Prepared by: Praveen N

SJC Institute of Technology, Chikkaballapur

Department of Aeronautical Engineering
Subject Name: Avionics (15AE81)
Module 1 Notes

Introduction
Avionics’ is a word derived from the combination of aviation and electronics. The term
‘avionic system’ or ‘avionic sub-system’ is used in this book to mean any system in the
aircraft which is dependent on electronics for its operation, although the system may contain
electro-mechanical elements.

The avionics industry is a major multi-billion dollar industry world-wide and the avionics
equipment on a modern military or civil aircraft can account for around 30% of the total cost
of the aircraft. This figure for the avionics content is more like 40% in the case of a maritime
patrol/anti-submarine aircraft (or helicopter) and can be over 75% of the total cost in the case
of an airborne early warning aircraft (AWACS).

The avionic systems are essential to enable the flight crew to carry out the aircraft mission
safely and efficiently, whether the mission is carrying passengers to their destination in the
case of a civil airliner, or, in the military case, intercepting a hostile aircraft, attacking a
ground target, reconnaissance or maritime patrol.

A major driver in the development and introduction of avionic systems has been the need to
meet the mission requirements with the minimum flight crew. The achievement of safe two
crew operation has very considerable economic benefits for the airline in a highly
competitive market with the consequent saving of crew salaries, expenses and training costs.
The reduction in weight is also significant and can be translated into more passengers or
longer range on less fuel.

The schematic of the core Avionic System is shown in figure 1. It has different subsystems as
explained below.

1. Systems Which Interface Directly with the Pilot

These comprise displays, communications, data entry and control and flight
control
The Display Systems provide the visual interface between the pilot and the
aircraft systems and comprise head up displays (HUDs), helmet mounted
displays (HMDs) and head down displays (HDDs). The prime advantages of
the HUD and HMD are that they project the display information into the
pilot’s field of view so that the pilot can be head up and can concentrate on the
outside world. The HUD provides the primary display for presenting the
essential flight information to the pilot and in military aircraft has transformed
weapon aiming accuracy. The HUD can also display a forward looking
infrared (FLIR) video picture one to one with the outside world from a fixed
FLIR imaging sensor installed in the aircraft. The infrared picture merges
naturally with the visual scene enabling operations to be carried out at night or
in conditions of poor visibility due to haze or clouds. The HMD enables the
pilot to be presented with information while looking in any direction, as

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opposed to the limited forward field of view of the HUD. An essential element
in the overall HMD system is the Helmet Tracker system to derive the
direction of the pilot’s sight line relative to the aircraft axes.
The Communications Systems play a vital role; the need for reliable two way
communication between the ground bases and the aircraft or between aircraft
is self evident and is essential for air traffic control.
The Data Entry and Control Systems are essential for the crew to interact
with the avionic systems. Such systems range from keyboards and touch
panels to the use of direct voice input (DVI) control, exploiting speech
recognition technology, and voice warning systems exploiting speech
synthesisers.
The Flight Control Systems exploit electronic system technology in two
areas, namely auto-stabilisation (or stability augmentation) systems and FBW
flight control systems. FBW flight control enables a lighter, higher
performance aircraft to be produced compared with an equivalent
conventional design by allowing the aircraft to be designed with a reduced or
even negative natural aerodynamic stability. It does this by providing
continuous automatic stabilisation of the aircraft by computer control of the
control surfaces from appropriate motion sensors

Figure 1: Core Avionic System

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2. Aircraft State Sensor Systems

These comprise the air data systems and the inertial sensor systems.
The Air Data Systems provide accurate information on the air data quantities,
that is the altitude, calibrated airspeed, vertical speed, true airspeed, Mach
number and airstream incidence angle. This information is essential for the
control and navigation of the aircraft. The air data computing system computes
these quantities from the outputs of very accurate sensors which measure the
static pressure, total pressure and the outside air temperature. The air-stream
incidence angle is derived from air-stream incidence sensors.
The Inertial Sensor Systems provide the information on aircraft attitude and
the direction in which it is heading which is essential information for the pilot
in executing a manoeuvre or flying in conditions of poor visibility, flying in
clouds or at night. Accurate attitude and heading information are also required
by a number of avionic sub-systems which are essential for the aircraft’s
mission

3. Navigation Systems
Accurate navigation information, that is the aircraft’s position, ground speed
and track angle (direction of motion of the aircraft relative to true North) is
clearly essential for the aircraft’s mission, whether civil or military.
Navigation systems can be divided into dead reckoning (DR) systems and
position fixing systems; both types are required in the aircraft.
The Dead Reckoning Navigation Systems derive the vehicle’s present
position by estimating the distance travelled from a known position from a
knowledge of the speed and direction of motion of the vehicle. They have the
major advantages of being completely self contained and independent of
external systems. The main types of DR navigation systems used in aircraft
are:
a. Inertial navigation systems. The most accurate and widely used
systems.
b. Doppler/heading reference systems. These are widely used in
helicopters.
c. Air data/heading reference systems These systems are mainly used
as a reversionary navigation system being of lower accuracy than
(a) or (b).

4. Outside World Sensor Systems

These systems, which comprise both radar and infrared sensor, systems enable
all weather and night time operation and transform the operational capability
of the aircraft (or helicopter)
The Radar Systems installed in civil airliners and many general aviation
aircraft aircraft provide weather warning. The radar looks ahead of the aircraft
and is optimised to detect water droplets and provide warning of storms, cloud
turbulence and severe precipitation so that the aircraft can alter course and
avoid such conditions, if possible. It should be noted that in severe turbulence,

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the violence of the vertical gusts can subject the aircraft structure to very high
loads and stresses.
The Infrared Sensor Systems have the major advantage of being entirely
passive systems. Infrared (IR) sensor systems can be used to provide a video
picture of the thermal image scene of the outside world either using a fixed
FLIR sensor, or alternatively, a gimballed IR imaging sensor.
5. Task Automation Systems
These comprise the systems which reduce the crew workload and enable
minimum crew operation by automating and managing as many tasks as
appropriate so that the crew role is a supervisory management one
Navigation Management comprises the operation of all the radio navigation
aid systems and the combination of the data from all the navigation sources,
such as GPS and the INS systems, to provide the best possible estimate of the
aircraft position, ground speed and track. The system then derives the steering
commands for the autopilot so that the aircraft automatically follows the
planned navigation route, including any changes in heading as particular
waypoints are reached along the route to the destination
The Autopilots and Flight Management Systems have been grouped together.
Because of the very close degree of integration between these systems on
modern civil aircraft. It should be noted, however, that the Autopilot is a
‘stand alone’ system and not all aircraft are equipped with an FMS.
The Engine Control and Management Systems carry out the task of control
and the efficient management and monitoring of the engines. The electronic
equipment involved in a modern jet engine is very considerable: it forms an
integral part of the engine and is essential for its operation.
House Keeping Management is the term used to cover the automation of the
background tasks which are essential for the aircraft’s safe and efficient
operation.

Avionic systems equipment is very different in many ways from ground based equipment
carrying out similar functions. The reasons for these differences are briefly explained in view
of their fundamental importance
a. The importance of achieving minimum weight.
b. The adverse operating environment particularly in military aircraft in terms of
operating temperature range, acceleration, shock, vibration, humidity range and
electro-magnetic interference.
c. The importance of very high reliability, safety and integrity

Unit 1: Power Distribution Systems

The Power required for the operation of any avionic subsystems are supplied with the help of
power generators (AC or DC) or Batteries. However the primary power source is the one
which is supplied with the help of generators. In order for the power available at the
appropriate generating sources, to be made available at the inputs of the power-consuming
equipment and systems then clearly, some organized form of distribution throughout an
aircraft is essential. The precise manner in which this is arranged is governed principally by
the type of aircraft and its electrical system, number of consumers and Iodation of consumer
components.

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BUSBARS
ln most types of aircraft, the output from the generating sources is coupled to one or more
low Impedance Conductors referred to as busbars. These are usually situated in junction
boxes or distribution panels located at central points within the aircraft, and they provide a
convenient means for connecting positive supplies to the various consumer circuits; in other
words, they perform a "carry-all'' function. Busbars vary in form dependent on the methods to
be adopted in meeting the electrical power requirements of a particular aircraft type. In a very
simple system a busbar can take the form of a strip of interlinked terminals while in the more
complex systems main busbars are thick metal (usually copper) strips or rods to which input
and output supply connections can be Made. The strips or rods are insulated from the main
structure and are normally provided with some form of protective covering. Flat, fiexitilc
strips of braided copper wire are also used in some aircraft and serve as subsidiary busbars.

Busbar Systems.

The function of a distribution system is primarily a simple one, but it is complicated by

having to meet additional requirements which concern a power source, or a power consumer
system operating either separately or collectively. Under abnormal conditions. The
requirements and abnormal conditions, may be considered in relation to three main areas,
which may be summarized as follows:
a. Power,consuming equipment must not be deprived of power in the event of power
source failures unless the total power demand exceeds the available supply.
b. Faults on the distribution system (e.g. fault currents, grounding or earthing at a
busbar) should have the minimum effect on system functioning, and should constitute
minimum possible fire risk.
c. Power-consuming equipment faults must not endanger the supply of power lo other
cquipment

These requirements are met in a combined manner by paralleling genera tors where
appropriate, by providing
adequate circuit protection devices, and by arranging for faulted generators to be isolated
from the distribution system. The operating fundamentals of these methods are described
elsewhere in this book but the method with which this Chapter is concerned is lhe additional
one of arranging busbars and distribution circuits so that they may be fed from different
power sources.

Figure 2 illustrates ln much simplified form, the principle of dividing categorized consumer
services between individual busbars. In this example, the power distribution system is one in
which the power supplies are 28-volts dc. from engine-driven generators operating in parallel,
115-volts 400 Hz ac. from rotary inverters, and 28-volts d.c. from batteries. Each generator
has its own busbar to which are connected the non-essential consumer services. Both busbars
are in turn connected- to a single busbar which supplies power to the essential services. Thus,
with both generators operating, all consumers requiring dc. power are supplied. The essential
services bus bar is also connected to the battery busbar thereby ensuring that the batteries are
maintained in the charged condition In the event that one generator should fail it is
automatically isolated from its respective bus bar end all busbar loads are then taken over by
the operative generator.

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For the particular system represented by Fig. 2, the d.c. supplies for driving the inverters are
taken from busbars appropriate to the importance of the a.c. operated consumers. Thus,
essential a.c. consumers are operated by No. I inverter and so it is driven by d.c. from the
essential services busbar. No. 2 and No. 3 i.ilverters supply a.c. to non-essential services and
so they are powered by d.c. from the No. I and No. 2 busbars.

Figure 2: Bus-Bar System

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Figure 2a: Split Bus Bar System

Figure 2a illustrates a split busbar method of power distribution, and is based on an aircraft
utilizjng non-paralleled constant-frequency a.c. as the primary power source and d.c. via
transformer-rectifier units (T.R..U.'s).
The generators supply three·phase power through separate channels, to the two main busbars
and these, in turn, supply the non-essential consumer loads and T.R. U.'s. The essential a.c.
loads are supplied from the essential busbar which under normaJ oporalli\g condi· tions is
connected via a changeover relay to the No. l main busbar. The main busbars are normally
isolated from each other i.e., the generators are not paralleled, but If the supply from either
of the generators fails, the busbars are automatically inter-connected by the energizing of the
"bus-tie" breaker and serve as one, thereby maintaining supplies to all a.c. consumers and
both T.R.U.'s. lf, for any reason, the power supplied from both generators should fail the
nonessential services will be isolated and the changeover relay between No. I main busbar,
and the essential busbar, will automatically de-energize and connect lhe essential busbar to an
emergency static inverter.

SPECIAL PURPOSE CABLES

For certain types of electrical systems, cables are required to perform a more specialized
function than
that of the cables already referred to as special purpose cables

1. Ignition Cables : These cables arc used for the transmission of high tension voltages
in both piston engine and turbine engine ignition systems, and are of the single-core
stranded type suitably insulated, and screened by metal braided sheathing to prevent
interference, The number of cables required for a system corresponds to that of the
sparking plugs or igniter plugs as appropriate, and they are generally made up into a
complete ignition cable harness. Depending on the type of engine installation, the
cables may be enclosed In .a metal conduit, which also forms part of a harness, or

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they may be routed openly. Cables are connected to the relevant system components
by special end fittings comprising either small springs or contact caps secured to the
cable conductor, insulation and a threaded coupling assembly.
2. Thermocouple Cables: These cables arc used for the connection of cylinder head
temperature indicator and turbine engine exhaust gas temperature indicators to their
respective thermocouple sensing elements. The conducting materials are normally the
same as those selected for the sensing element combinations, namely, iron and
constantan or copper and constantan for cylinder head thermocouples, chrome! (an
alloy of cluomium and nickel) and alumel (an alloy of aluminium and nickel) for
exhaust gas thermocouples. ln the. case of cylinder head temperature indicating
systems only one thermocouple sensing element is used and the cables between it and
a firewall connector arc normally asbestos covered.
3. Co-axial Cables: Co-axial cables contain two or more separate conductors, The
innermost conductor may be of the solid. or stranded copper wire type, and may be
plain, tinned, silver-plated or even gold-plated in some applications, depending on the
degree of conductivity required. The remaining conductors are in the form of tubes,
usually of fme wire braid. The insulation Is usually of polyethylene or Teflon. Outer
coverings or jackets serve to weatherproof the cables and protect them from fluids,
mechanical and electrical damage. The materials used for the coverings are
manufactured to suit operations under varying environmental conditions.
Co-axial cables have several main advantages. First, they are shielded against
electrostatic and magnetic fields; an electrostatic field does not extend beyond the
outer conductor and the fields due to current flow in inner and outer conductors cancel
each other. Secondly, since co-axial cables do not radiate, then likewise they will not
pick up any energy, or be influenced by other strong fields. The installations in which
coaxial cables are most commonly employed are radio, for the connection of
antennae, and capacitance type fuel quantity indicating systems for the
interconnection of tank Wlits and amplifiers

Circuit Controlling Devices

In aircraft electrical Installations the function of initiating, and subsequently controlling the
operating sequences of constituent circuits is performed principally by switches and relays,
and the construction and operation of some typical devices. Circuit breakers may also come
within the above functional classification, they are essentially circuit protection devices

Switches

In its simplest form, a switch consists of two contacting surfaces which can be isolated from
each other or brought together as· required by a movable connecting link. This connecting
link is referred to as a pole and when it provides a single path for a flow of current as shown
in Fig.3, the switch is designated as a single-pole, single-throw switch. The term throw thus
indicates the number of circuits each pole can complete through the switch. ln many circuits,
various switching combinations are usually required, and in order to facilitate the make and
break operations, the contact assemblies of switches (and certain relays) may be constructed
as integrated units. For example, the switch at (b) of Fig.3 can control two circuits in one
single make or break operation, and is therefore known as a double-pole, single-throw
switch, the poles being suitably insulated from each other, Two further examples are
illustrated in diagrams

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(c) and (d) and are designated single-pole, doublethrow and double-pole, double-throw
respectively.

Figure 3: Switch contact arrangemcnts

In addition to the number of poles and throws, switches (toggle types in particular) are also
designated by the number of positions they have. Thus, a toggle switch which is spring-
loaded to one position and must be held at the second to complete a circuit, is- called a
single-position switch. lf the switch can be set at either of two positions, e.g. opening the
circuit in one position and completing il in another, it is then called a two-position switch. A
switch which can be sot at any one of three positions, e.g. a centre "off' and two "on"
positions, is a three-position switch, also known as a selector switch.

TOGGLE SWITCHES

Toggle or tumbler.type switches, as they are sometimes called, perform what may be
regarded as "general purpose” switching functions and are used extensive!) in the various
circuits. In some applications it may be necessary for the switches in several independent
circuits to be actuate, simultaneously. This is accomplished by ''ganging" the switches
together by means of a bar linking each toggle.

PUSH-SWITCHES

Push-switches are used primarily for operations of short duration, i.e. when a circuit is to be
completed or interrupted momentarily, or when ari alternative path is to be rnade available
for brief pe riods. Other variants are designed to close one or more circuits (through separate
contacts) while opening another circuit, and in these types, provision may be made for
contact-action in the individual circuits to occur in sequence instead of simultaneously.

ROCKER-BUTTON SWITCHES

Rocker-button switches combine the action of both toggle and push-button type switches and
are utilized for circuit control of some systems and equipment. For certain warning and

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indicating purposes, some types are provided with a coloured cap or screen displaying legend
information, illuminated by a miniature lamp.
ROTARY SWITCHES

These are manually operated; and for certain operating requirements they offer an advantage
over toggle switches in that they are less prone to accidental operation, Furthermore, the
rotary principle and positive engagement of contacts made possible by the constructional
features make these switches more adaptable to multi-circuit selection than toggle type
switches. A typical application is the selection of a single voltmeter to read the voltages at
several busbars.
MICRO-SWITCHES

Micro-switches are a special category of switch and are one of the most extensively applied
electrical devices in aircraft, performing a wide range of operations to ensure safe control of a
variety of systems and components. The term "micro-switch" designates .a switching device
in which the differential travel between "make'' and "break" of the operating mechanism is of
the order of a few thousandths of an inch. Magnification and snap action of contact
mechanism movements are derived from a pre-tensioned mechanically biased spring.

RHEOSTATS

These are controlling devices containing a resistance the magnitude of which can be Varied,
thereby adjusting the current in the circuit in which it is connected. A typical example of this
method of control is the one adopted.for varying the intensity of Instrument panel and certain
cockpit lighting.

Rheostats normally adjust circuit resistance without opening the circuit, although in some
cases, they are constructed to serve as a combined on-off switch and variable resistor

TIME SWITCHES

Certain consumer services are required to operate on a pre-determined controlled time

sequence basis and as this involves the switching on and off of various components or
sections of circuit, switches automatically operated by liming mechanisms are necessary. The
principle of time switch operation varies, but in general it is based on the one in which a
contact assembly is actuated by a cam driven at constant speed by either a speed-controlled
electric motor or a spring-driven escapement mechanism. in some specialized consumer
services, switches which operate on a thermal principle are used. In these the contact
assembly is operated by the distortion of a thermal element when the latter has been carrying
a designed current for a pre-determined period.

MERCURY SWITCHES

Mercury switches are glass tubes Into which stationary contacts, or electrodes, and a pool of
loose mercury are hermetically sealed. Tilting the tube causes the mercury to flow in a
direction to close or open a gap between the electrodes to "make" or ''break" the circuit in
which the switch is connected. The rapidity of "make" and "break'' depends on the surface
tension of the mercury rather than on externally applied forces. Thus, mercury switches are
applied to systems in which the angular position of a component must be controlled with.in a

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narrow band of operation, and in which the mechanical force required to tilt a switch is very
low.

PRESSURE SWITCHES

In many of the aircraft systems in which pressure measurement is involved, it is necessary

that a warning be given of either low or high pressures which might constitute hazardous
operating conditions. In some Systems also, the frequency or operation may be such that the
use of a pressure-measuring instrument is not Justified since it is only necessary for some
indication that an operating pressure has been attained for the Period during whic11 the
system is in operation. To meet this requirement, pressure switches are installed In the
relevant systems and are connected to warning or indicator lights located on the cockpit
panels.

THERMAL SWITCHES

Thermal switches are applied to systems in which a visual warning of excessive temperature
conditions, automatic temperature control and automatic operation of protection devices are
required. Examples of such applications are, respectively, overheating of a generator, control
of valves in a thermal de-icing system and the automatic operation of fire extinguishers, A
principle commonly adopted for thermal switch operation is based on the effects of
differences of expansion between two metals, usually invar and steel. In some cases mercury
contact switches may be employed.

PROXIMITY SWlTCHES

These switches are used in several types of aircraft as part of circuits required to give warning
of whether or not passenger entrance doors,. Freight doors, etc. are fully closed and locked.
Since they have no moving parts they offer certain advantages over micro-switches which are
also applied to such warning circuits.
Relays

Relays are in effect, electromagnetic switching devices by means of which one electrical
circuit can be in directly controlled by a change in the same or another electrical circuit.
Various types of relay are in use, their construction operation, power ratings, etc., being
governed by their applications, which are also varied and numerous, In the basic form,
however, a relay may be considered as being made up of two principal elements, one for
sensing the electrical changes and for operating the relay mechanism, and the other for
controlling the changes.
ATTRACTED-CORE, HEAVY-DUTY RELAY

The designation "heavy.duty" refers specifically to the amount of current to be carried by the
contacts. These relays are therefore applied to circuits involving the use of heavy-duty motors
which may take starting currents over a range from 100 A to I 500 A, either short-term, as for
starter motors for example, or continuous operation.
POLARIZED ARMATURE RELAYS

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In certain specialized applications, the value of control Circuit currents and voltages may be
only a few Milli-amps and millivolts, and therefore relays of exceptional sensitivity are
required. This requirement cannot always be met by relays which employ spring controlled
armatures, for although loading may be decreased to permit operation at a lower ''pull·in"
voltage, effective control of the contacts is decreased
and there is a risk of contact flutter. The armature is a permanenl magnet and ispivoted
between two sets of pole faces formed by a frame of high permeability material (usually
mumetal), lt is lightly biased to one side to bring the contact assembly into the static
condition.

SLUGGED RELAYS

For some applications requirements arise for the use of relays which are slow to operate the
con tact assembly either at the stage when the armature is being attracted, or when it is being
released. Some relays are therefore designed to meet these requirements, and they use a
simple principle whereby the build-up or collapse of the main electromagnet flux is slowed
down by a second and opposing magnetizing force. This procedure is known as ''slugging"
and a relay to which it is applied is called a "slug" relay. The relay usually incorporates a ring
of copper or other non-magnetic conducting material (the "slug") in the magnetic circuit of
the relay, in such a way that changes in the operating flux which is linked with the slug
originate the required opposing magnetic force.

BREAKERS

These devices sometimes referred t0 as contactors, are commonly used in power generation
systems for the connection of feeder lines to busbars, and also for interconnecting or "tying"
of busbars. It consists of main heavy-duty contacts for connecting the a.c. feeder lines, and a
number of smaller auxiliary contacts which carry d.c. for the control of other breakers, relays,
indicating lights as appropriate to the overall system. All contacts are closed and/or tripped
by a dc operated electromagnetic coil; a permanent magnet serves to assist the coil in
closing, and also to latch the breaker in the closed position.

Electrical Diagrams and Identification Schemes

Circuit Diagrams: These are of a theoretical nature and show the internal circuit
arrangements of electrical and electronic components both individually and collectively, as a
complete distribution or power consumer system, in the detail necessary to understand the
operating principle of the components and system. Circuits are normally drawn in the
"aircraft-on-the ground" condition with the main power supply off, In general, switches are
drawn in the "off' position, and all components such as relays and contactors are slown in
their demagnetized state. Circuit breakers are drawn in the closed condition. In the event that
it is necessary to deviate frorn these standard conditions, a note is added to the diagram to
clearly define the conditions selected.

Wiring Diagrams: These are of a more practical nature in that they show how all
components and cables of each individual system making up the whole installation, are to be
connected to each other, their locations within the aircraft and groups of figures an letters to
indicate how all components can be identified directly on the aircraft.

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Routing Charts: These charts have a similar function to wiring diagrams, but are set out in
such a manner that components and cables arc drawn under "location" headings so that the
route of distribution can be readily traced out on the aircraft. Wiring diagrams and routing
charts are provided for the use of maintenance engineers to assist them in their practical tasks
of testing circuits, fault finding and installation procedures. The number of diagram charts
required for a particular aircraft, obviously depends on the size of the aircraft and its
electrical installation, and can vary from a few pages at the one of a maintenance manual for
a small light aircraft, to several massive volumes for large transport aircraft.

Coding Schemes:As an aid to the correlation of the details illustrated In any particular
diagram with the actual physical conditions, i.e. where items are located, sizes of cables used,
etc., aircraft manufacturers also adopt a identification coding scheme apart from those adopt
by cable manufacturers. Such a scheme may either to the manufacturer's own specification, or
to one devised as a standard coding scheme.

Logic Circuits and Diagrams: The operation of the majority of units comprising
electrical systems is largely based on the application of solid.state circuit technology i.e.
components such as resistors, capacitors and rectifiers that are normally interconnected as
separate discrete components, are all "embedded" In micro.size
sections of semiconductor material. Apart from the vast reduction in dimensions, this form of
integration also makes possible the production of circuit "packs'' capable-of performing a vast
number of Individually dedicated functions.

Thus, in knowing the operating parameters of a system overall, and the functions constituent
units are required to perfom1, the complete circuit of a system is built up by interconnecting
selected functional packs. The packs consist of basic decision-making elements referred to as
logic gates, each performing combinational operations on their inputs and so determining the
state of their outputs.

Need for Avionics in civil and military aircraft

Avionics are advanced electronics used in aircraft, spacecraft and satellites. These systems
perform various functions including communication, navigation, flight control, display
systems, flight management etc. There is a great need for advanced avionics in civil, military
and space systems.

Civil aircraft:

 For better flight control, performing computations and increased control over flight
control surfaces.
 For navigation, provide information using sensors like Altitude and Head Reference
System (AHRS).
 Provide air data like altitude, atmospheric pressure, temperature, etc.
 Reduce crew workload.
 Increased safety for crew and passengers.
 Reduction in aircraft weight which can be translated into increased number of
passengers or long range.
 All weather operation
 Reduction in aircraft maintenance cost.

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Military aircraft

 Avionics in fighter aircraft eliminates the need for a second crew member like
navigator, observer etc., which helps in reducing the training costs.
 A single seat fighter is lighter and costs less than an equivalent two seat version.
 Improved aircraft performance, control and better handling.
 Reduction in maintenance costs.
 Secure communication.

Space systems

 Fly-by-wire communication system used for space vehicle’s attitude and translation
control.
 Sensors used in the spacecraft for obtaining data.
 Autopilot redundancy system.
 On-board computers used in satellites for processing the data.

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