Avionics

10AE82
Introduction
Contents
• Evolution of Avionics Technology
• The Nature of Microelectronic Devices
 Avionics Technology - Evolution
• The very first usage of electronics came into existence during the
world war II
• The improved cost – effectiveness of transistors led to the
development of digital aircraft systems throughout the late 1960s
and 1970s.
• Initial years, the application of electronics to airborne systems
was limited to analogue devices and systems with signal levels
and voltages generally being related in some linear or predictive
way.
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 Avionics Tech – Contd..
• The development of thermionic valves enabled digital computing
to be enabled at the expense of vast amounts of hardware.
• The first a/c to be developed in the US using a digital techniques
was the North Americal A-5 Vigilante and TSR 2 from the British
Aircraft Corporation
• Since the late 1970s/ early 1980s digital technology become
increasingly used in the control of aircraft systems as well as just for
mission related systems.
• A key driver for this development is the availability of digital data
buses such as ARIN 429, MIL STD 1553B and ARIN 629.
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 Avionics Tech – Contd..

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 Avionics Tech – Contd..
• The availability of cheap microprocessors and
more advanced software development tools, has
lead to the widespread application of avionics
technology.
• The increasing use of avionics technology for civil
applications of engine controls and flight controls
since 1950s is shown as the follows.
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 Avionics Tech – Contd..

Evolution of Electronics in Flight and Engine Control

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 Avionics Tech – Contd..
• Engine analogue controls were introduced by Ultra in the 1950s,
which comprised electrical throttle signalling used on aircraft such
as Bristol Britannia.
• Full Authority Engine Control (FADEC) become commonly used in
the 1980s
• Digital Primary Flight Control with a mechanical back – up has been
used on the Airbus A320 family, A330/ A340 using side – stick.
• A380 and B787, appear to be adopting flight control without any
mechanical backup but with electrically signalled backup.

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 Avionics Tech – Contd..
• The application of digital techniques to other aircraft systems
utilities systems began later
• Today, avionics technology is firmly embedded in the control of
virtually all aircraft systems
• Therefore, an understanding of the nature of avionics technology is
crucial in understanding how the control of aircraft systems is
achieved.
• Avionics technology is influenced strongly by:
i. External factors within the aerospace industry commercial,
military, and space which drive towards ever more exacting
standards of performance.
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The Nature of Microelectronic Devices
• The development of a wholly digital control system has to
accommodate interfaces with the real world, which is analogue in
nature.

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The Nature of Microelectronic Devices - Contd
• Microelectronics devices are environmentally screened according
to the severity of the intended applications, usually three levels of
screening is applied.
i. Commercial Grade
ii. Industrial Grade
iii. Aerospace Military Grade – also in civil aerospace applications
• There is an increasing and accelerating trend for aerospace
microelectronics to be driven by the computer and
telecommunication industries.
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The Nature of Microelectronic Devices - Contd

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The Nature of Microelectronic Devices - Contd
• The explosion in the IC developments can be judged by the above figure –
a tenfold increase per decade in the number transistors per chip.
• The speed of operation is referred tp as gate delay; gate delay for a
thermionic valve is of the order of 1000 ns, transistors are about 100 ns,
Silicon chips are faster again at approx 1 ns.
• The main area where the avionics component technology have developed
are:
i. Processors
ii. Memory
iii. Data buses

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 Unit 1
Aircraft Electrical System
Contents
I. Aircraft Electrical Systems - Evolution & Overview
II. Modern Aircraft Electrical power Gen: Types
III. Power Distribution System
IV. Power Conversion and Energy Storage
V. Bus Bar – split bus bar system
VI. Wires and Cables - Special purpose cables.
VII. Circuit controlling devices.
VIII.Electrical diagram and identification scheme
IX. Power utilisation-typical application to avionics

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 Aircraft Electrical Systems - Evolution
• A typical aircraft electrical system of 1940s and 1950s was
with twin 28 VDC.
+ One or two batteries were also fitted and an inverter was
provided to supply 115 VAC to flight instruments
• V – Bombers required much greater power requirements
+ Fitted with 4 115 VAC generators
+ Generators were paralleled to provide uninterrupted supply
with improved protection & control circuitry
• Contemporarily, Hardley Page Association ‘Victor’ was fitted
with 4 73 kVA generators, while the Nimrod, derived from De
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– Havilland Comet, wasAvionics
fitted 10AE82 - Unit 01
with four 60 kVA generators. 14
 Aircraft Electrical Systems - Evolution
- Contd..

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 Aircraft Electrical Systems - Evolution
- Contd..
• The UK, the introduction of electrically powered ‘power flying controls’
were introduced.
• Four channel AC electrical systems utilised on the Avro Vulcan B2 and
Hardley Page – Victor – V bombers and the Vickers V10 transport
aircraft.
• The flight control actuators were powered with aircraft AC electrical
system rather than the centralised aircraft hydraulic system.
• McDonnel Doughlas F – 4 Phantom, introduced AC generation System –
Constant Frequency 115 VAC at 400 Hz – Required CSD (Constant
Speed Drive), to negate the variable rpm form the engine.
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 Aircraft Electrical Systems - Evolution
- Contd..
• Avro Vulcan

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 Aircraft Electrical Systems - Evolution
- Contd..
• Hardley Page Association : Victor - V

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 Aircraft Electrical Systems - Evolution
- Contd..
• Advancements in high power solid state switching technology – SS Relays,
together with enhancement in the necessary control electronics have
made variable Speed/ Constant Frequency (VSCF) the prominent choice.
• VSCF removed the CSD portion
• McDonnel Doughlas F – 18, B 737 – 500 uses VSCF system
• Boeing B777 uses VSCF as a backup generator.
• In US military circles, great emphasis s being place by the US Airforce and
the US navy into development of 270 VDC (F – 22 & F – 35 are examples)
+ In these systems high power generators derive 270 VDC power
+ Some are converted into 115 VAC, 400 Hz or 28 VDC

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 Aircraft Electrical Systems - Evolution
- Contd..
• Phase AC elelctrical power is utilized for Integrated
Actuator Package (Vulcan) in the FCS.
• Electro Mechanical Actuators (EMA) and Electro
Hydrostatic Actuators (EHA) utilize a DC brushless motors
as the drive.
• F – 35 draws power from a 270 VDC generator
• A380 draws power from a 115 VAC the nwould convert that
to 270 VDC at the actuator
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 Aircraft Electrical Systems - Evolution
- Contd..
• Integrated Actuator Package (IAP) – Avron Vulcan

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 Aircraft Electrical Systems - Evolution
- Contd..

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 Aircraft Electrical Systems - Evolution
- Contd..
• Electro Hydrostatic Actuator (EHA) – F - 35

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 Aircraft Electrical Systems - Evolution
- Overview
The generic parts of a typical Alternating Current (AC) aircraft
electrical system are shown in the following figure comprising
the following:

• Power generation
• Primary power distribution and protection
• Power conversion and energy storage
• Secondary power distribution and protection
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 Aircraft Electrical Systems - Evolution
- Overview
• General Aircraft AC Electrical System

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 II. Modern Aircraft Electrical Power Gen:
Types
1. Constant Frequency/ IDG Generator
2. Variable Frequency Generator
3. VSFC Generator

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 II. Modern Aircraft Electrical Power Gen: Types –
Contd..

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II. Modern Aircraft Electrical Power Gen: Types –
Contd..
1. Constant Frequency/ IDG Generator
• This one has to cater for 2:1 ratio in engine speed between
maximum power and ground idle.
• The Constant Speed Drive (CSD) in effect act as an automatic
gearbox, maintaining the generator shaft speed at a constant rpm,
which results in a constant frequency output.
• The CSD requires continuous maintenance.
• Integrated Drive Generator (IDG) is used to power the majority of
civil transport aircrafts today.
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II. Modern Aircraft Electrical Power Gen: Types –
Contd..

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II. Modern Aircraft Electrical Power Gen: Types –
Contd..
2. Variable Frequency Generator.
• Simplest form of power generation, cheapest and most
reliable.
• Variable frequency has impact upon other aircraft
subsystems.
• Motor Controller may be needed for certain aircraft loads.

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II. Modern Aircraft Electrical Power Gen: Types –
Contd..
3. Variable Speed/ Constant Frequency (VSFC) Generator.
• Conversion of VF electrical power to CF is accomplished by
electronic controlled power switching
• DC Link & Cycloconverter options available
• Not all implementations have proved to be robust/reliable -
Cycloconverter shows most promise

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II. Modern Aircraft Electrical Power Gen: Types –
Contd..

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 III. Power Distribution System
• The Primary Power Distribution consolidates the aircraft
electrical power inputs.
• Main aircraft generator; by means of a Generator Control
Breaker (GCB) under the control of the GCU
• Alternate aircraft generator – in the event of generator failure –
by means of a Bus Tie Breaker under the control of a Bus Power
Control Unit (BPCU)
• APU generator; by means of an APU GCB under the control of
the BPCU
• Ground power; by means of an External Power Contactor (EPC)
under the control of theAvionics
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 III. Power Distribution System – Contd..
• The power switching is used in these cases is a power
contactor or breaker (high power electromagnetic
devices).
• These are special high power switches that usually switch
power in excess of 20 amps.
• Higher power aircraft loads are increasingly switched from
the primary aircraft bus bars by using Electronic Load
Control Units (ELCUs) or ‘Smart Contactors’ for load
protection.

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 III. Power Distribution System – Contd..
• Power Contactor

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 IV. Power Conversion and Energy Storage
• Conversion from DC to AC power – Inverters to convert 28
VDC to 115 VAC single phase or three-phase power
• Conversion from 115 VAC to 28 VDC power – Transformer
Rectifier Units (TRUs)
• Conversion from one AC voltage level to another; a typical
conversion would be from 115 VAC to 26 VAC.
• Battery charging – it is necessary to maintain the state of
charge of the aircraft battery by converting 115 VAC to a 28
VDC battery charge voltage.
• In more recent military platforms such as F-22 and F-35
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utilising 270 VDC; conversion to 115 VAC, 3 phase, 400 Hz 36AC
 V. Bus Bar System.
• Typical Twin 28 VDC
System

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 V. Bus Bar System.
• A generic distribution system is shown for a twin engine commuter
aircraft requiring less than 12 kW per channel.
• Two 28 VDC generators operating in parallel to supply No. 1 and No. 2
main DC busbars. These busbars feed the non-essential DC services
• Two inverters operate, one off each of the DC busbars to provide 115
VAC 400 Hz to non-essential AC services
• Both No. 1 and No. 2 busbars feed power to a centre or essential
busbar which provides DC power for the aircraft essential DC services.
• An inverter powered off this busbar feeds essential 115 VAC loads. A
28 VDC external power source may also feed this busbar when the
aircraft is on the ground without the engines running.
• The aircraft battery feeds the battery busbar from which are fed vital
services.
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 V. Bus Bar System – Contd..
Split Bus Bar System.
• It is based on aircraft utilizing non – paralleled constant frequency
a.c as the primary power source and d.c via TRUs
• The generators supply three – phase power through separate
channels, to two main busbars and these, in turn, supply the non –
essential consumer loads and TRUs.
• The main busbars are isolated from each other i.e., the generators
are not paralleled, but if the supply from any of the generator is
fails, the busbars are automatically interconnected by the energizing
of the “bus – tie” breaker.
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 V. Bus Bar System – Contd..
• Split Bus Bar System

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 V. Bus Bar System – Contd..
• The output of the generating sources is coupled to one or
more low impedance conductors referred to as busbars.
• These are usually located in junction boxes or distribution
panels located at central points within the aircraft and they
provide a convenient means of connecting positive supplies to
the various consumer circuits.
• In other words they provide a ‘carry – all’ function.
• It can take form of strip of interlinked terminals to thick metal
strips or rods.
• They come insulated with protective coating.
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 V. Bus Bar System – Contd..
Busbar System:
• The requirements and abnormal conditions, may be considered in
relation to three main areas, which may be summarized as follows.
1. Power – consuming equipment must not be deprived in the event
of power in the event of power source failure.
2. Faults in the distribution system should have minimum effect on
system functioning, and should constitute minimum possible fire
risk.
3. Power – Consuming equipment faults must not endanger the
supply of power to other equipment.
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 V. Bus Bar System – Contd..
• These requirements are met in a combined manner by
1. Paralleling generators where appropriate,
2. By providing adequate circuit protection devices and
3. By arranging for faulted generators to be isolated from the distribution system.
• All the consumers will be categorized in terms of importance as:
1. Vital Services are those which would be required after an emergency wheels up
landing.
2. Essential services are those required to ensure safe flight in an in – flight
emergency situation.
3. Non – Essential services are those which can be isolated in an in – flight
emergency for load shedding purposes.

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 VI. Wires and Cables - Special purpose cables.
Wire:
• It is a single solid rod or filament of drawn metal enclosed in a suitable insulating
material and outer protective covering.
• Applications of the single wires are to be found in consumer equipments: eg
between various components which together makes up the stage of an amplifier.
Cable:
• A cable is usually made up of a conductor composed of group of single solid wires
stranded together to provide greater flexibility, and enclosed by insulating
material and outer protective covering.
• A cable might be of single core conductor or multiple under a single protective
covering.

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 VI. Wires and Cables - Special purpose cables. –
Contd..

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 VI. Wires and Cables - Special purpose cables. –
Contd..

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 VI. Wires and Cables - Special purpose cables. –
Contd..
Special Purpose Cables:
1. Ignition Cables
2. Thermocouple Cables
3. Co – axial Cables

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 VI. Wires and Cables - Special purpose cables. –
Contd..
1. Ignition Cables:
• These cables are used for the transmission of high tension
voltages in both piston engine and turbine ignition systems.
• These are of single core standard type suitably insulated, and
screened by metal braided sheathing to prevent interference.
• Depends upon the type of the engine used the cables may be
enclosed in a metal conduit, which also forms part of a harness,
or they may be routed openly.

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 VI. Wires and Cables - Special purpose cables. –
Contd..
• Ignition Cables

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 VI. Wires and Cables - Special purpose cables. –
Contd..
2. Thermocouple Cables:
• These cables are used to connect the cylinder head
temperature indicator and turbine exhaust temperature
indicators to the respective thermocouple sensing elements.
• The conducting materials are same as those for the sensing
element combinations, namely iron and constantan for
cylinder hear thermocouples, chromel (an alloy of chromium
and nickel) and alumel (an alloy of aluminum and nickel) for
exhaust gas thermocouple
•10/29/2020
The insulation materialAvionics
for 10AE82
the- Unit
harness
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is generally PTFE or50
 VI. Wires and Cables - Special purpose cables. –
Contd..
• Thermocouple Cable

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 VI. Wires and Cables - Special purpose cables. –
Contd..
3. Co – axial Cables
• The coaxial cable contains two or more separate conductors
• The inner most conductor may be of the solid, or stranded copper wire type,
ad may be plain, tinned, silver – plated or even gold plated. The remaining
conductors are in in the form of tubes, usually of fine wire braid.
• The insulation is of polyethylene or Teflon (PTFE), outer coverings or jackets
serve to weather-proof to protect from fluids , mechanical and electrical
damage.
• They are shielded against electrostatic and magnetic fields.
• They don not radiate as well as they will not pick up radiation as well.
• Normally installed for radio applications.

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 VI. Wires and Cables - Special purpose cables. –
Contd..
• Co-axial Cable

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 VI. Circuit controlling devices
1. Switches
2. Relays
3. Breakers or Contactors

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 VI. Circuit controlling devices
1. Switches
i. Toggle
ii. Push
iii. Rotary
iv. Micro
v. Rheostat
vi. Time
vii. Thermal

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 VI. Circuit controlling devices – Contd..
i. Toggle Switch.
• General purpose switch
• Available in Single position, two – position or three – position

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