Jai Sri Ram

AIRCRAFT SYSTEMS AND

CONTROL
UNIT 1-INTRODUCTION TO AIRCRAFT SYSTEMS
UNIT 2-ELECTRICAL SYSTEMS AND AIR
CONDITIONING, PRESSURIZING SYSTEMS
UNIT 3-HYDRAULIC SYSTEMS AND PNEUMATIC
SYSTEMS
UNIT 4-ENGINE CONTROL AND FUEL SYSTEMS
UNIT 5-AIRPLANE CONTROL SYSTEMS
 Unit 1

Introduction to Aircraft
Systems
SYSTEM:
• System applies to the various combinations of
components and control units that perform a
useful function in operation of Aircraft.
These are many definitions:
• A System is an assembly of parts ,
components, process or function connected
together in an organized way.
SYSTEM CONCEPT
• System Engineering is a broad field of practice
that covers the behaviour of systems across
wide range of subjects including
organisational, operational, political,
commercial, economic, human and
educational systems.
• The concept of Systems and Systems
Engineering operates at many different levels
in many different types of organisation.
• Much of the early analysis of systems
behaviour was concerned with organisational
or management issues .the so-called ‘soft’
systems.
• This work led to an understanding of the
interactions of communications, people,
processes and flows of information within
complex organisations.
Systems Thinking
• This term encompasses the ability to take a
holistic or a total systems view of the
development or analysis of any system.

• The key to this activity is the ability to take

into account all influences or factors which
may affect the behaviour of a system.
• In this way it is possible to examine a system
from the top down and to allow individuals
such as politicians, marketing personnel,
accountants, engineers, manufacturing and
support staff to critically examine and develop
their own particular requirements.
System Thinking encompasses a process for
development of system.
It Comprises
• Problem definition--essentially the definition
of a need
• Choice of objectives -a definition of physical
needs and of the value system within which
they must be met
• System synthesis-the creation of possible
alternative systems
• Systems analysis – analysis of the hypothetical
systems in the light of different interpretations
of the objectives
• System selection- the selection of the most
promising alternative
• System development-up to the prototype
stage
• Current engineering– system realisation
beyond the prototype stage and including
monitoring, modifying and feeding back
information to design
Everyday Examples of Systems
• Public Utilities ( Electricity , gas, water)
• Telecommunication
• Postal Services and Transportations
• National Health Service
• Products
• Consumers
AIRCRAFT SYSTEM
 Airframe Systems
• Airframe Systems is a complex and integrated
set of structural components that supports
the mass of systems and passengers and
carries loads and stresses throughout the
structure.
• The airframe is designed and constructed as a
set of sub-systems that are integrated to form
the whole structure.
Airframe Systems
 Vehicle Systems
• The aircraft systems are also know as General
Systems or Utility Systems.
• Many of these systems are common to both
civil and military aircraft.
• The functions of many of these systems are
performed by software-based control units
either individual units or an integrated
processing system such as a Vehicle Systems
Management system.
• Propulsion system to provide the primary
source of thrust and motive power via pilot
demands, electronic and hydro-mechanical
fuel controls.
• Fuel system to provide a source of energy for
the propulsion system, the system consists of
tanks, a quantity measuring system, pumps,
valves, non-return valves and pipes to transfer
fuel from tank to tank and to the engines.
Propulsion system
Fuel system
• Electrical power generation and distribution
to generate AC and DC power from the engine
connected generators and batteries and to
distribute the power to all connected
equipment
• whilst protecting the electrical bus-bars and
the electrical wiring harnesses from
connected faults
Electrical power generation and
distribution
Electrical power generation and
distribution
• Hydraulic power generation and distribution
to generate hydraulic power from engine
driven pumps and to distribute hydraulic
power to all connected systems.

• Secondary power system to provide a source

of electrical, hydraulic and cooling power for
aircraft on the ground and to provide a form
of energy to start the engines
Hydraulic power generation and
distribution
Secondary power system
• Emergency power generation to provide
energy to allow safe recovery of the aircraft in
the event of a major power loss
• Flight control systems to convert pilot
demands or demands from guidance systems
into control surface movements to control the
aircraft attitude
• Landing gear to ensure that the aircraft is able
to land safely at all loads and on designated
runway surfaces.
Emergency power generation
• Brakes/anti-skid to provide a safe form of braking
without loss of adhesion under a wide range of
landing speeds and loads
• Steering to provide a means of steering the
aircraft under its own power or whilst being towed
• Environmental control system to provide air of an
appropriate temperature and humidity to provide
a safe and comfortable environment for crew,
passengers and avionic equipment
• Fire protection to monitor all bays where there is
a potential hazard of fire, smoke or overheat, to
warn the crew and to provide a means of
extinguishing fire
• Ice protection to monitor external ambient
conditions to detect icing conditions and to
prevent the formation of ice or to remove ice
• External lighting to ensure that the aircraft is
visible to other operators and to ensure
runway/taxiway visibility during ground
movements
• Probe heating to ensure that the pitot, static,
attitude and temperature probes on the
external skin of the aircraft are kept free of ice
• Vehicle systems management system to
provide an integrated processing and
communication system for interfacing with
system components, performing built in test,
performing control functions, providing power
demands to actuators and effectors, and
communicating with the cockpit displays
Military aircraft also require the
following systems:
• Crew escape to provide a means of assisted escape for
aircrew
• Canopy jettison or fragmentation to provide a means of
removing the canopy from the aircraft or breaking the canopy
material to provide a means of exit for escaping aircrew
• Biological and chemical protection to protect the crew from
the toxic effects of chemical or biological contamination
• Arrestor mechanism to provide a means of stopping the
aircraft on a carrier deck or at the end of a runway
• In-flight refuelling to allow the aircraft to obtain fuel from a
tanker aircraft
• Helicopter deck lock to secure helicopters to a carrier deck
Commercial aircraft and large military aircraft
require the following systems specifically for
their use:
• Galley to allow meals to be prepared and cooked for
passengers
• Passenger evacuation to allow safe evacuation of passengers
• Entertainment systems to provide audio and visual
entertainment for passengers
• Telecommunications to allow passengers to make telephone
calls and send e-mail in flight
• Toilet and waste water to provide hygienic management of
toilets and water waste
• Gaseous oxygen for passenger use in case of depressurisation
• Cabin and emergency lighting to provide general lighting for
the cabin and galley, reading lights, exit lighting and
emergency lights to provide a visual path to the exit.
 Avionics Systems
• The avionic systems are common to both civil and
military aircraft
• The majority of the systems collect, process,
transfer and respond to data.
• Any energy transfer is usually performed by a
command to a vehicle system.
• An example of this is change to aircraft attitude
demanded by the flight management system
which will be performed by the auto-pilot and
flight control systems
• Displays and controls to provide the crew
with information and warnings with which to
operate the aircraft.
• Communications to provide a means of
communication between the aircraft and Air
Traffic Control and other aircraft
• Navigation to provide a worldwide high
accuracy navigation capability
• Flight Management System to provide a
means of entering flight plans and allowing
automatic operation of the aircraft in
accordance with the plans
• Automated landing systems to provide the
capability to make automatic approach and
landing under poor visibility conditions using
instrument landing system (ILS), microwave
landing system (MLS) or global positioning
system (GPS)
• Weather radar to provide information on
weather conditions ahead of the aircraft –
both precipitation and turbulence ahead of
the aircraft
• IFF/SSR to provide information on the aircraft
identification and height to air traffic
• Traffic collision avoidance system (TCAS) to
reduce the risk of collision with other
aircraft
• Ground proximity warning system
(GPWS)/Terrain avoidance warning system
(TAWS) to reduce the risk of aircraft flying into
the ground or into high ground
• Distance measuring equipment (DME) to
provide a measure of distance from a known
beacon
• Automatic direction finding (ADF) to provide
bearing from a known beacon
• Radar altimeter to provide an absolute
reading of height above the ground or sea
• Air data measurement to provide information
to other systems on altitude, air speed,
outside air temperature and Mach number
• Accident data recorder to continuously record
specified aircraft parameters for use in
analysis of serious incidents
• Cockpit voice recorder to continuously record
specified aircrew speech for use in analysis
of serious incidents
• Internal lighting to provide a balanced lighting
solution on the flight deck for all panels and
displays
• Acoustic sensors to provide a means of
detecting and tracking the passage of
underwater objects
• Mission computing to collate the sensor
information and to provide a fused data
picture to the cockpit or mission crew stations
• Defensive aids to provide a means of
detecting missile attack and deploying
countermeasures
• Weapons system to arm, direct and release
weapons from the aircraft weapon stations
• Communications using a variety of different
line-of-sight, high frequency (HF) or satellite
communications systems
• Station keeping to provide a means of safely
maintaining formation in conditions where
station-keeping lights are not permitted
• Electronic warfare systems to detect and
identify enemy emitters, to collect and record
traffic and, if necessary, to provide a means of
jamming transmissions
• Cameras to record weapon effects, or to provide
a high resolution image of the ground for
intelligence purposes
• Head-up display to provide the crew with
primary aircraft information and weapon aiming
information
• Helmet-mounted displays to provide primary
flight information and weapon information to the
crew, whilst allowing freedom of movement of
the head
• Data link to provide transmission and receipt of
messages under secure communications using
data rather than voice
 Systems Integration
• The term systems integration is understood to
mean different things by different people and
by many different organisations.
• The human being can perform a number of
complex tasks simultaneously:
• Acquire and process information from various
sensors
• Think, analyse, calculate, judge
• Perform its vital functions – breathing, blood
circulation, balance, movement, digestion and
so on
• React to information received in a purposeful
manner
• React instinctively to external stimuli
• To exercise moral and ethical considerations in
decision making
The term systems integration can be interpreted
in a number of ways and the following
interpretations are commonly used in the
aircraft industry:
• Integration at the component level – the
ability of a component or line replaceable
item (LRI) to ensure that the discrete function
it offers contributes to the overall system in
which it resides
• Integration at the system level – the merging
of discrete functions and characteristics
previously performed by discrete control
items into common areas of control
• Integration at the Process level – the
progressive build-up of product components
into a single, working and tested product
• Integration at the Functional level – the
identification of integrated functions that are
an amalgamation of many individual functions
to form a demonstrable measure of
performance
• Integration at the information level – the
recording and authorisation of information to
define, design, document and certify fitness for
purpose of the complete system
• Integration at the prime Contract level – the
ability to design, develop and manufacture a
complex product that precisely meets the
customer’s requirement throughout the product
life cycle
• Integration from emergent properties – a
phenomenon of interactions between
subsystems that may not have been purposely
designed but arise as a result of emergent
properties of the constituent systems
 Integration at the Component Level
• Integration at the component level is
important as this provides the building blocks
from which a sub-system or system is
constructed.
• Example : A number of electronic components
• Similarly, an electric motor, rotary valve,
associated pipework, mounting flanges and
connectors may be assembled to form a
motorised valve to be used in an aircraft fuel
system.
• In a large aircraft there may be 30 or 40 such
valves used in various ways to provide
all the fuel systems functions such as refuel,
defuel, engine feed and fuel transfer.
• Each component will have its own specific
requirements in terms of operating
environment, location in the aircraft,
orientation, mounting and so on.
 Integration at the System Level
• Avionics Integration
• Cockpit Integration
• Sensor Integration
• Control Integration
• Data Base Integration
• Knowledge Integration
• Avionics Integration On the basis of the
reduction of discrete control units and the
performance of functions in general purpose
computing systems and data bus
interconnections.
• An example of this can be seen in the
development of a system for controlling general
systems in the Experimental Aircraft programme –
a UK programme which first flew in 1986.
• This system, known as a utility systems
management system (USMS)
The functions previously hosted in 20 to 25 individual items of
equipment in 4 general purpose computing modules as shown in
Fig .
• Cockpit Integration – on the basis of the
reduction of discrete, single purpose displays
and the emergence of multifunction displays
and voice based systems
• Cockpits and flight decks were once designed
or evolved as a layout of individual switches,
control knobs, indicators and lamps. These
were grouped in such a manner that the pilot
instinctively knew where to look or reach.
• This may have led to accidents from the
misreading of instruments and incorrect
selection of controls
• Most modern aircraft have flight decks or
cockpits that present information to the crew
on multifunction displays based on flat, liquid
crystal display (LCD) screens
• These are able to present information to the
crew in colour, using graphics and text in
‘pages’ that can be selected as required.
• Sound and synthetic voice is also used to draw
attention to criticalconditions.
• Sensor Integration– on the basis of multi-role
sensors and the processing and fusion of data
from sensors into a single comprehensive and
recognisable situation display.’
• An aircraft designed for military surveillance
operations incorporates a number of different
sensors which enable targets of interest to be
detected by different means.
• This set of sensors includes:
• Radar of various types for ‘electronic’ detection of
ground, air and seaborne targets, and also for
weather avoidance
• Electro-optical for thermal images for use in night
and poor visibility conditions
• TV and digital cameras for visual data capture
• Electronic support measures for detection of
radar and radio emissions
• Acoustic sensors
• Ultraviolet and infrared detectors for missile
motor detection
• Magnetic anomaly detector for detecting large
magnetic masses beneath the surface of the sea
for anti-submarine warfare
• Control Integration– on the basis of the
reduction of discrete, single purpose controls
and the use of multi-purpose and soft-key
controls.’
• The function that the key or switch performs
when it is activated depends on the legend
ascribed to it by the aircraft processing
system.
• For example, when the key bears the legend
‘FUEL’ on the SYSTEMS page
• A further example of the integration of
controls to ensure an optimum human factors
layout can be seen in the HOTAS (hands on
throttle and stick) concept adopted by many
combat aircraft.
• In this example all the controls and switches
necessary to fly the aircraft in a combat
situation are located so that the pilot can
conduct the mission without moving his hands
from the throttle and control stick.
• Data Base Integration– on the basis of shared
data access from numerous systems to common
areas of data.’
• The design process of a complex system produces
many data bases that define the product design
as three-dimensional model data, interfaces,
software design, hardware record and so on.
• This captures the design baseline and any
changes to it.
• Figure 6.7 shows the typical contributors to the
design data base.
• An example of on-board data base integration
is the use of multiple source intelligence data
to provide a composite view of threats to the
crews of frontline aircraft.
• Various tactical and strategic data bases will
be used to provide information on the nature,
location and deployment of threats such as:
• Surface to air missile sites
• Anti-aircraft artillery sites
• Surveillance and threat radar types
• Electronic warfare capability.
• Knowledge Integration-on the basis of
knowledge based systems providing
information and assistance to aircrew and
ground crew.’
• Information is collected by most military
aircraft as a main product or a by-product of
their principal role.
• This data is received from various sources,
such as communications, radio frequency
signals, photographic images, human
observation and so on.
• Modern techniques allow targets to be
identified to a class of ship, a type of aircraft
or land vehicle or a human being.
• Another collection of knowledge about the
operation of the aircraft is the accident data
recording system (ADR).
• A pre-selected set of mandatory and optional
systems parameters is continuously recorded
throughout flight for interrogation after an
accident.
 Integration at the Process Level
• The progressive testing from sub-system or
module level through system to complete
product is often referred to as ‘integration’.
• Integration in this case involves the
progressive build-up of fully tested functions,
modules and interfaces and their eventual
progression to final testing on the completed
product.

• Much of this activity takes place in a test

laboratory eventually transferring to the
aircraft during build and then to flight testing.
• This process is not intended to find faults and
rectify them.
• Its primary purpose is to obtain documentary
evidence that a system fulfils its working
requirement and that all evidence from
progressive testing represents the entire
system.
Integration at the Functional Level
• Some of these requirements are explicitly
stated by the customer
• Whereas others are derived from experience,
from performance requirements or by an
understanding of standards, regulatory
standards, processes and technology
• All extracted with a degree of engineering
judgement.
• This task is often performed by a separate
team known as the engineering integration
team
• Its task is to ensure that the individual
products combine to form an integrated
functional whole.
This thinking can be developed to establish other
functions such as:
• Information Management – the collection of
information for presentation to the crew, the best
means of presenting that information, and a
thorough understanding of the human
engineering aspects
• Target Acquisition and prosecution – the
selection and moding of sensors to identify track
and select targets, selection of the appropriate
course of action to prosecute the target, and the
provision of information to the crew and other
participants.
• Communications management – the
management of all internal and external
communications
 Integration at the Information Level
• The products of the life cycle are controlled by
documenting every stage of the aircraft
development.
• The information collected in this way is
essential in demonstrating to the customer
and the regulatory bodies that the aircraft is
safe to fly without danger to the operators
and the over-flown population
• This means that the issue of all models,
drawings, reports, analyses and parts is
recorded for the aircraft type.
• This task is usually the responsibility of the
Chief Engineer or Chief Designer.
 Integration at the Prime Contractor
Level
• It is concerned with the management of all
aspects of providing a product that will meet
the customer’s requirement throughout the
entire life cycle.
• A systems integrator takes the responsibility
for the whole product and the way in which all
the parts work together.
• Military customers are interested in
characteristics such as survivability, lethality
and low life-cycle cost.
• Commercial customers are interested in
availability, purchase price and operating
costs.
These characteristics are largely determined by
the detailed way in which systems elements are
brought together. These tasks include:
• Tracking, understanding and influencing the
customer requirement from its earliest
conceptual stage
• Capturing the requirement in a structured
manner and flowing down that requirement
through and across all aspects of the product
definition, manufacture and operation
• Ensuring that the requirements are correctly
interpreted and traceable to the design
solution
• Ensuring that the design is consistent across
all constituent sub-systems and their
hardware, software, firmware and human
engineering solutions
• Compiling and controlling a complete record
of the design including all assumptions and
calculations
 Design Drivers
• Factors that must be taken into account during
the design of a system.
• Each will have their own personal viewpoint
depending upon marketing, engineering,
management, financial, contractual and so on
• Design drivers arise in the environment of the
system as perceived by different
organisational levels.
To illustrate the impact of design drivers on
organisational levels the following environments
will be used to describe drivers with varying
predominance:
• The business environment
• The project environment
• The product environment
• The product operating environment
• The sub-system environment
The business environment
• The consideration of the value to the business of
bidding for a contract taking into account factors
within the organisation and external pressures.
The project environment
• Once a contract has been accepted a project
team will focus on the impact on the organisation
of taking the project through its initial stages.
• This is very much a risk reduction stage to ensure
that the business has the appropriate skills,
experience and resources to bring the project to
a satisfactory conclusion
The product environment
• the detailed design and production readiness
factors that must be considered
The product operating environment
• ensuring that the design incorporates all
known factors likely to be encountered when
the product enters service
The sub-system environment
• the detailed factors of sub-system and
component design
 Design Drivers in the Business
Environment
• The business environment contains drivers
concerned with the ability of the business to
satisfy its shareholders as well as its
customers, employees and the local
community.
• The shareholders cannot be disregarded –
they are the people financing and investing in
the business.
• Customer
• Market and Competition
• Capacity
• Financial Issues
• Defence Policy
• Leisure and Business Interests
• Politics
• Technology
 Design Drivers in the Project
Environment
• These are drivers closely aligned to the early
definition phases in assessing the
requirements to be met, the standards to be
applied and the resources required to
complete the project within cost, time and
performance limitations.
• Standards and Regulations
• Availability
• Cost
• Programme
• Performance
• Skills and Resources
• Health, Safety and Environmental Issues
• Risk
 Design Drivers in the Product
Environment
• These are drivers closely aligned to the design
of the product and its sub-systems and
components.
• These drivers are especially relevant to the
design phase of the life cycle.
• Functional Performance
• Human/Machine Interface
• Crew and Passengers
• Stores and Cargo
• Structure
• Safety
• Quality
• Environmental Conditions
 Drivers in the Product Operating
Environment
• These are factors that influence the design of
the product to ensure that it is able to operate
in a defined environment for life.
• Heat
• Noise
• RF Radiation
• Solar Energy
• Altitude
• Temperature
• Contaminants/Destructive Substances
• Lightning
• Nuclear, Biological and Chemical
• Vibration
• Shock
 Interfaces with the Sub-System
Environment
• Physical Interfaces
• Power Interfaces
• Data Communication Interfaces
• Input/Output Interfaces
• Status/Discrete Data
Thank You