFI board) can access to e-mail and Internet
hosts various applications, which are: applications through 4 leaky line antennae and 4 CWLUs.
Each leaky line is connected to both CWLUs through coaxial
-E-mail and Internet applications,-Communication links. The four leaky lines cover the total length of the main
management application, and upper deck cabin.
-Wireless Local area network Manager (WLM) application, An airline cabin laptop may be connected to dedicated plugs,
one located at the door M1R, and one at the front face of the
-Local Maintenance Function (LMF) application. CNSU-PAX, for maintenance purpose (e.g. to access to the
LMF application).The type of connection between this airline
The E-mail and Internet applications are used for the related cabin laptop and these plugs is RJ45 at the door M1R, and
passengers to write and receive e-mail, and to surf the net RJ45 or USB at the front face of the CNSU-PAX.A "NSS
during flight. The communication management application CABIN" C/B is used to reset the CNSU-PAX, the CRU-COM
manages the data links using the SATCOM system (e.g.: and the CWLUs. The "PAX SYS" P/B, when released out,
communication channel opening and closing, channels activates a hard shut down of all CWLUs (in case of smoke
selection based on cost). These data links, using the SATCOM detection).The COMMUNICATION and CABIN DOMAIN
system through an optional High Speed Data Unit (HSDU), are routes data coming from the AVIONICS DOMAIN for the
used by the E-mail, Internet and Electronic Flight Folder (EFF) CVMS (e.g.: flight number) and the (IFE) system (e.g. air show
applications and certain cabin systems such as CVMS and IFE data).
system. The WLM application transmits configuration data to
the CWLUs (e.g. wireless communications not available during
TAKE OFF).The LMF supports maintenance operations
dedicated to COMMUNICATION and CABIN DOMAIN
components.

11.21-36 July 2022
COMMUNICATION & CABIN DOMAIN ARCHITECTURE

11.21-37 July 2022
NSS & OIS (COMMUNICATION & CABIN DOMAIN)

OPERATION, CONTROL & INDICATING
General

11.21-38 July 2022
Figure 13.22.22

11.21-39 July 2022

11.21-40 July 2022

11.21-41 July 2022
FAPs the monitoring of the potable and waste water tanks filling
level.

11.20 - 9 July 2022
Figure 11.20.5 INDICATING FUNCTIONS

11.20 - 10 July 2022
3. CONTROL FUNCTIONS attendant stations via FAPs, optional AAPs or optional MINI-
FAPs.
The CIDS fulfills several control functions: (v) IFE
(i) Cabin and Passenger Lighting The CIDS exchanges with the IFE, control commands for CIDS
PAX Call and reading lights operation from PAX seats and
The CIDS controls the cabin general lighting and the passenger reading lights potential IFE operation from FAP.
independently in each cabin zone, deck and room. Centralized
control commands are entered via the FAPs. (vi) Air Conditioning
(ii) EVAC The CIDS has an interface with the air conditioning system via the
Aircraft Data Communication Network (ADCN) to remotely control
The CIDS Emergency evacuation signaling (EVAC) function the cabin temperature in a given range. The temperature can be
controls the evacuation signaling in all cabin areas and in the set via the FAPs, the MINI-FAPs (optional) or the AAPs (optional).
cockpit. In case of emergency A/C evacuation, the appropriate The actual temperature of all cabin and optional zones is shown
signaling can be activated either from the cockpit (via the EVAC on the FAPs.
panel) or from the cabin
(vii) VSCF
(iii) Lighted Signs
The CIDS VSCF (Vacuum System Control Function) fulfills the
The CIDS lighted signs function controls directly the lighting of the control of the water/waste system by using the FAPs. It controls
exit signs or, via DEUs A, the lighting of the No Smoking (NS), or the water depressurization, the auto flush, and the shutdown of
the optional Portable Electronic Devices (PED), the Fasten Seat the water system.
Belts (FSB) and the Return to Seat (RTS) signs. These signs can
be manually activated from the cockpit signs panel or
automatically according to A/C systems data.
(iv) PAX CALL
The CIDS passenger call function is activated from the passenger

seats (via IFE) and from the lavatories and is reset from the

11.20 - 11 July 2022
Figure 11.20.6 CONTROL FUNCTIONS

11.20 - 12 July 2022
4. PROGRAMMING FUNCTIONS CABIN PROGRAMMING
Several functions of the CIDS operate in relation to different cabin

The CIDS fulfills several programming functions which are: zones. The configuration of these zones can be changed via a
 Software loading dedicated programming page on the FAP.
 Layout selection
 Cabin programming LOUDSPEAKERS LEVEL ADJUSTMENT
 Loudspeakers level adjustment
 FAP Set-Up Via a dedicated FAP menu page, the CIDS loudspeaker level
adjustment function is used for manual adjustment of the cabin
SOFTWARE LOADING loudspeakers level for announcements and chimes. This function
is protected by an access code and is available on ground or in
flight.
Via a dedicated FAP menu page, the Software Loading function
makes easier update of software of all loadable CIDS
FAP SET- UP
components (Directors, FAPs, optional MINI-FAPs, handsets and
DEU Bs). This function is only available on ground.
The FAP Set-up page is used to control and indicate the FAP
internal settings (such as FAP loudspeaker volume and
LAYOUT SELECTION
brightness).
Via a dedicated FAP menu page, the CIDS cabin layout selection
function gives the choice of a maximum of three predefined and
three modifiable cabin layouts. This function is protected by an
access code and is only available on ground.

11.20 - 13 July 2022
Figure 11.20.7 PROGRAMMING FUNCTIONS

11.20 - 14 July 2022
IN-FLIGHT ENTERTAINMENT SYSTEM
General
The In-Flight Entertainment (IFE) system is an optional system,

installed within the cabin on customer request. The IFE system
gives mainly to the passenger entertainment supported by the
audio, the optional video, the optional interactive functions ('such
as games, shopping, and internet) and the optional telephone.
These functions are controlled by the cabin crew, the passengers,
and/or automatically according to A/C system data. The PAX
service system lets the passengers control from their seat some
functions of other A/C systems such as CIDS PAX call or PAX
reading lights.
Figure 11.20.8 IN FLIGHT ENTERTAINMENT SYSTEM

11.20 - 15 July 2022
SYSTEM ARCHITECTURE OVERVIEW In addition to or instead of the cabin workstation, the RCC when
installed offers additional IFE control through a remote-control
console.
The IFE system architecture is based on a modular concept,
which gives a platform for various entertainment systems from (iii) Cabin Network
different vendors in an add-on principle. It offers flexibility and
adaptability for customized configuration. This system is basically The cabin network supplies audio, video, data, telephone and
composed of three main parts: downloadable software to and from the passenger seats. It
supplies also video data to the overhead or wall mounted video
(i) IFE Center (IFEC) equipment. It comprises:
(ii) An IFE control panel
(iii) A cabin networks - The cabin distribution network, which is composed of Area
Distribution Boxes (ADBs). They facilitate the distribution of the
(i) IFEC cabin network data to and from the passenger’s seats via the seat
network and to the overhead video equipment via the overhead
The IFEC is composed of computers, video/audio sources, files network.
servers and third-party equipment. The IFEC controls and
monitors the whole IFE system and gives an interface with the - The overhead network, which is composed of Tapping Units
cabin network, the A/C systems and the optional cabin (TUs). Each one is able to supply overheads or wall mounted
workstation. DUs.
- The seat network, which is composed of Floor Disconnect

(ii) IFE Control Panel, Cabin Workstation and RCC
Boxes (FDBs) and Seat Electronic Boxes (SEBs). It sends the
data received from the cabin distribution network to the seat
The IFE control panel supplies a centralized control and equipment.
monitoring of the whole IFE system for the cabin attendants.
The cabin workstation when installed is the main working area of

the purser and offers the centralized operation for IFE, CIDS,
logbook, email, PAX profile and electronic documentation.

11.20 - 16 July 2022
Figure 11.20.9 CABIN NETWORK

11.20 - 17 July 2022
Interactive Functions (Optional)
The passengers can access from their seats, interactive functions Video Entertainment
such as games, pay per view, duty free shopping, web, etc. The
dedicated data are stored in the IFEC and/or in the Video entertainment is provided by large video screens at cabin
Network Server System (NSS). sections, as well as smaller monitors situated every few rows
above the aisles, or in seat backs. Sound is supplied via the same
headphones distributed for audio entertainment.
E-Mail/Internet/ Intranet and IFE Connectivity
(IFEC)
The airlines have focused their attention to provide provision
of personal in-flight entertainment and connectivity (IFEC).
Audio Entertainment
Audio entertainment covers music, as well as news, information
and comedy. Most music channels are pre-recorded and feature
their own presenters to provide chatter, song introductions and
interviews with artists.
Audio-video on demand (AVOD) entertainment has also been
This form of in-flight entertainment is experienced through introduced. This enables passengers to pause, rewind, fast-
headphones that are distributed to the passengers. The forward or stop a program that they have been watching.
headphone plugs are usually only compatible with the audio
socket on the passenger’s armrest (and vice-versa). In-Flight Movies
In-flight entertainment systems have been made compatible with Personal on-demand videos are stored in an aircraft main IFEC
XM SatelliteRadio, and also with portable music devices computer system. From there they can be viewed on demand by
allowing passengers to access their accounts, or bring their own the user. There may also be movies that are shown throughout
music, along with offering libraries of full audio CDs from an the aircraft at one time, often on shared overhead screens or a
assortment of artists. screen in the front of the cabin; usually older aircraft.

11.20 - 18 July 2022
In-Flight Games Operational services are provided in five key areas -

cabin operations, maintenance, flight operations, airline
Video games are another emerging item of in-flight operations, and airport:
entertainment. Aircraft equipped with wireless connectivity offer
passengers internet gaming over a Linux-based operating o Weather data.
system. Some game systems are networked to allow interactive o Crew scheduling.
playing by multiple passengers. o Maintenance planning and control.
o Maintenance & Flight Operation Quality
Moving-Map Systems Assurance Operational forecasting.
o Dispatch planning and efficiency. Electronic Flight
A moving-map system is a real-time flight information video Bag.
channel broadcast through PTVs and cabin video screens. In o Electronic Log Book.
addition to displaying a map that illustrates the position and
direction of the plane, the system gives altitude, airspeed, Airline administration services:
distance to destination, distance from origination and local time.
Moving-map system information comes from the aircraft's flight o Customer Profile Information.
computer systems. o Crew Profile Information.
o Destination information for crew.
In-Flight Connectivity o Data and information collected from passengers on-
board, such as research or enrolment in Frequent
IFEC has been expanded to include in-flight connectivity Flyer Program.
services such as Internet browsing, text messaging, mobile o Medical communication.
phone usage and emailing. o Crew reports and manuals.
Passenger services that are now available are:
o Internet.
o Real-time news, weather, sports, and
financial information.
o Travel related services and bookings,
o Airline frequent flyer/loyalty programs.
o Personal e-mail and instant messaging. Online shopping.
o Social networking.

11.20 - 19 July 2022
CABIN CORE SYSTEM areas. Ground-based system tends to have a wide bandwidth,
allowing for higher-speed data transfer. This makes webpage load
The other cabin core systems are
faster, and results in good-quality audio and streaming video.
 External Communication System
Several satellite systems are available for use by aircraft system.
 Cabin Mass Memory System The coverage areas and capabilities of these system vary.
Satellite network, while providing a larger coverage area than
 Cabin Monitoring System ground-based networks, tend to operate at somewhat slower
speeds,and with narrower bandwidths than ground-based network
 Miscellaneous Cabin System
1. EXTERNAL COMMUNICATION SYSTEM
The aircraft ‘s external communication system is used to connect

with either a ground-based network or a satellite –based network.
There are several commercial networks available, and each of
them has advantages. Changes and upgrades to these networks
occur frequently.
For connecting with the external network, the aircraft uses a

router that is connected to dedicated radio transmitting and
receiving equipment. This radio equipment uses various
frequencies, depending on which external network is being
accessed. Antenna size and shape also varies according to the
network being used
Ground-based networks use radio towers to communicate with

the aircraft. These towers have a limited range, so ground-based
system can provide coverage only over limited geographical
11.20 - 20 July 2022
2. CABIN MASS MEMORY SYSTEM 3. CABIN MONITORING SYSTEM PRESENTATION

The cabin monitoring system is composed of the optional Cockpit
The cabin mass memory system is where the data is used in the Door Surveillance System (CDSS) and of the optional Cabin
cabin is stored. The mass memory system can be programmed Video Monitoring System (CVMS).
with cabin configuration information. This is information about the
The CDSS is designed to help the cockpit crew to identify a
way the seats are configured, for example, which seats are first person requesting entrance to the cockpit and to survey the doors
class, and how many zones the cabin is divided into. The cabin hidden cross-section via video camera observation.
configuration programming varies; even the same make and
model of aircraft can have several possible cabin configurations. The CVMS is mainly designed to help the cabin and cockpit crew
invideo surveillance of the whole cabin (main and upper deck)
and of someother areas like the staircases, the crew rest areas
and the lower deck facilities.
The mass memory system can store many types of data files.
This includes audio and video files that are used for passenger
briefing and announcement, and can include IFE such as pre-
recoded music. An aircraft mass memory system is accessible to
the cabin crew through user interfaces (Control panels). Although
it is stored in a central location, data from the mass memory
system can be transferred to access points around the cabin
using digital data buses. The system can be updated when
necessary through a data loading system.
Figure 11.20.10 CABIN MONITORING SYSTEM

11.20 - 21 July 2022
Cockpit Door Surveillance System (CDSS) (OPTION)
The CDSS is composed of video cameras located in the cockpit

entrance area and CDSS controller.
The CDSS controller manages video signals from the CDSS

cameras. It shows, upon selection on the ECAM Control Panel
(ECP), the CDSS videos through the Control and Display System
(CDS) via the Concentrator and Multiplexer for Video (CMV).
These images are shown on the System Display (SD) in split or
single screen configuration. The videos are also sent to the
optional CVMS and to a dedicated optional Video Recorder
Capability (VRC).
Figure 11.20.11 Cockpit Door Surveillance System

11.20 - 22 July 2022
Cabin Video Monitoring System (CVMS)
System Architecture
The optional CVMS is composed of:
- Cameras located in the cabin area,

- Area Distribution Units (ADUs)
- 1 Data Acquisition Unit (DAU).
Each ADU receives video signals from its related cameras and
sends these signals to the DAU. Then the DAU, which is the CVMS
videocontroller, sends upon request the images to the following
systems:
-The Control and Display System (CDS) via the CMV for the cockpit
crew display (after video selection on the ECP),
-The Flight Attendant Panels (FAPs) for the cabin crew display,
-The In-Flight Entertainment (IFE) system for passenger’s display,
-The CVMS GSP for ground staff display.
The CVMS also interfaces with the CDSS to broadcast upon Figure 11.20.12 CABIN VIDEO MONITORING SYSTEM
Request the CDSS video images to the previous systems
except for CDS, which has a direct connection to the CDSS
The cockpit crew can display the CVMS images on the cockpit
The cabin crew can display the CVMS images on the FAPs and
System Display (SD)
select the camera to be viewed. The CVMS images are presented
The CVMS images can be presented on the IFE passenger
on the FAP in split or single screen configuration. Through the
screen insplit or single screen configuration.
FAP, the cabin crew can also have access to the recording
function and to the CDSS videos.
It is possible to have access to the video of all CVMS cameras
from outside via a laptop connected to the CVMS Ground
Service Panel (GSP).
11.20 - 23 July 2022
Figure 11.20.13 CABIN VIDEO MONITORING SYSTEM

11.20 - 24 July 2022
MISCELLANEOUS CABIN SYSTEM

Cabin system, particularly inflight entertainment system is the
subject of intensive commercial development. New systems are
being marketed, and some existing aircraft that were built without
modern cabin systems are being retrofitted with them. Because
the system is highly visible to an airline’s customers (its
passengers), they can affect the customer’ choice of airline. Since
the airline industry is highly competitive, further refinements and
improvements can be expected to occur. An example of this is in
cabin Wi-Fi, which allows passengers to connect their own
personal devices to an on-board Wi-Fi system, such Wi-Fi
systems will likely become more common, through installation on
new aircraft and also through retrofitting on older aircraft

11.20 - 25 July 2022

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PIA TRAINING CENTRE (PTC) Module 11A – TURBINE AEROPLANE AERODYNAMICS, STRUCTURES AND SYSTEMS

Category – B1.1 Sub Module 11.19 – IMA

Sub Module 11.19

INTEGRATED MODULAR AVIONICS (ATA 42)

ISO: 9001 - 2015 Certified For Training Purpose Only

ATA 42 INTEGRATED MODULAR AVIONICS AND AVIONICS

CPIOM Components .......................................................................... 16

CPIOM VARIATIONS ......................................................................... 20

SYSTEMS INTEGRATION ................................................................ 20

ISO: 9001 - 2015 Certified For Training Purpose Only

 Landing Gear Extension and Retraction

 Tire Pressure Indication

 Braking Temperature Monitoring

ISO: 9001 - 2015 Certified For Training Purpose Only

TERMINOLOGIES AVIONICS FULL-DUPLEX SWITCHED ETHERNET (AFDX) AFDX

public. For example, technology related items, such as computer

Star Topology -A networking topology in which the components

Jitter -Distortion in transmission that occurs when a signal drifts

Media Access Control (MAC) address A unique 6-byte (48-bit)

Application -System specific software, loaded onto the CPIOM,

ISO: 9001 - 2015 Certified For Training Purpose Only

Traditional avionic systems are based on federated architectures

The Integrated Modular Avionics (IMA) concept, which replaces

ISO: 9001 - 2015 Certified For Training Purpose Only

network defining the active Virtual Links in real-time. In the event of

Figure 11.19.2: Modular avionics approach

ISO: 9001 - 2015 Certified For Training Purpose Only

AFDX Characteristics requirements of new generation aircraft avionics in terms of

ISO: 9001 - 2015 Certified For Training Purpose Only

The new A350XWB also will use this technology. Currently, 36

ISO: 9001 - 2015 Certified For Training Purpose Only

 cockpit (electrical flight control, communications and

Each CPIOM integrates new hardware and software technologies

ISO: 9001 - 2015 Certified For Training Purpose Only

Figure 11.19.4: Conventional LRUs are replaced by software

ISO: 9001 - 2015 Certified For Training Purpose Only

The Avionics Data Communication Network (ADCN) is the principal

ADCN is used for the exchange of operational, maintenance and

The ADCN is composed of two redundant networks (A and B). Both

The AFDX End System duplicates AFDX frames in transmission

Each VL is frozen in specification to ensure that the network has a

ISO: 9001 - 2015 Certified For Training Purpose Only

The Virtual Link (VL) is similar to a unidirectional "pipe" through the

. carries the AFDX frame,

. It has one specific identification

. It is sent by one transmitter only

. It is received by one or more subscribers in receive mode

Each AFDX switch has a switching function. This function receives

To sum up, the emitter sends a VL simultaneously to both first

A Virtual Link is uni-directional

A Virtual Link has a unique emitter and one or more receivers

ISO: 9001 - 2015 Certified For Training Purpose Only

Figure 11.19.7: The Virtual Link philosophy

ISO: 9001 - 2015 Certified For Training Purpose Only

CORE SYSTEM CPIOM Components

For each ATA Chapter, software is composed of one or more

ISO: 9001 - 2015 Certified For Training Purpose Only

Figure 11.19.8: CPIOM Internal components

ISO: 9001 - 2015 Certified For Training Purpose Only

CPIOM - Avionics Partitions

OPS-CT = Operational Configuration Table, to configure the

Avionics Partition: a software implementing an avionics function.

CPIOM Basic Software

The Airbus API is based on the ARINC 653 Standard.