Ryerson University Department of Aerospace Engineering

AER715 – Avionics and Systems

Quiz #1 – Fall 2015

Date: October 20, 2015

Time Allowed – 50 Minutes Starting From 1:10 PM

Instructions:
1. Closed book.
2. Maximum mark is 25 - mark breakdown noted in [ ] at left.
3. Calculators allowed, but no other computing devices.
4. Use back of page if the provided space is not enough.
5. Return all pages of the test paper.

Name: ____________________ Student Number: ________________

Question Number Mark

#1 (8)

#2 (8)

#3 (9)

TOTAL (25)

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[8] 1. Answer briefly the following questions:

[1] (a) What is fault tolerance of avionics systems? What is the most commonly
used technique to achieve fault tolerance of an avionics hardware system?

Fault tolerance is the ability of a system to continue satisfactory operation in

the presence of one or more nonsimultaneously occurring hardware or software
faults.

Redundancy.

[1] (b) The following ARINC429 word is received by a terminal.

3
Bit 2 3 3 2 2 2 2 2 2 2 2 2 2 1 1 1 1 1 1 1 1 1 1 9 8 7 6 5 4 3 2 1
1 0 9 8 7 6 5 4 3 2 1 0 9 8 7 6 5 4 3 2 1 0
? 0 1 0 0 1 0 1 0 1 0 1 1 1 1 0 0 0 1 0 0 0 1 1 0 0 0 0 0 1 0 1

Bit 32 is the parity bit. It is known that odd parity is used. What is the value of
Bit 32 for this particular word if it has passed parity check?

The value of Bit 32 is 0

[1] (c) What’s EMI? List three typical sources of EMI to avionics equipment onboard
an airplane in flight.

EMI is electromagnetic interference.

– EMI produced by sources external to the aircraft; surveillance radars, high

power radio stations and communications
– Internal EMI: interference between aircraft equipment or by passenger carried
laptops, gaming machines or mobile phones
– Lightning effects

[1] (d) What is system reconfiguration?

Reconfiguration is the dynamic reallocation of redundant elements by
executive-level software in response to failure or changes in the aircraft mission
or condition.

[1] (e) What should be considered in general to design avionics equipment for easy
maintenance?

• Maintenance: Who, When, Where? Who will be doing the work, when will it be
done, and where will it be done? The skill level of the maintenance personnel is a
major consideration in the design of the avionics system.
• Provisions for maintenance must take into consideration the amount of time
required for a maintenance procedure.
• The distribution of maintenance tasks between the flight line (or flight deck) and the
maintenance depot must be established early in the design.
• Using standard parts.
• Accessibility is a major factor in ease of maintenance, both on the flight line and in
the shop.
• Each hardware component should be clearly labeled and each function should be
implemented on a single replaceable unit.
• In the case of redundant elements, each should be individually testable. LRMs
should be keyed to prevent inadvertent insertion into the wrong slot of the cabinet.
• Although such a procedure is never recommended, as a safety measure the LRU
should be designed to allow its removal while powered up without being damaged.

[1] (f) What is analytical redundancy?

• In the case of a faulty sensor, analytical redundancy combines data from the
remaining functioning sensors with data from other sources in the aircraft in

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algorithms that compute the most probable value from the failed sensor. This
computed value is then used in the same ways as a value from a functioning sensor.
• An equivalent concept can be applied to flight control actuators and surfaces where,
if an actuator fails or a control surface is lost, the remaining functioning actuators and
surfaces can be combined in a way to offset the loss.

[2] (g) Add words or phrases that are missing from Steps 3, 4, 5 and 8 to complete
the basic steps in an FMEA:

1. Define the system to be analyzed.

2. Construct block diagrams.

3. Identify all potential items and interface failure modes and define their effects at
all levels up to and including the mission.

4. Evaluate the consequences of each failure mode and assign a severity

classification .

5. For each failure mode identify detection methods and compensation provisions.
6. Identify design changes or corrective actions to eliminate or contain the failure.
7. Identify effects of actions generated in step 6 above on other system attributes.

8. Document uncorrectable problems and specify actions necessary to reduce

the risk.

[8] 2. Circle ALL INCORRECT comments in the following comparisons:

EXAMPLE: ARINC 419 and MIL-STD-1553 data buses
ARINC 429 MIL-STD-1553
 Simplex  Duplex
 A proven data bus for civil transport  Developed originally for civil transport
applications applications
 The physical implementation of the data bus  Slower
is a screened, twisted wire pair.
[2] (a) ARINC 429 and ARINC 629 data buses
ARINC 429 ARINC 629
 Simplex  Duplex
 A one-way broadcast bus with a single  This bus was developed as the
transmitter and up to 32 receivers cornerstone of the B-777 aircraft.
 A proven data bus for civil transport  This bus incorporates many of the
applications features of ARINC 429 words.
 The physical implementation of the data bus  The bus operates as a multiple-source,
is a screened, twisted wire pair. multiple-sink system.
 Each word consists of 20 bits.  The data rates are much higher.
 ARINC 429 is very slow, having a capacity  Has the ability to accommodate up to a
of only 12 to 14.5 kbps or 100 kbps, total of 128 terminals on a data bus.
depending on the application.

[2] (b) LRU (Line Replaceable Unit) and LRM (Line Replaceable Module)
LRU LRM
 Saves volume and weight  Sharing resources
 Less reliable  Possibly more risky
 There are proprietary problems  More integration problems
 Less segregation problems  More certification problems
 Possibly more difficult to certify  More unified approach to equipment
design
[2] (c) Centralized and distributed avionics system architectures

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Centralized
 Characterized by signal conditioning and
computations taking place in one or more
computers in a line replaceable unit (LRU).
 All computers are located in a readily
accessible avionics bay, and the environment
for the computers is relatively benign.
 Many long buses to collect and distribute
data and commands and increased
vulnerability to damage from a single
hazardous event if it were to occur in or near
the avionics bay.
 Software changes are more difficult to make.
 Partitioning is more difficult.
Distributed
 Has multiple processors throughout the
aircraft.
 The advantages of a distributed
architecture include fewer, shorter buses,
and faster program execution.
 A potentially greater diversity in
processor types, which complicates
software generation and validation, and
spares stocking.
 Some of the processors may be in more
severe, less accessible environments,
such as wings and empennages.
 This is a more advanced architecture.

[2] (d) Similar and dissimilar hardware redundancy

Similar redundancy Dissimilar redundancy

 Less costs and programming and verification
activities
 Similar components are used for all
redundant channels
 Provides what is generally agreed
substantially better protection against generic
faults.
 Simplifies the design process
 Makes the design and the programming
and verification activities more complex,
lengthy, and expensive
 Provides what is generally agreed
substantially better protection against
generic faults.

[9] 3. For the simplified DC electrical system as shown in Fig. 1, the reliability data is
provided in the following two tables.
Component Generator GCU
MTBF 10,000 hours 20,000 hours

Component GLC Circuit Breaker TRU

Failure Rate 0.5 x 10-6 per hour 5 x 10-6 per hour 1.0 x 10-6 per hour
The system consists of a main generation system and an emergency system that provides
AC power for converting to DC power with the TRU to feed the DC essential bus in
emergency situations. Probability of failure to deploy of the emergency system is 510-4.

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[4] (a) Formulate a fault tree for Generator Emergency

analysis of the probability of loss of #1 System

power on the DC ESSENTIAL BUS that system

is shown in Fig. 1. Generator
Control
Unit
[3] (b) Calculate the probability of GCU
Generator
loss of power on the DC ESSENTIAL Line
BUS using the fault tree. Contactor
GLC

[2] (c) Point out a minimum cut TRU

NONESSENTIAL POWER BUS
set.
Circuit
CB1 and TRU Breaker
CB1

Fig. 1
DC ESSENTIAL POWER BUS

7.79x10-8

Loss of Power on DC Essential Bus

1.555x10-4 5.01x10-4

Loss of Power from Main Channel Loss of Power from Emergency Source

1.505x10-4
Loss of
CB1 Loss of Power on Left
Main Bus
Loss of Loss of
emerg. TRU
5x10-6 system

5x10-4 1.0x10-6

Loss of Loss of Loss of

GEN GCU GLC1
#1 #1

1/10000 1/20000=.
=1x10-4 0.5x10-4 0.5x10-6

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