UNIVERSITY INSTITUTE OF ENG

ENGINEERING

Bachelor of Engineering (Aerospace Engineering)

DISCOVER . LEARN .
EMPOWER
 Topic Covered
 Integrated avionics and weapons system.

UNIT-I  Typical avionic subsystem.

INTRODUCTION TO AVIONICS:

Course Objectives
CO Title Level
Number

CO1 Ability to built Digital avionics Remember

architecture
CO2 Understand
The students should able to
understand the about the integrated
avionic system architecture.

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 AVIONICS
20AST-315
Academic Session : Aug- Dec 2022
Semester : V

Miss Moniya Pal

Faculty of Aerospace Department,
Chandigarh University
[email protected]
 LEARNING OBJECTIVES

This undergraduate level course on Avionics teaches the electronics equipment which
are being used in aerospace industry.
The primary goal of this course is on the teaching about the requirement of avionics in
aerospace industry as well as let them know about the integrated avionics and weapons
system.

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 COURSE PRE-REQUISITES

Students are expected to have a basic understanding of avionics

Additionally, students will also get to learn about integrated avionic and
weapon system.

5
 COURSE OUTCOMES

On successful completion of this unit, you should be able to:

Ability to built Digital avionics architecture.

Integrate avionics systems using data buses.

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 Lect-22-B

SYLLABUS
UNIT-I

INTRODUCTION TO AVIONICS: Need for avionics in civil and military aircraft and space
systems – integrated avionics and weapon systems – typical avionics subsystems, design, technologies
– Introduction to digital computer and memories.

DIGITAL AVIONICS ARCHITECTURE: Avionics system architecture – data buses – MIL-STD-

1553B – ARINC – 420 – ARINC – 629.

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 UNIT-II

FLIGHT DECKS AND COCKPITS: Control and display technologies: CRT, LED, LCD, EL and
plasma panel – Touch screen – Direct voice input (DVI) – Civil and Military Cockpits: MFDS,
HUD, MFK, HOTAS.

9Hrs

INTRODUCTION TO NAVIGATION SYSTEMS: Radio navigation – ADF, DME, VOR,

LORAN, DECCA, OMEGA, ILS, MLS – Inertial Navigation Systems (INS) – Inertial sensors, INS
block diagram – Satellite navigation systems – GPS.
8 hrs
 UNIT-III
AIR DATA SYSTEMS AND AUTO PILOT: Air data quantities – Altitude, Air speed,
Vertical speed, Mach Number, Total air temperature, Mach warning, Altitude warning
– Auto pilot – Basic principles, Longitudinal and lateral auto pilot.
 Air data system:
Air data systems provide accurate information on quantities such as pressure
altitude, vertical speed, calibrated airspeed, true airspeed, Mach number, static
air temperature and air density ratio. This information is essential for the pilot
to fly the aircraft safely and is also required by a number of key avionic sub-
systems which enable the pilot to carry out the mission. It is thus one of the key
avionic systems in its own right and forms part of the essential core of avionic
sub-systems required in all modern aircraft, civil or military.
Air Data Information and Its Use
Air Data Measurement
The air data quantities pressure altitude, vertical speed, calibrated airspeed, true
airspeed, Mach number, etc., are derived from three basic measurements by sensors
connected to probes which measure:
• Total (or Pitot) pressure
• Static pressure
• Total (or indicated) air temperature
The total pressure, PT , is measured by means of an absolute pressure sensor
(or transducer) connected to a Pitot tube facing the moving airstream. This
measures the impact pressure, QC, that is the pressure exerted to bring the
moving airstream.
 Lect-22-B
• The static pressure of the free airstream, PS, is measured by an absolute
pressure transducer connected to a suitable orifice located where the surface
pressure is nearly the same as the pressure of the surrounding atmosphere.

• High performance military aircraft generally have a combined Pitot/static

probe which extends out in front of the aircraft so as to be as far away as
practicable from aerodynamic interference effects and shock waves
generated by the aircraft structure. Some civil transport aircraft have Pitot
probes with separate static pressure orifices located in the fuselage generally
somewhere between the nose and the wing.
• The exact location of the static pressure orifices (and the Pitot tubes or
probes)is determined by experience and experimentation. However, many
civil transport aircraft (e.g., Boeing 747) have side mounted (‘L’) type Pitot
static probes.

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2
 • The trend on new military aircraft is to use flush port systems for stealth
reasons (protruding probes give a significant radar return). It is interesting to
note that the Pitot tube, which is universally used on aircraft (and wind
tunnels) for measuring airspeed because of its simplicity and effectiveness, was
invented over 250 years ago by the French mathematician and scientist Henri
Pitot for measuring the flow of water in rivers and canals – one invention
which has stood the test of time.

From the measurements of static pressure, PS , and total pressure, PT , it is possible

to derive the following quantities:

1. Pressure altitude, HP - This is derived from the static pressure, PS, measurement
by assuming a ‘standard atmosphere’.

2. Vertical speed, H˙P - This is basically derived by differentiating PS

 3. Calibrated airspeed, VC- This is derived directly from the impact pressure,
QC, which is in turn derived from the difference between the total and static
pressures (QC = PT − PS ).

4. Mach number, M-This is the ratio of the true airspeed, VT , to the local
speed of sound, A, that is, M = VT /A, and is derived directly from the ratio of
the total pressure to the static pressure, PT /PS . (True airspeed is defined as
the speed of the aircraft relative to the air.)
• The third measurement, namely that of the measured (or indicated) air
temperature, Tm, is made by means of a temperature sensor installed in a probe
in the airstream. This gives a measure of the free airstream temperature, TS ,
plus the kinetic rise in temperature due to the air being brought partly, or wholly,
to rest relative to the temperature sensing probe. The temperature assuming the
air is brought totally to rest (i.e., recovery ratio = 1) is known as the total air
temperature, TT.
 The Air Data Quantities and Their Importance
The use and importance of the air data quantities of pressure altitude, vertical
speed(rate of climb/descent), calibrated airspeed, Mach number, and true
airspeed by the pilot and the key avionic sub-systems.
Air Data Information for the Pilot
• The pilot is presented with displays of the above air data quantities, all of which are
very important at various phases of the flight or mission. However, the two basic
quantities which are fundamental for the piloting of any aircraft from a light aircraft to
a supersonic fighter are the pressure altitude, and the calibrated airspeed.

• Pressure altitude is the height of the aircraft above sea level derived from the
measurement of the static pressure assuming a standard atmosphere. Calibrated
airspeed is the speed which, under standard sea level conditions, would give the same
impact pressure as that measured on the aircraft. The altimeter displaying pressure
altitude, and the calibrated (or indicated) airspeed display thus form part of the
classic ‘T’layout of vital instrument displays centred around the artificial horizon
display.
 The use of the air data information by the pilot is
• Calibrated airspeed – The reason for the importance of calibrated airspeed
information is that it provides a direct measure of the impact pressure, by
definition, and the impact pressure together with the angle of incidence
determine the aerodynamically generated lift and drag forces and moments
acting on the aircraft. (The angle of incidence is the angle between the
direction of the airflow and a datum line through the aerofoil section of the
wing or control surface.)

• These aerodynamic forces and moments in turn determine the aircraft’s ability
to fly and manoeuvre, its controllability and response and its performance in
terms of speed, range, operating height, etc.
 • The indicated airspeed is basically the same quantity as calibrated airspeed
but includes the pressure error present in the Pitot/static installation and the
instrument errors present in a simple mechanical type of airspeed indicator
(ASI) instrument. (Calibrated airspeed is derived by the air data computer
using very much more accurate pressure sensors and the inherent pressure
errors in the Pitot/static probe installation can be compensated by the
computer.)

• Calibrated airspeed (CAS) is indicated airspeed corrected for instrument errors and
position error (due to incorrect pressure at the static port caused by airflow
disruption).
• Indicated Airspeed is the speed shown on the airspeed indicator.
• Equivalent Airspeed is calibrated airspeed corrected for compressibility.
• True Airspeed is equivalent airspeed corrected for temperature and pressure
altitude.
. Pressure altitude – Accurate measurement of the aircraft’s altitude is
essential for the control of the flight path in the vertical plane. For
instance, to maintain adequate clearance of mountains and hills, etc.,
under conditions of poor visibility, flying in cloud or at night. Altitude
and airspeed are also vital displays during the approach and landing.

• The Air Traffic Control (ATC) authorities also require very accurate
measurement of the pressure altitude for air traffic control to ensure
safe vertical separation in busy airways. Pressure altitude is
therefore automatically reported to the ATC Ground Control by the
ATC transponder.

• The ATC authorities also require that the reported pressure altitude
must be the same as that displayed on the pilot’s altimeter display.

• True airspeed – This information is displayed to the pilot for

navigation purposes
 Mach number – As the aircraft speed increases and approaches the speed of
sound, or exceeds it in the case of a supersonic aircraft, there is a large
increase in drag, the lift characteristics change and the pitching moment
characteristics change due to compressibility effects. The performance and
controllability of the aircraft is dependent on the aircraft’s Mach number in
this high speed regimen. Accurate information on the aircraft’s Mach number
is thus an essential display for the pilot.
Vertical speed or rate of climb/descent – A display of vertical speed or rate of
climb/descent is also required by the pilot and this quantity is generated within the air
data computer by differentiating the static pressure. Rate of descent is particularly
important during a ground controlled approach (GCA) where the pilot will set up a
given rate of descent (and speed) in the approach to the airfield. The vertical speed
indicator (VSI) display is also used during a turn to detect any tendency to lose height,
the pilot applying appropriate corrective movements to the control column or ‘stick’ to
hold a constant height turn.
 Angle of incidence – Generally the lift force from the wings increases fairly
linearly with increasing incidence angle up to near the maximum permissible
incidence angle at which point the airflow starts to break away and further
increase would result in the wing stalling with consequent sudden loss of lift.
Airflow sensors to measure the angle of incidence are thus frequently installed so
that the pilot can monitor the situation and ensure the critical value is not
reached. (It should be noted that the term angle of attack is generally used in the
USA for angle of incidence.

TOTAL AIR TEMPERATURE-stagnation temperature is known as total air

temperature and is measured by a temperature probe mounted on the surface of
the aircraft. The probe is designed to bring the air to rest relative to the aircraft.
As the air is brought to rest, kinetic energy is converted to internal energy. The
air is compressed and experiences an adiabatic increase in temperature.
• Therefore, total air temperature is higher than the static (or ambient)
air temperature. Total air temperature is an essential input to an air
data computer in order to enable the computation of static air
temperature and hence true airspeed.
 Learning Resources

1.Introduction to avionics
R.P.G Collinson
Springer

2. Military Avionics Systems

Ian Moir and Allan Seabridge

3. Digital Avionics Handbook

Cary R. Spitzer
Third edition
TEXT BOOKS Military Avionics Systems
1 .Introduction to avionics Ian Moir and Allan Seabridge
Digital Avionics Handbook
R.P.G Collinson Cary R. Spitzer
Springer Third edition
Thank
You!