AVIONICS SYSTEMS

By
SREENIVASA RAO. D.
Engineer(Aero) Rotary Wing Research & Design Centre

&
N.S.VENKATES A
Senior Manager(Design) Rotary Wing Research & Design Centre

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AVIONICS SYSTEMS

AVIONICS SYSTEMS !OR

E"ICO#TERS

By N.S.Ven$atesha% Manager(Design) & Sreeni&asa Rao D. A.E.(Aero)% Rotary Wing R & D Centre% A"% Banga'ore ( )*+ +,-.

Techno'ogy concerne. /ith the .e&e'o01ent an. 2se o3 e'ectronic .e&ices 3or an aircra3t ca''e. AVIation e'ectrONICS a'so $no/n as AVIONICS. A&ionics Syste1s can 4e 4roa.'y .e3ine. as syste1s re52ire. to acco10'ish certain 32nctions 'i$e co112nication% na&igation% i.enti3ication% /eather a&oi.ance% Dis0'ay% Contro'% Recor.ing% E'ectronic Co2nter Meas2re1ent% E'ectronic Co2nter Co2nter Meas2re1ent% target ac52isition an. other /ea0on re'ate. a00'ications. A&ionics can 4e s246.i&i.e. into 7 Basic A&ionics Mission A&ionics

Whereas certain co112nication an. na&igation syste1s are 1an.atory% other syste1s are .e3ine. an. con3ig2re. to s2it a 0artic2'ar ro'e he'ico0ter is .esigne. 3or% $ee0ing in &ie/% a1ong other things% s0ace an. /eight 'i1itations. Ta4'e , & 8 gi&es a ty0ica' a&ionics 3it 3or Mi'itary & Ci&i' e'ico0ters TAB"E ( , AVIONICS ON MI"ITARY E"ICO#TER

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AVIONICS SYSTEMS

BASIC AVIONICS COMM9NICATION 7 Interco1 V:9 ! !

MISSION AVIONICS V !;!M< Sighting Syste1 !"IR Ra.ar Sonar Wea0on E'ectronics ESM

NAVI=ATION 7 Do00'er =#S Ra.io A'ti1eter AD! o1er Weather Ra.ar IDENTI!ICATION 7 I!! ;I.enti3ication !rien. or !oe<

TAB"E ( 8

AVIONICS ON CIVI"

E"ICO#TER

Interco1 V ! ;8 Nos.) VOR:I"S:MB ;8 Nos.< DME ! ea.ing Re3erence =#S AD! Weather Ra.ar !DR : CVR

MI"ITARY STANDARDS7 So1e o3 the Mi'itary Stan.ar.s an. s0eci3ications that .e3ine an. reg2'ate 0roc2re1ent% insta''ation an. 52a'i3ication o3 a&ionics syste1s are gi&en 4e'o/7 MI"6E6)>++T E52i01ent MI"6STD6?,+D 7 7 =enera' S0ecs% E'ectronic

En&iron1enta' Test
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AVIONICS SYSTEMS MI"6STD6>*,B MI"6B6)+?MI"6STD6-+>D MS68)8,8 MI"6W6)+?? MI"6C6@?AAA MI"6"6?)-*8A DE!6STN6A-+ 7 7 7 7 7 EMI:EMC 7 Bon.ing% "ightning #rotection E'ectrica' #o/er Re52ire1ent #ane' Di1ension 7 Wiring% Se'ection insta''ation 7 Connectors NV= Co10ati4i'ity Insta''ation

!or ci&i' a00'ication the reg2'ating stan.ar.s are DO6,*+% !AR68A% BAR68A% DO6,-?. =ENERA" DESI=N CONSIDERATIONS 7 So1e o3 the .esign consi.erations that are genera' to A&ionics syste1s are as 3o''o/s7 EMI : EMC AS#ECTS 7 Creation o3 a Cero 0otentia' .i33erence re3erence 4ase% /hich /i'' .issi0ate a'' 2n.esire. inter3ering noise : signa' Sing'e 0oint gro2n.ing to a&oi. gro2n. 'oo0 c2rrents. This is es0ecia''y i10ortant 3or 'o/er 3re52ency ra.io syste1s 'i$e AD!% ! Se0aration o3 DC an. AC gro2n.s Se0aration o3 0o/er 'ines an. signa' 'ines Bonding and shielding : A 'o/ i10e.ance 0ath 12st eDist 4et/een a'' a&ionics e52i01ent case an. str2ct2re. The .esire. DC resistance &a'2e to 4e .e3ine. as 0er MI"6B6)+?- ;or DIN 8A)-*<. "ong ter1 e33ects o3 &i4ration% corrosion on 4on.ing contact s2r3ace to 4e 1ini1ise.. The 'ength to .ia ratio o3 4on.ing 4rai. sho2'. not eDcee. )7,

ENVIRONMENTA" AS#ECTS 7 The 'ocation o3 .i33erent "R9s ha&e to 4e chosen $ee0ing in &ie/ the en&iron1enta' con.itions o3 the 'ocations an. the en&iron1enta' s0eci3ication 3or /hich the e52i01ent is c'eare. 3or o0eration. A te10erat2re an. &i4ration s2r&ey /i'' 4e he'032' 4e3ore 'ocations are 3ina'ise.. I3 3o2n. necessary 3orce. air6coo'ing is to 4e a.o0te. to 4ring .o/n a14ient te10erat2re i3 the a&ionics 4ay is not s233icient'y &enti'ate.. E52i01ent sho2'. 4e $e0t a/ay 3ro1 0'aces /here '24ricating oi' .ri0:s0'ash is 'i$e'y to occ2r.
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AVIONICS SYSTEMS

INTERCOM7 Interco1 is the &ita' 'in$ 4et/een the 0i'ots an. a'' the co112nication an. /arning syste1s an. so1e o3 the na&igation syste1s. Interco1 or A2.io Manage1ent Syste1 0'ays a &ery i10ortant ro'e in .eter1ining the 52a'ity an. re'ia4i'ity o3 1any a&ionics syste1s on the he'ico0ter. =reat care 12st 4e ta$en /hi'e se'ecting an interco1 syste1 /ith 0artic2'ar attention to the n214er o3 stations it can s200ort% n214er o3 co112nication% na&igation syste1s% CVR an. Warnings. It sho2'. a'so 1eet certain o0erationa' re52ire1ents 'i$e ca''% 0ri&ate 1o.e se'ection etc.% Since interco1 inter3aces /ith a n214er o3 other on 4oar. e52i01ent% the inter3ace re52ire1ent sho2'. 4e 0ro0er'y s0e't o2t. The 3o''o/ing are the areas that re52ire attention. #OWER S9##"Y 7 Interco1 sho2'. /or$ on .2a' 0o/er s200'y o3 8? V DC% /ith one 0o/er 'ine acting as stan.4y. Both s200'ies sho2'. 4e 3ro1 e1ergency 42s. The 0o/er s200'y re52ire1ents sho2'. 4e as 0er MI"6STD6-+>D. I3 re52ire. a00ro0riate 3i'ters sho2'. 4e ho2se. in the E2nction 4oD to 1ini1ise 4ac$gro2n. noise carrie. on 0o/er s200'y 'ines. E"MET : EADSET 7 The he'1et:hea.set se'ecte. sho2'. 1atch /ith the interco1 in ter1s o3 its e'ectrica' characteristics 'i$e 1i$e an. ear0hone i10e.ance% 1i$e o2t02t 'e&e'% ear0hone o2t02t etc. This is to 4e ens2re. 3or 4oth 4oo1 1ic an. 1as$ 1ic. The 1i$e sho2'. 4e noise6 cance''ing ty0e ty0ica''y o3 .yna1ic 1o&ing coi' ty0e not
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AVIONICS SYSTEMS re52iring DC 4ias. Since he'ico0ters genera''y ha&e high coc$0it noise% noise6cance''ing 1icro0hone a'one 1ay not 4e s233icient. In s2ch cases% noise 3re52ency an. 'e&e' an. a00ro0riate 3i'ters sho2'. 4e 42i't in to the syste1 to e'i1inate in the noise 0ic$620. This /i'' enhance the 52a'ity o3 interco1 an. a'so that o3 ra.io trans1ission. One 1ore techni52e 3or re.2cing noise 0ic$620 is 4y e10'oying VOS ;Voice o0erate. s/itch< in interco1 syste1. So1e o3 the characteristics re'e&ant 3or VOS are thresho'. o3 o0eration% 3re52ency res0onse an. ti1e 'a0se.

TRANSMITTERS7 Whi'e inter3acing /ith .i33erent ra.io syste1s it is i10ortant to chec$ the in02t 1ic 'e&e' an. i10e.ance re52ire1ents o3 each ra.io /ith the corres0on.ing channe' o2t02t 'e&e' an. i10e.ance 3ro1 interco1 E2nction 4oD. This has to 4e con3ir1e. 3irst 4y 1eas2ring the 1ic o2t02t 3or the rate. in02t an. 32rther a3ter connecting the corres0on.ing T:R 2nit% 4y 1eas2ring the .e0th o3 1o.2'ation 3or the rate. 1ic in02t% 4oth 3or 4oo1 1icro0hones an.% 1as$ 1icro0hones. Si1i'ar'y a2.io o2t02t .2ring rece0tion an. si.e tone o2t02t .2ring trans1ission sho2'. 4e 1eas2re..

ANTENNAS7 The s0eci3ication o3 an antenna is 4ase. on the re52ire1ents o3 the e52i01ent 3or /hich is 2se.. So1e o3 the consi.erations are7 ,. 8. @. >. !re52ency Range Ra.iation Characteristics #o'arisation VSWR

The 3re52ency range o3 antenna .eter1ines its siCe. Nor1a''y 1ono0o'e antennas are 2se.. Where re52ire. .i0o'e an. con3or1a' antennas can 4e 2se.. V !% V:9 ! antennas ha&e to 4e &ertica''y 0o'arise.. ! Antennas are 'arge'y horiConta''y 0o'arise.. VSWR 3or a'' antennas sho2'. 4e ty0ica''y 87, or 'ess in or.er to 1ini1ise 'osses. VSWR can 4e ca'c2'ate. 4y the 3or12'a VSWR Where #r
F

F ; , G #r : #3 < : ; , 6 #r : #3 <

re3'ecte. 0o/er & #3 F 3or/ar. 0o/er

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AVIONICS SYSTEMS Ra.iation 0atterns o3 the antenna in.icate in /hich .irection the energy is 4eing ra.iate.. Co112nication antennas are a'' o1ni6 .irectiona'. Na&igation syste1s s2ch as Do00'er re52ire ra.iation in s0eci3ic .irection. The air3ra1e aro2n. the antenna .irect'y in3'2ences the ra.iation 4y 1as$ing an. re6ra.iation. The air3ra1e can ra.iate energy co20'e. to it at 3re52encies /here its .i1ensions 1atch /ith /a&e'ength. The 0resence o3 rotor a'so a33ects the ra.iation 0attern. The Hrotor 1o.2'ationI e33ect is to 1o.2'ate the 3ie'. at 3re52ency .eter1ine. 4y n214er o3 4'a.es an. rotor R#M. The rotor 1o.2'ation can 4e genera''y a&oi.e. 4y 'ocating the antenna 4eneath the 32se'age. Most o3 the 1o.ern e52i01ent is i112ne to rotor 1o.2'ation. VERY : 9"TRA I= !REJ9ENCY ;V:9 !< 7

EDterna' co112nication is achie&e. 4y 1eans o3 ra.io6te'e0hone ;R:T< 'in$ /hi'e interna' co112nication ;interco1 or a2.io integrating syste1< is 4y /ire as o00ose. to /ire'ess. The c2rrent sit2ation is the V. .!. is 2se. 3or short6range co112nication /hi'e .!. is 2se. 3or 'ong6range. An aircra3t V. .!. co112nication transrecei&er is co10rise. o3 either a sing'e or .o24'e con&ersion s20erhet recei&er an. an A.M. trans1itter. Co112nication 4y V. .!. is essentia''y H'ine o3 sightI 4y .irect ;s0ace< /a&e.

RADIO PTT

The range a&ai'a4'e can 4e a00roDi1ate. 4y ,.8@; hr G ht< /here HhrI is height in 3eet. A4o&e sea 'e&e' o3 the recei&er /hi'e Hh tI Grip is the Pilots Control sa1e 3or the trans1itter. A sing'e V. .!. insta''ation consists o3 three 0arts% na1e'y contro' 2nit% transrecei&er an. antenna. In a..ition cre/ 0hones are connecte. to the V. .!. &ia se'ection s/itches in the Interco1. Trans1ission on set is initiate. 4y #TT;#ress To Ta'$< s/itch 0ro&i.e. in #i'otIs contro' gri0. The T:R 2nit sho2'. 4e so 'ocate. that the 3ee.er 'ines .o not ca2se 0o/er 'oss .2e to its 'ength. In or.er to re.2ce the n214er antennas% 4roa. 4an. antenna co&ering @+6?? M C% ,++6,)* M C an. 88)6>++ M C can 4e 2se.. Broa.4an. t2ne. 1ono0o'e antennas gi&e 4etter gain characteristics.

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AVIONICS SYSTEMS I= ; !<7 !REJ9ENCY

The use of long-range communications, i.e. H.F. (2-30 H!) carries for communication purpose greatl" e#ten$s the range at %hich aircre% can esta&lish contact %ith 'eronautical o&ile (er)ice (tations. This &eing so, %e fin$ that H.F. Communication ("stems are fitte$ to aircraft fl"ing routes %hich are, for some part of the flight, out of range of *.H.F.ser)ice. (uch aircraft o&)iousl" inclu$e pu&lic transport aircraft fl"ing intercontinental routes, &ut there is also a mar+et for general a)iation aircraft. The pilot can choose the higher fre,uencies $uring $a" light (10 H! to 30 H!) an$ lo%er fre,uencies $uring night (2 H! to 10 H!) for the &est possi&le HF communications. -ecause sunlight in$uces ionisation an$ increases the $ensit" of the electricall" charge$ particles in the ionosphere $uring the $a". 't that time ionosphere &ecomes thic+er an$ reflects the higher fre,uencies in the HF &an$. .hen the sun goes $o%n the $ensit" of charge$ particles $ecreases an$ it can reflect onl" lo%er fre,uencies in the HF &an$. The long range is achie)e$ &" use of s+" %a)es that are refracte$ &" the ionosphere to such an e#tent that the" are &ent sufficientl" to return to earth. The H.F. groun$ %a)e suffers ,uite rapi$ attenuation %ith $istance from the transmitter. /onospheric attenuation also ta+es place, &eing greatest at the lo%er h.f. transmission is that it is su&0ect to selecti)e fa$ing o)er narro% &an$%i$ths (tens of c"cles). The t"pe of mo$ulation use$, an$ associate$ $etails such as channel spacing an$ fre,uenc" channelling increments, ha)e &een the su&0ect of man" papers an$ or$ers from users, &oth ci)il an$ militar" an$ regulating &o$ies. The current an$ future norm is to use single si$e &an$ ((.(.-) mo$e of operation for H.F. communications, although sets in ser)ice ma" ha)e pro)ision for compati&le or normal '. . i.e. carrier an$ one or t%o si$e&an$s &eing transmitte$ respecti)el". 1epen$ing upon the feasi&ilit" %ire or tu&e an$ groun$e$ or open-en$e$ antenna can &e use$. For groun$e$ antenna the &on$ing resistance shoul$ &e %ell controlle$ %ithin 2.2 m 3hm.

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AVIONICS SYSTEMS A9TOMATIC DIRECTION !INDER ;AD!< 7 'n 'utomatic 1irection Fin$er automaticall" in$icates the $irection from %hich the electromagnetic fiel$ arri)es at the '1F aerials. This s"stem %or+s in the fre,uenc" range of 140 to 1560 7H!. This s"stem emplo"s a sense antenna an$ a loop antenna. (ignals from these antennas are a$$e$ )ectoriall" an$ car$ioi$ pattern in o&taine$. The s"stems al%a"s see+s the null of the car$ioi$ an$ &" cali&ration the pointer is ma$e to sho% the relati)e &earing to the ra$io station to %hich it is tune$.

The sense antenna shoul$ &e installe$ at the electrical centre of the helicopter. /t shoul$ also &e a%a" from the rotor in or$er to pre)ent interference from static $ischarge noise. The loop shoul$ &e mounte$ along longitu$inal a#is. 's the loop is affecte$ &" large masses, location chosen shoul$ &e such that the resulting ,ua$rantal errors $o not e#cee$ limits. The '1F recei)er ne)er is to &e consi$ere$ as precision e,uipment. /t is )ersatile an$ its angular error )aries in)ersel" %ith $istance an$ increases %ith atmospheric noise le)el. /t is )ulnera&le to counter measures. RADIO A"TIMETER 7 8a$io 'ltimeter is one of the na)igational ai$s for measuring the altitu$e of the aircraft %ith respect to the imme$iate terrain on %hich it is fl"ing. The 8a$io 'ltimeter gi)es accurate altitu$e information %ithin 39. 8a$io height is measure$ using the &asic i$ea of 8a$io ranging i.e. measuring the elapse$ time &et%een the transmission of electromagnetic %a)e an$ its reception after reflection from the groun$. The s"stem consists of a transmitter:recei)er, an in$icator an$ t%o antennas, one for transmitting an$ one for recei)ing of ra$io altimeter signals. ;ach 8a$io 'ltimeter s"stem comes %ith its o%n '/1 )alue set. -efore locating the T:8 unit an$ the t%o antennas '/1 shoul$ &e calculate$ for a particular installation to $etermine the ca&le length an$ height of antenna a&o)e groun$ %hen helicopter is on groun$. The separation &et%een the t%o antennas shoul$ &e a&out 0.6 to 1 m. .hile using in$icator manufacture$ &" a )en$or $ifferent from the s"stem )en$or, care shoul$ &e ta+en to chec+ the compati&ilit". 'lso to chec+ if the s"stem can &e s%itche$ <3=> an$ <3FF> through the in$icator. *ali$it" signal from the s"stem to &e chec+e$. Chec+ the suita&ilit" of au$io %arning for
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AVIONICS SYSTEMS helicopter applications. For helicopter applications au$io %arning shoul$ come <3=> on reaching the 1ecision Height (1H). DO##"ER NAVI=ATION SYSTEM ;DNS< 7 /n 15?2, the 'ustrian (cientist Christian 1oppler pre$icte$ the 1oppler effect in connection %ith soun$ %a)es. /t %as su&se,uentl" foun$ that the effect is also applica&le electro magnetic %a)es. The 1oppler effect can &e $escri&e$ as the change in o&ser)e$ fre,uenc" %hen the source (transmitter) an$ o&ser)er (recei)er) are in motion relati)e to one another. The noise of mo)ing trains an$ roa$ traffic is a $emonstration of the effect commonl" o&ser)e$. The applica&ilit" to electro magnetic %a)es is illustrate$ &" the use of police ra$ar spee$ traps, to the cost of offen$ers. The 1oppler =a)igation s"stem ma+es use of self-containe$ sensors for precise na)igation. /n an air&orne 1oppler ra$ar %e ha)e a transmitter that, &" means of a $irectional antenna, ra$iates energ" to%ar$s the groun$. ' recei)er recei)es the echo of the transmitte$ energ". Thus %e ha)e the situation %here &oth transmitter an$ recei)er are mo)ing relati)e to the groun$@ conse,uentl" the original fre,uenc" transmitte$ is change$ t%ice. The $ifference &et%een transmitte$ an$ recei)e$ fre,uencies is +no%n as the 1oppler shift an$ is )er" nearl" proportional to the relati)e motion &et%een the aircraft an$ the groun$ along the $irection of the ra$ar &eam. 1oppler ("stem measure )elocit" onl", 1oppler effect in %hich ra$iation from a source in motion relati)e to the )ie%er is $isplace$ in fre,uenc". /n practice, this means comparing the fre,uenc" of the returne$ echo %ith a sta&le reference fre,uenc"@ the $ifference &et%een the t%o is $irect measure of the relati)e )elocit". 'ccurac" thus $epen$s upon the echo ,ualit". ;cho ,ualit" from %ater, for e#ample, often is poor.

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AVIONICS SYSTEMS 1oppler s"stems $etermine location relati)e to the point of flight origin &" integration of measure$ )elocit" )ectors, 1oppler accurac" represents an impro)ement o)er airspee$-cloc+-compass $ea$ rec+oning &ecause the )elocit" )ectors measure$ are relati)e to the groun$. Aenerall", the )ectors in the $irection of flight an$ normal to it (# an$ ") are measure$. The s"stem accurac" is e#presse$ as a percentage of the $istance tra)elle$. The groun$ spee$ an$ $rift angle information is normall" presente$ to the pilot &ut in a$$ition is use$, together %ith hea$ing information, to gi)e the aircraft position relati)e to a $estination, or forthcoming %a"point. To achie)e this the pilot must set $esire$ trac+ an$ $istance to fl" &efore ta+e off. ="OBA" #OSITIONIN= SYSTEM ;=#S< 7 The 1oppler:AB( =a)igation s"stem is a self-containe$ na)igation s"stem for pro)i$ing na)igation an$ steering information li+e present position, &earing an$ $istance to go, to selecte$ %a"points, )elocities in 3 a#es of the helicopter etc., The AB( consists of 3 segments. 1. (pace segment, 2. Control segment 3. Cser segment C:' D Coarse 'c,uisition co$e B D Brecision co$e 1. S0ace seg1ent 7 /t consists of constellation of 2? satellites. 'll the satellites are place$ in 6 or&ital planes at an altitu$e of 11,000 miles from the earth incline$ at 22 to the e,uator. ;ach satellite continuousl" &roa$casting t%o signals namel" the ECoarse 'c,uisitionF(C:') co$e an$ EBrecisionF(B) co$e signals. The <C:'> co$e signals are for %orl$%i$e ci)ilian use an$ <B> co$e signals are for C.(. militar" use onl".
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AVIONICS SYSTEMS 2. Contro' seg1ent7 /t consists a s"stem of trac+ing stations locate$ aroun$ the %orl$. aster control station is locate$ at Colora$o springs an$ other monitoring stations are locate$ )arious places in the %orl$ %hich %ill monitors an$ controls satellite function. 3. 9ser seg1ent 7 /t consists of a AB( recei)er. ' AB( recei)er re,uires AB( signals from three satellites for t%o-$imensional positioning an$ four satellites for three-$imensional positioning (latitu$e, longitu$e an$ altitu$e). The recei)er uses the time inter)al &et%een the transmission an$ reception of the AB( signal to calculate $istance from each satellite an$ use these $istance to compute the position. 't present AB( recei)ers %ith C:' co$e can pro)i$e position information %ith an error of less than 22 meters an$ )elocit" %ith an error of less than 0.2 m:sec.
V ! OMNIDIRECTIONA" ;I"S<7 RAN=E;VOR<:INSTR9MENT "ANDIN= SYSTEM

1irectional ra$io &eams, mo$ulate$ so as to ena&le air&orne e,uipment to i$entif" the &eam centres, $efine the correct approach path to a particular run%a". /n a$$ition )ertical $irectional &eams pro)i$e spot chec+s of $istance to go on the approach. The total s"stem comprises three parts, each %ith a transmitter on the groun$ an$ recei)er an$ signal processor in the aircraft. Gateral steering pro)i$e$ &" the locali!er for &oth front-course an$ &ac+-course approaches@ the gli$e scope pro)i$es )ertical steering for the front course onl" %hile mar+er &eacons gi)e the $istance chec+s. *38 operates in the fre,uenc" range of 105 H 115 H! %ith channels space$ at 20 7H! an$ re,uires hori!ontall" polarise$ omni $irectional antenna. This &an$ is share$ %ith /G( locali!er the *38 &eing allocate$ to 160 of the 200 a)aila&le channels. /G( operates in range of 105 H 112 H! an$ uses the same antenna. The location of *38 antenna is critical $ue to rotor mo$ulation effects. The cre% of an
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AVIONICS SYSTEMS appropriatel" e,uippe$ aircraft can tune into a *38 station %ithin range an$ rea$ the &earing to the station an$ the relati)e &earing of the station. (houl$ the flight plan call for an approach to, or $eparture from, a station on a particular &earing, steering information can &e $eri)e$ from the recei)e$ *38 signals. DISTANCE MEAS9RIN= EJ9I#MENT ;DME< 7 1istance measuring e,uipment (1 ;) is a secon$ar" ra$ar pulse$ ranging s"stem operating in the &an$ 4I5-1213 H!. 1istance measuring e,uipment (1 ;) consists of an air&orne transpon$er that sen$s out a signal that triggers a groun$ transpon$er into sen$ing &ac+ another signal to the aircraft on a slightl" $ifferent fre,uenc". The s"stem pro)i$es slant range to a &eacon at a fi#e$ point on the groun$. The $ifference &et%een slant range an$ groun$ range, %hich is nee$e$ for na)igation purposes, is small unless the aircraft is )er" high or close to the &eacon. The air&orne transpon$er measures the total elapse$ time, $i)i$es &" t%o an$ con)erts this figure into miles. The $istance then is presente$ to the pilot &" means of a $igital $ispla". The antenna shoul$ &e isolate$ from other antennas as much as possi&le $ue to the pulse$ characteristic of the output. The same control unit as *38 controls $istance-measuring e,uipment. The 1 ; antenna shoul$ &e isolate$ from other antennas of similar fre,uenc". =ormall" a suppression pulse is pro)i$e$ &" 1 ; to /FF an$ )ice-)ersa in or$er to pre)ent operation of other. WEAT ER RADAR7

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Chapt Jan 10, 2002

AVIONICS SYSTEMS .eather forecasting is &" reputation an$, until the intro$uction of satellites, in fact, notoriousl" unrelia&le. .hat is re,uire$ is an air&orne s"stem capa&le of $etecting the %eather con$itions lea$ing to the ha!ar$s of tur&ulence, hail an$ lightning. /t is alight %eight <J> &an$ ra$ar operating in the fre,uenc" range of 43I2 2 H! an$ pro)i$es a pea+ po%er of 107.. The primar" purpose of the s"stem is to $etect storms along the flight path an$ gi)e the pilot a )isual in$ication in colour of their intensit". /t pro)i$es fi)e primar" mo$e of operation i.e. three air to surface search an$ $etection mo$es, t%o con)entional %eather a)oi$ance mo$es. The s"stem also has the capa&ilit" to recei)e an$ $eco$e &eacons. Weather Ra.ar o0eration .e0en.s on three 3acts 7 Precipitation scatters r.f. energy. The speed of propagation of an r.f. wave is known. R.F. energy can be channelled into a highly directional beam. Bulses of r.f. energ" are generate$ &" a transmitter an$ fe$ to a $irectional antenna. The r.f. %a)e, confine$ to as narro% a &eam as practica&le, %ill &e scattere$ &" precipitation in its path, some of the energ" returning to the aircraft as an echo. (ince the pilot nee$s to o&ser)e the %eather in a %i$e sector ahea$ to the aircraft the antenna is ma$e to s%eep port an$ star&oar$ repetiti)el", hence %e use the term scanner for a %eather ra$ar antenna. The &eam %ill effecti)el" slice an" storm clou$ %ithin the sector of scan so that a cross-section of the clou$ is )ie%e$. 1ispla" of three ,uantities for each target is re,uire$K namel" range, &earing an$ intensit" of echo. Blan Bosition /n$icator (B.B./.) $ispla" is in)aria&l" use$ since this allo%s the simultaneous $ispla" of the three ,uantities an$ is eas" to interpret. ' catho$e ra" tu&e (c.r.t.) is use$ in %hich the &eam of electrons is )elocit" mo$ulate$ in accor$ance %ith the recei)e$ signal strength. The &eam is ma$e to seep across the screen in s"nchronism %ith &oth the time of transmission an$ the antenna position. 'lthough the primar" function of a %eather ra$ar is to $etect con$itions li+el" to gi)e rise to tur&ulence, )arious other uses for the s"stem or part of the s"stem ha)e &een, an$ continue to &e foun$. *irtuall" all %eather ra$ars offer a mapping facilit". 't its most cru$e, selection of mapping
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AVIONICS SYSTEMS merel" remo)es s.t.c. %hereupon the pilot can tilt the &eam $o%n to )ie% a limite$ region of the groun$. .hen selecte$ to mapping, ri)ers, la+es an$ coastlines are clearl" i$entifie$, so allo%ing confirmation of position .ith $o%n%ar$ tilt the returne$ echo is su&0ect to a 1oppler shift $ue to the relati)e )elocit" of the aircraft along the &eam. The spectrum of 1oppler shift fre,uencies is narro%est %hen the &eam is aligne$ %ith the aircraft trac+. The transmitte$ pulse from the %eather ra$ar can &e use$ to trigger a suita&l" tune$ &eacon(transpon$er) on the groun$. The %eather ra$ar in$icator is increasingl" use$ for purposes other than the $ispla" of %eather or mapping information. IDENTI!ICATION !RIEND OR !OE;I!!< 7 Burpose of the /FF s"stem is to respon$ an interrogation %hether Frien$ or Foe. 'GH e,uippe$ %ith an /FF s"stem on all militar" )ersions. I!! syste1 "R9s 7 1. has the 3o''o/ing

?.

1e$icate$ control unit for the s"stem 2. Transpon$er unit ha)ing compati&ilit" %ith /G-(T1-1223$ual &us. 3. ' (%itching unit s%itching signals &et%een the 2 antennas. 2 antennas (top L &ottom) per s"stem those are compati&le %ith the s"stem. I!! o0erates as 3o''o/s 7 8ecei)es interrogations from groun$ interrogator in 1030 transmits replies on 1040 H! Fi)e mo$es of operation K o$e-1 o$e-2 o$e-3 o$e-? o$e-2 K K K K K Aeneral /$entit" Bersonal /$entit" 'ir Traffic /$entit" 'utomatic 'ltitu$e reports (electi)e a$$ressing H! an$

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Chapt Jan 10, 2002

AVIONICS SYSTEMS EMER=ENCY "OCATOR TRANSMITTER ;E"T< 7 The ;GT offers full fre,uenc" operation at 121.2 H!, 2?3 H! an$ ?06.022 H! %ith optional inclusion of transmission of last +no%n AB( coor$inates. The ;GT complies %ith C3(B'(:('8('T specifications. The ;GT automaticall" acti)ates $uring a crash %hen use$ in con0unction %ith the -i-$irectional A-(%itch mo$ule or can &e operate$ manuall" )ia the 8emote Controller situate$ %ith the coc+pit. The ;GT also has the a&ilit" to &e use$ porta&l" as a Bersonnel Gocator -eacon %hen release$ from the mounting tra". The ;GT can achie)e a range of 100 n on ?06.022 H! an$ ?0 n on 121.2 H! L 2?3 H!. SEARC & RESC9E OMIN= SYSTEM 7

,8,.)M C Syste1 O0eration 7 .ith o)er 330,000 121.2 H! &eacons in the fiel$, most of the operational e#perience ac,uire$ &" C3(B'(-('8('T relates to the 121.2 H! s"stem. >+* M C Syste1 O0eration 7 The =o)em&er 1456 e#ercise the first %orl$ %i$e test of the ?06 H! glo&al mo$e in)ol)ing the ? operational satellites, all operational GCTs an$ CCs, the associate$ groun$ communication net%or+s an$ 26 &eacons $istri&ute$ in 12 countries. The operational a)aila&ilit" of the ?06 H! s"stem is $escri&e$ as follo%s K

1etection pro&a&ilit" K 'll &eacons $etecte$ Gocation pro&a&ilit" (for single satellite pass)D429 (449 %hen e#clu$ing situations of +no%n interference at se)eral sites) Gocation accurac" K &etter than 10 +m %ith 52.69 pro&a&ilit"

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Chapt Jan 10, 2002

AVIONICS SYSTEMS /n a$$ition to the tra$itional 121.2 an$ 2?3 H! ('8 fre,uencies, the ne% ?06 H! transmits a ?20 m:sec $igital pulse e)er" 20 secon$s. Tra$itional s"stems rel" on a continuous s%ept tone from the &eacon to ensure relia&le homing, &ut the $igital pulse from ?06 H! &eacons is too &rief for the tra$itional s"stems to secure a loc+. /n ?06 H! mo$e, either 121.2 or 2?3 H! can &e selecte$ to automaticall" co)er the ?4.2 secon$ lapse time &et%een t%o $igital pulses. The nee$ to locate an$ rescue personnel from emergenc" locations has ne)er &een greater. The increasing use of &oth ('8('T:C3(B'( an$ Alo&al Bositioning ("stems (AB() has highlighte$ the nee$ for ('8 s"stems to &e a&le to pin-point an$ effect imme$iate reco)er" an$ rescue of personnel from emergenc". !"I= T DATA RECORDER : COCK#IT VOICE RECORDER 7 '$)ance$ Gight Helicopter ('GH) is e,uippe$ %ith the Fairchil$ mo$el F'2100 famil" of soli$ state flight recor$ers comprises a Coc+pit *oice 8ecor$er (C*8), a Flight 1ata 8ecor$er (F18), an$ a com&ination Coc+pit *oice an$ Flight 1ata 8ecor$er (C*18). The main purpose of the F18:C*8 is to ac,uire an$ recor$ all the essential flight $ata an$ also )oice $ata for the purpose of acci$ent : inci$ent pre)ention an$ in)estigation. F18 is an e,uipment installe$ in the aircraft for the purpose of recor$ing the parameters re,uire$ to $etermine accuratel" the aircraft flight path, spee$, altitu$e, engine po%er, configuration an$ operation for a$0u$ging the aircraft performance an$ complementing acci$ent : inci$ent in)estigations. C*8 is an e,uipment installe$ in the aircraft for the purpose of recor$ing the aural en)ironment on the flight $ec+ $uring flight time for the purpose of acci$ent : inci$ent pre)ention an$ in)estigation. It recor.s a'' the 0ara1eters E2st 'i$e the nor1a' recor.er. It consists o3 the 3o''o/ing "R9s 7 1. o$ular 1ata 'c,uisition Cnit ( 1'C) 2. Helicopter *oice 1ata 8ecor$er (H*18) 3. C*8 Control Cnit ?. 'rea /C (8emote icrophone) 1. 1'C ac,uires flight $ata an$ )oice $ata from )arious sensors
Chapt Jan 10, 2002

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AVIONICS SYSTEMS an$ s"stems. of 226 %.p.s. 1'C pro)i$es $ata output to F18:C*8 unit at a $ata rate

2. H*18 is a crash sur)i)a&le recor$ing $e)ice. 8ecor$er retains upto 22 Hrs. of flight $ata an$ 30 minutes of )oice $ata on ? channels. /t uses non-)olatile memor" $e)ice, %hich %ill retains $ata %ithout the po%er applie$. 3. The control unit has the facilit" for <self test> an$ has facilit" for <erasing> )oice $ata of pre)ious flight %hen the helicopter is on groun$. ?. 'rea /C is to transfer the au$io con)ersion ta+ing place in the ca&in to )oice $ata recor$er. The coc+pit )oice recor$er (C*8) function simultaneousl" recor$s t%o separate channels of coc+pit au$io, high ,ualit" )oice(HM*) an$ high ,ualit" com&ine$ (HMC), con)erts the au$io to a $igital format, an$ stores the $ata in a soli$ state memor". This configuration recor$s a minimum of 30 minutes of high ,ualit" au$io for the follo%ing recommen$e$ stations@ Bilot, Co-Bilot, Bu&lic '$$ress or Thir$ Cre% em&er, an$ Coc+pit 'rea icrophone (C' ). The au$io inputs are con$itione$, amplifie$, an$ e,uali!e$ as necessar". The resulting signals are con)erte$ to $igital pulse co$e mo$ulation (BC ) $ata. The unit can recor$ Areen%ich ean Time (A T) Time )ia the '8/=C ?24 A T input an$ can recor$ rotor spee$ $ata )ia the 8otor (pee$ input. /n '8/=C I2I installations, the C*8 Fault line pro)i$es continous status of C*8 an$ the F18 Fault line pro)i$es continous status of F18 operation. These fault lines ma" &e connecte$ to an annunciator or to an aircraft central maintenance computer. The Flight 1ata 8ecor$er function recei)es flight $ata from an '8/=C 2I3:I1I F1'C at 6?, 125, or 226 %or$s per secon$(%ps). The F1'C $ata is recei)e$, &uffere$ an$ returne$ to the F1'C as part of its -uilt-in-Test (-/T) function. The flight $ata is store$ in flash memor" segregate$ from the coc+pit )oice $ata. The C*18 is capa&le of storing a minimum of 22 hours of flight $ata that can &e $o%nloa$e$ in less than 2 mins. "I= TNIN= #ROTECTION 7 The &asic approach a$opte$ for implementing lightning protection scheme on a helicopter is to pro)i$e a <Fara$a" Cage> on the outer shell of the helicopter. <Fara$a" Cage> is forme$ &" con$ucting areas of the outer surface of the structure pro)i$ing ; /:; C an$ lightning
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AVIONICS SYSTEMS protection for the s"stem %ithin the aircraft. .hen lightning stri+es an aircraft at the attachment point the high current flo% chooses the least resistance path from there to the point of e#it. /f )arious paths of same impe$ance le)el are a)aila&le &et%een these points then the current tren$s to choose t%o s"mmetricall" opposite outermost paths. (o, if there e#ists a lo% impe$ance path place$ s"mmetricall" at the outer surface then that %ill &e chosen path for the current. (uch a path %ill &e pre)ent the current from getting $eeper into the helicopter there&" protecting sensiti)e e,uipment, looms etc. from $amage $ue to $irect effects. 3n mo$ern helicopters, %hich are composite intensi)e, there is a nee$ to use $i)erters. These $i)erters ha)e to &e interconnecte$ an$ %ell &on$e$ to metal structures, so that an uninterrupte$ lo% impe$ance path is a)aila&le throughout the length an$ &rea$th of the helicopter. The area of cross section of, sa" aluminium $i)erter, shoul$ &e 26 s,. mm, %hich is sufficient to han$le full lightning current of 200 7' as per 1;F (T'= 4I0. /f ra$ome is an attachment point, since soli$ $i)erters cannot &e use$, 8F transparent, segmente$ $i)erter strips can &e use$. ="ASS COCK#IT 7 Alass coc+pit is a state-of-art technolog" %hich has &ecome a glo&al tren$ on militar" an$ ci)il helicopters K ;g. ;H-101, =H-40, Tiger, 'pache, -ell-?30, 8ooi)al+ etc., Obsolescence : The en)ironmental electromechanical instruments are li+el" to &e phase$ out an$ &ecome o&solete in the course of time. Further, their cost is e#pecte$ to increase as the" are more la&our intensi)e, re,uiring s+ille$ man po%er. Glass cockpit consists : Common Control Cnit -uilt-in ='* processing inclu$ing AB( car$ 1ata transfer $e)ice for uploa$ing mission plan L $o%nloa$ing mission e)ents o)ing map facilities
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AVIONICS SYSTEMS A.&antages 7 Bilot %or+loa$ for normal monitoring an$ s"stem management are re$uce$ as the $ispla" is <&" e#ception> /ncrease$ s"stem re$un$anc" enhances mission completion pro&a&ilit" su&se,uent to a single s"stem : unit failure Facilitates ,uic+er assimilation of s"stem status &" the flight cre% 8e$uces in)entor" 1ue to re$uce$ no. of G8Cs, results in re$uction in interconnecting ca&les, connectors an$ loom accessories

COCK#IT INTER!ACE 9NIT ;CI9<7 The C/C pro)i$es a $ispla" an$ +e"&oar$ for control an$ $ispla" of na)igation $ata. /t is full" /G-(T11223- compati&le an$ is &ase$ on BC architecture. /t also contain a 1ata Transfer (1T() capa&ilit".

M9"TI6!9NCTION

DIS#"AY

;M!CD< 7

The FC1s pro)i$e the color $ispla"s for the selecte$ mo$es an$ for the 1igital o)ing ap $ispla".

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Chapt Jan 10, 2002