Beruflich Dokumente
Kultur Dokumente
Bachelor of Engineering.
2009
ACKNOWLEGEMENT
I would like to express my heartfelt gratitude to Mr. Chaganti and Toh Ser Khoon for his in-
valuable guidance and understanding over the entire course of my final year project.
They have always been patient and willing to spend time helping the students in their
I am also most grateful to all my friends who have been very supportive, and generous in
i
Abstract
Avionics and navigation products are not under the consumer product categories. Only who
are working in this field will have more chances to familiar with it. Thus, we are seldom heard
In order to let more people understand about what are avionics products and how it function,
and how important to our life. My ultimately objective is to analysis avionics architecture and
navigation; then compile and summary all the related information, so that people will easily
understand.
In this project, I was able to complete MD-11 avionics architectures and navigation system as
below:
Architecture:
AFS Actuator
Communication System
Entertainment System
Display System
Recording System
CNS/ATM
ii
Navigation System:
iii
ACKNOWLEDGEMENT i
ABSTRACT ii-iii
LIST OF FIGURES vii-viii
CHAPTER 1
INTRODUCTION
1.1. Background Of Objective 1
1.2. Objective 1
CHAPTER 2
INVESTIGATION OF PROJECT BACKGROUND
2.1. Introduction 4
2.2. Flight Controls (ATA 22-00 and 27-00) 5
iv
2.8. Maintenance System (ATA 45-00) 17
CHAPTER 3
Navigation System
3.3.2. Antenna 35
3.4.2 Glideslope 47
v
3.5. Global Positioning System (GPS) 53
CHAPTER 4
4.1. Conclusion 57
REFERENCE 59
APPENDIX A
Acronyms 60-68
vi
List of Figures
Figure: 1 Avionics System 5
vii
ADF Figure: 6 Reminders for some angle & directions 39
GS Figure: 2 Glideslope 49
viii
Chapter 1
Introduction
The objective of this project is to study analysis on avionics system architecture and
navigation. The outcome of this project may use as pedagogic material in aerospace
engineering. Hence, how to let this subject more interesting and easy understanding for
students or person who are interested are the tasks for me to achieve.
1.2 Objective:
In general, we all knew that since the airplane was created by human. It was shorter our
traveling time, booming the economic, closer human relationship and etc... These all
because of only navigation through the empty space would allow us having extreme speed
on our transport vehicle. In order to keep improving speed of aircraft again, we need to
educate more and more people to understand about the aircraft technologies and knowledge,
we hope that may be one day we finally having a vehicle is able to achieve light speed.
Now a day, people who understand about automobile technologies definitely is significantly
higher than aircraft, why? That is because automobile is more close to our life and easily to
get the information about the structure and control system on it.
Usually, when we talked about aircraft technologies, basically there are related to avionics
system and navigation; they are belonging to the complicated and sophisticated skills. This
may one of the reasons to stop us to proceed and challenge to study and do some
enhancement on aircraft design. Further more we have to consider about human life.
1
As long as we could explored and let it more exciting, as a result will changing the situation
In order to achieve our objective, we have to do researching and studying on the avionics
systems from small to wide body aircrafts, analyses the architectures used in the commercial
aviation industry, besides we also need to investigate navigation systems used for air traffic,
terrestrial landing, VHF Omnidirectional Range, satellite navigation system and etc… We
can get all these information and knowledge through surfing internet, borrow books (e.g. The
Avionics Handbook, Avionics Training etc…) from libraries and the most important is
consults our tutor so that we can gather all these literatures and start studying, analysis,
summary and write it in the way or sentences that more easy to understand, through advisories
by our tutor, time will be spent on more valuable items due to some redundancy tasks could be
avoided.
Since flash animation are very common now a day, by using Macromedia Flash MX2400
software, we can develop and add flash to the related pedagogic will be much exciting during
presentations, hence, students learning spirit will be much higher, by the way, time is the
critical point and to be considered in order not beyond the project deadline. Anywhere, we
have to try our best to complete this project with honor degree standard.
2
1.4 Project Plan
2008 2009
Start End
No. Activities/Tasks Date Date Aug Sep Oct Nov Dec Jan Feb Mar Apr May
1 Planning 28-Aug 13-Sep
30-May
11 Oral Presentation
3
Chapter 2
2.1 Introduction
There are many designs of airplane already in the market. Each design adopts different
avionics system. MD-11 model was chosen for investigating in this initial report, actually
The avionics system was represented the state of the art at the time of its introduction into
service in December 1990, almost twenty year the system was implemented or used. The
MD-11 flight deck, Figure 1 shown six identical 8-in. color CRT displays, which are used to
display flight instrument and aircraft systems information. A navigation system based on
triple Inertial Reference Systems (IRS) and dual Flight Management Systems (FMS) is
provided to automate lateral and vertical navigation. An Automatic Flight System (AFS)
based on dual Flight Control Computers (FCC) is also installed to provide full flight regime
Even though the hydraulic, electrical, environmental, and fuel systems also performed by
4
Figure: 1
In commercial aviation, the various systems on an airplane are identified under chapter
numbers that are defined by the Air Transport Association (ATA). The architectures of each
of the systems (communication, navigation, displays, etc.) are discussed below under their
respective ATA chapters. Simplified schematic diagrams are provided where appropriate.
Note, ARINC 429 data buses have been simplified for illustration. Some of the data flows are
5
• Autoland (to Cat IIIb minima)
• Yaw damper
• Stall warning
• Flap limiter
• Altitude alerting
The AFS architecture shown in Figure 2 is built around the dual-dual Flight Control
Computers (FCC) and the Glareshield Control Panel (GCP). The AFS Control Panel is used
by the crew to reconfigure the system in the event of a failure. The dual-dual FCC architecture
Each FCC has two independent computational lanes. Each of these lanes consists of a power
drive the actuators that move the aircraft’s control surfaces. In fact this architecture is used for
the functions that require high integrity (e.g., autoland and LSAS). The system is designed to
allow the airplane to be dispatched with only one FCC operational, but not be able to perform
6
Figure: 2
Figure: 3
7
Sometime we need to provide appropriate levels of redundancy in the interfaces to the
• Dispatch with one Flight Control Computer (FCC) or one lane inoperative.
• Protection against both random and generic hardware and software failures/errors.
Figure 3 shows how the elevator, aileron and rudder actuators interface to the various
channels of the FCC. The control surfaces are also interconnected mechanically, so driving
only one elevator, for example, will actually result in all elevator panels moving. Sufficient
control authority is retained in the event of loss of a single channel or even of a complete FCC.
voice communication with the ground via VHF, HF, and SATCOM, as well as data link
System (ACARS) over the VHF radio, SATCOM, or HF data link (HFDL). The HF and VHF
radios are controlled by the Communication Radio Panels located in the pedestal on the flight
deck. Selective calling capability is provided by a SELCAL unit. The architecture is shown in
Figure 4. The basic features of this architecture, in terms of the communication facilities
provided, are dictated by Federal Aviation Regulations (FAR) Part 25, which mandate dual
8
Figure: 4
The Audio Management Units (AMU) are provide flight and service interphone capabilities,
as well as supporting the aural alerts on the flight deck generated by the Central Aural
Warning System (CAWS), Traffic Alert and Collision Avoidance System (TCAS), and
Ground Proximity Warning System (GPWS). The Cockpit Voice Recorder (CVR) records all
transmissions by the pilots. Audio Control Panels are provided for all crew to control volume,
etc. Similarly, jack panels are provided for each crew member’s headset. SATCOM system
With all these communication systems, and the navigation systems described below, there is a
need for a very large number of antennas on the airplane, and the total installation has to be
designed to preclude interference between the different systems. The antenna layout on the
9
Mostly the communications equipment is defined by standard ARINC characteristics and is
procured by the operators as BFE. Thus multiple suppliers are certified, and the operators may
Figure: 5
system includes the vast majority of the avionics Line Replaceable Units (LRUs). With one
passenger control unit per seat, one seat electronics box per seat group, and one in-seat video
monitor per seat (for those operators that provide in-seat video), it can amount to well over
1000 LRUs.
10
It is usually Buyer-Furnished Equipment (BFE), and an airline may well upgrade it several
times during the life of the airplane usually airline will select a supplier for their entire fleet
and to do the particular airplane installation. It is therefore not really practicable to talk about
The only standard feature is the audio entertainment system/service system, which interfaces
with the Passenger Address (PA) system to allow any safety-related announcements to
(EIS). As mentioned before it consists of six 8-in. by 8-in. Cathode Ray Tube (CRT) Display
Units (DU) arranged in two horizontal groups of three. The outer two DUs are Primary Flight
Displays (PFD). Inboard of these are two Navigation Displays (ND). The center two DUs
provide the Engine and Alert Display (EAD) and the System Display (SD). The SD has 10
selectable pages to allow synoptic displays for any of the airplane systems to be presented.
The SD pages are selected from the System Display Control Panel (SCP).
11
Figure: 6
The architecture of the EIS is shown in Figure 6. Any Display Electronics Unit (DEU) can
support all six DUs, thus allowing the flight to continue in the event of loss of one or more
DUs, the system will automatically reconfigure to provide the appropriate displays according
to a fixed priority scheme. The lowest priority is accorded to the First Officer’s Navigation
Display (ND), and the highest priority to the Captain’s Primary Flight Display (PFD).
A standby display of air data (airspeed and altitude) and a standby attitude indicator are
provided on the main instrument panel. These are completely independent of the EIS, thus
providing an additional level of backup. These standby displays are mandated by Federal
On the MD-11 the Engine and Alert Display is part of the EIS. The DEUs thus contain all the
alerting logic for the airplane and drive the Master Caution and Warning indicators. They also
provide outputs to the Central Aural Warning System (CAWS) to generate voice alerts.
12
2.6 Recording Systems (ATA 31-00)
A number of in-flight recording capabilities are provided on the MD-11, for both voice and
data storage.
These include:
Figure: 7
The CVR was discussed along with the communications systems, to which group it properly
belongs.
The FDR is the recorder mandated by Federal Aviation Agency (FAA) to allow investigations
of incidents that have occurred. Figure7 shows how this is driven by a Digital Flight Data
13
Acquisition Unit (DFDAU), which receives data from the other avionics systems in both
digital and analog form. There is an FAA Notice of Proposed Rule-Making (NPRM) that
mandates expanding the amount of data to be recorded. The Auxiliary Data Acquisition
System (ADAS) is also shown in the figure. It uses the Data Management Unit (DMU), and
allows both the FAA mandatory data and additional data from the aircraft systems to be
recorded for future access via the Quick Access Recorder (QAR). Typically an operator
would have the DMU programmed to record specific data for specific events. The ADAS is
an optional feature. The form of the ADAS shown in the figure is one version. There is also a
The final recording system is the In-Service Data Acquisition System (ISDAS). Several of the
major avionics LRUs have a data bus that can be programmed to output an operator-defined
set of parameters to allow in-service troubleshooting of the system. The FMS, EIS, and AFS
and a dual Flight Management System (FMS), is shown in Figure 8. The FMS is not only just
a lateral navigation system. It provides a number of functions that are central to operation of
the airplane:
14
Figure: 8
• Ability to create flight plans, including airways, Standard Instrument Departures (SIDs), and
• Multi-sensor navigation using inertial reference data, together with inputs from GPS, DME,
• Performance predictions for the complete flight plan, including altitude, speed, time of
• Guidance to the flight plan in three dimensions and controlling arrival time.
On a long-range airplane, such as the MD-11, being able to dispatch the airplane when it is
several thousand miles from the airline’s maintenance facility and one navigation system has
failed is very important to securing the bottom line for the operator. Such airplanes therefore
15
usually have triple navigation systems. This capability to dispatch with a single failure is
provided on the MD-11 by having triple IRS (thus allowing for a failure in this system) and
The Inertial Reference System provides a good independent position solution for short-term
operation, or even for long-term operation within its capability of a drift of up to 2 nmi/h.
However to provide the accuracy necessary for the area navigation required in today’s
airspace system or for terminal area operations, radio updating is necessary. This is provided
on the MD-11 by having dual VHF Omni-Range Receivers (VOR) and dual Distance
Measuring Equipment (DME) transceivers. Automatic Direction Finding (ADF) for flying
non precision approaches and Instrument Landing System (ILS) for precision approach and
landing are also provided. At the time that the MD-11 was designed, Microwave Landing
System (MLS) has provisions to be installed. Global Navigation Satellite Systems for
en-route operation and even in the future as a precision approach sensor are now the expected
future means of navigation, and the option to install this on the MD-11 is now available.
The antennas are not shown on the diagram, but one point that calls for a comment is that
because of the geometry of the MD-11, the glideslope antennas for the ILS, which are
installed in the radome, have to be replicated on the nose landing gear and the ILS must use
the gear-mounted antennas on final approach. This is to meet the FAA requirement to have
the antenna less than 19 ft above the wheels when crossing the runway threshold. The same
16
A dual air data system is also installed to provide airspeed, altitude, etc. for display to the crew
and as inputs for the other systems (AFS, FMS, etc.) that need such data. Selection of baro
reference is provided on the Glareshield Control Panel (GCP) which is part of the AFS (ATA
22-00) and is described there. There is an option to add a third air data system, in which case it
Additionally, dual weather radar systems (with a single flat plate antenna) are provided,
together with radio altimeters, ATC transponders, and Traffic Alert and Collision Avoidance
System (TCAS). The weather radar is now available with the capability to detect wind shear
ahead of the airplane. TCAS is a requirement for U.S. operators and foreign operators flying
in U.S. airspace. All of this equipment is connected to the Centralized Fault Display System
(CFDS) to provide fault reporting on each of the units, although for clarity only the FMCU is
Display System (CFDS) that is standard on the airplane, and the On-board Maintenance
The CFDS consists of a Centralized Fault Display Interface Unit (CFDIU) and any of the
three MCDUs, with the capability to interface to all the major avionics subsystems on the
aircraft, using ARINC 604 protocols, as shown in Figure 9. The functions provided by the
CFDS are
• A summary of Line Replaceable Units (LRUs) that have reported faults on the last flight.
17
• Capability to select individual “Reporting LRUs” for review of current faults and fault
history.
• Ability to declare components inoperative for the Aircraft System Controllers (ASC).
The CFDS can also interface to an ACARS Management Unit to transmit fault data to the
The optional On-board Maintenance Terminal (OMT), shown in Figure .9, expands the
capability of the CFDS and automates many of the required maintenance tasks. The displays
on the OMT can show which LRU is involved, the fault message, the flight deck effect and
alert, the Minimum Equipment List (MEL), documentation reference, and other useful
information.
The OMT also incorporates a mass storage device, allowing it to store the aircraft
maintenance documents, including the Aircraft Maintenance Manual (AMM), Fault Isolation
Manual (FIM), MEL, Wiring Diagrams, etc. The built-in references to this documentation
18
Figure: 9
Figure: 10
Automatic System Controllers (ASC) are provided for the primary systems as follows:
19
• Hydraulic System Controller (HSC).
• Fuel System Controller (FSC) and Ancillary Fuel System Controller (AFSC).
Pneumatic System Controller, Air Conditioning Controllers, and Cabin Pressure Controllers
(CNS/ATM) environment.
This began with the ICAO Committee on Future Air Navigation Systems (FANS). This
• Automatic Dependent Surveillance (ADS) to provide surveillance data to ATC and the
airline.
In the MD-11 CNS/ATM architecture, the FMC provides the computing resources for the new
functions, with the ACARS MU (or CMU) used as a communications link to the ground via
the SATCOM, VHF, and HF Data Link (HFDL) to the airline dispatch and ATC centers on
20
Figure: 11
21
Chapter 3
Navigation System
VOR Figure: 1
One of the most common radio navigation aids for aviation is the VOR – Very High
Frequency Omni-directional Range. The VOR ground station is oriented to magnetic north
and transmits azimuth information to the aircraft, providing 360 courses TO or FROM the
VOR station.
22
VORs broadcast a VHF radio signal that gives both the identity of the station and the angle
to it, telling the pilot in what direction he lies from the VOR station. That’s the radial.
Standard procedure often calls for a pilot to fly a course on a specific VOR radial.
If we get signals from two VORs, we can compare their radials on a chart and see where
23
VOR TRANSMITTER BLOCK DIAGRAM
24
3.1.1 Basic VOR principles
VOR Figure: 2
The principle of operation is bearing measurement by phase comparison. This means that
the transmitter on the ground produces and transmits a signal, or actually two separate
signals, which make it possible for the receiver to determine its position in relation to the
ground station by comparing the phases of these two signals. In theory, the VOR produces a
number of tracks all originating at the transmitter. These tracks are called «radials» and are
numbered from 1 to 360, expressed in degrees, or ° . The 360° radial is the track leaving the
VOR station towards the Magnetic North, and if you continue with the cardinal points,
25
radial 090° points to the East, the 180° radial to the South and the 270° radial to the West,
Before we look in detail at how the system works the following example illustrates the
Think of a lighthouse at sea and imagine the white light rotating at a speed of one revolution
per minute (60 seconds). Every time this white narrow beam passes through Magnetic North,
a green omnidirectional light flashes. Omnidirectional means that it can be seen from any
position around the lighthouse. If we are situated somewhere in the vicinity of the light
sources and are able to see them, we can measure the time interval from the green light flash
until we see the white light. The elapsed time is directly proportional to our position line in
The speed of 1 RPM corresponds to 6° per second, so if 30 seconds elapse between the time
we see the green flash and the white rotating light, we are on the 180° radial, or directly
south of the station (30 sec x 6°/sec = 180°). This calculation can be done from any position
and the elapsed time is directly proportional to our angular position (radial). We could name
these light signals, calling the green one the Reference (REF) signal and the white beam the
26
VOR Figure: 3
VOR Figure: 4
27
The ground equipment is set up on a fixed, surveyed site and consists of a transmitter
driving a combined aerial system; one part producing the Reference (REF) signal, the other
producing the Variable (VAR) signal. The REF signal is an omnidirectional continuous
wave transmission on the carrier frequency of that particular VOR station. It carries a 9960
In the receiver, it is the 30Hz component of this signal that is used as a reference for
measuring the phase difference. The variable signal (VAR) is transmitted from an aerial that
electronically rotated at 30 revolutions per second. When the two signals (VAR & REF) are
mixed together, the resulting polar diagram will be a cardioid. We call it a «limacon». It
The rotation of the limacon creates an effective amplitude modulation of 30 Hz. The VOR
receiver splits these two signals into the two original components. The two signals are
processed through different channels and the phase of the 30 Hz modulations of the fixed
REF signal and the VAR signal are compared in a phase comparator. The phase difference
between these two signals is directly proportional to angular position with reference to the
VOR station.
As explained, magnetic North is the normal reference for the radials, so when 0° phase
difference is detected, the receiver is on the 360° radial from the station. VOR Figure: 4
shows the phase difference and variable signal at the cardinal points.
28
3.2 Distance Measuring Equipment (DME)
DME Figure: 1
Distance Measuring Equipment, DME, is a ground-based radio navigation aid that allows
several aircraft to simultaneously measure their distance from a ground reference (DME
frequency (RF) pulse that is emitted by the aircraft transmitter and returned at a different
The DME can provide distance to a runway when the DME is collocated with an instrument
landing system (ILS) station. En route distance information is provided when a DME is
29
The DME frequency is paired to the VOR frequency. A DME interrogator automatically
tunes the corresponding frequency when the associated VOR is selected. Since the VOR
tells us the radial and the DME gives the distance, we can determine our position from
DME distance is the actual distance from the aircraft to the station, not the distance along
the ground. For example, an aircraft 5280 feet directly above a DME station. The aircraft is
30
3.2.1 Basic DME principles
DME equipped aircraft transmit encoded interrogating RF pulse pairs on the beacon's
receiving channel. The beacon replies with encoded pulse pairs on the airborne equipment’s
The interval between the interrogation emission and the reply reception provides the aircraft
with the real distance information from the ground station; this information displays on the
cockpit indicator.
The ground transponder can answer 100 to 200 interrogators at a time; i.e., 2700 to 4800
pulse pairs per second (PPPS). It generates random pulse pairs (squitter) to maintain a
minimum pulse repetition frequency (PRF) of about 800 whenever the number of decoded
interrogations is lower than this range. Older DME ground equipment are typically limited
to 100 interrogators at a time (2700 PPPS), newer equipment can handle over 200.
The aircraft’s receiver receives and decodes the transponder’s reply. Then it measures the
lapse between the interrogation and reply and converts this measurement into electrical
output signals. The beacon introduces a fixed delay, called the reply delay, between the
reception of each encoded interrogating pulse pair and the transmission of the corresponding
reply.
The transponder periodically transmits special identification pulse groups that are
interwoven with the reply and squitter pulses; the aircraft decodes these special pulses as
31
The aircraft’s receiver uses a stroboscopic technique to recognize the replies to its own
A radio pulse takes around 12.36 microseconds to travel one nautical mile (1.9
km) to and from, this is also referred to as a radar-mile. The time difference
32
delay is measured by the interrogator's timing circuitry and translated into
ADF Figure: 1
Onboard the aircraft, the Automatic Direction Finder, or ADF, detects the non-directional
beacons (NDB) signal. The NDB is a ground-based radio transmitter that transmits radio
The ADF determines the direction to the NDB station relative to the aircraft. This can be
displayed on a relative bearing indicator. The relative bearing indicator looks like a compass
card with a needle superimposed, except that the card is fixed with the 0 degree position
corresponding to the centerline of the aircraft. To track toward an NDB the aircraft is flown
33
so that the needle points to the 0 position, the aircraft will then fly directly to the NDB.
ADF Figure: 2
34
3.3.1 ADF Receiver: pilot can tune the station desired and to select the mode of operation.
The signal is received, amplified, and converted to audible voice or Morse code
transmission and powers the bearing indicator. See below ADF Diagram: 1.
ADF Diagram: 1
3.3.2 Antenna: The aircraft consist of two antennas. The two antennas are called LOOP
antenna and SENSE antenna. The ADF receives signals on both loop and sense antennas.
The loop antenna in common use today is a small flat antenna without moving parts. Within
the antenna are several coils spaced at various angles. The loop antenna sense the direction
35
of the station by the strength of the signal on each coil but cannot determine whether the
bearing is TO or FROM the station. The sense antenna provides this latter information.
ADF Figure: 3
36
ADF Figure: 4
• ANT position: It is used to receive weather information or to listen to other comm. Only
3.3.3 Control Box (Digital Readout Type): Refer to the ADF Figure: 4. Most modern
aircraft has this type of control in the cockpit. In this equipment the frequency tuned is
displayed as digital readout. ADF automatically determines bearing to selected station and it
on the RMI.
37
ADF Figure: 5
3.3.4 Bearing Indicator: Purpose is displays the bearing to station relative to the nose of
the aircraft. Relative Bearing is the angle formed by the line drawn through the center line of
the aircraft and a line drawn from the aircraft to the radio station.
38
ADF Figure: 6
39
ADF Figure: 7
ADF Figure: 8
40
3.3.5 BASIC ADF PRINCIPLES
In order to fully understand the operation of an automatic direction finder (ADF) system, it
is advantageous to first examine the radio wave which induces the signals in an ADF
antenna system.
A radio wave consists of two electromagnetic field components; an electric field (E) and a
magnetic field (H). These fields are perpendicular in space and their amplitudes vary
ADF Figure: 4
Stations which broadcast in the ADF band (190 kHz - 1799 kHz) transmit vertically
polarized radio waves, meaning that the E field is vertical in space, while the H field is
horizontal. It is the magnetic field of the radio wave which induces voltages in the loop
The loop antenna consists of two mutually perpendicular windings on a square ferrite core.
The high magnetic permeability of the ferrite core serves to concentrate the magnetic field
41
through the loops and increase the induced signal. The voltages that are induced in the loop
windings lag the H field by 90° due to their inductive nature. The axis of one winding is
aligned with the longitudinal axis of the aircraft, and the voltage in it is proportional to the
sine of the angle between the nose of the aircraft and the station, an angle known as the
relative bearing. The other winding axis is parallel to the lateral axis of the aircraft, and a
voltage proportional to the cosine of the relative bearing is induced in it. ADF Figure: 10
the two induced voltages as the relative bearing changes through 360°.
ADF Figure: 10
42
43
3.4 Instrument Landing System (ILS)
Another very important radio navigation system is the ILS - the Instrument Landing System.
It uses specialized radios to guide approaching aircraft safely to the runway in low-visibility
conditions. The ILS provides lateral and vertical guidance signals to aircraft approaching a
runway.
There are three components to the ILS: The localizer, the glideslope indicator, and the
marker beacons.
44
3.4.1 Localizer (LOC)
The localizer is used to provide lateral guidance to the aircraft and thus allows for tracking
the extended runway centre line. The localizer information is typically displayed on a course
deviation indicator (CDI) which is used by the pilot until visual contact is made and the
landing completed. The localizer radiates on a carrier frequency between 108 to 112 MHz
with 50 kHz channel spacing. This carrier is modulated with audio tones of 90 Hz, 150 Hz,
and 1020 Hz. The 1020 Hz tone is used for facility identification.
LOC Figure: 1
The localizer facility provides a visual display of the aircraft’s position relative to a straight
approach line to the runway. The ground based localizer antenna system generates two
patterns. Refer to LOC Figure: 2. One pattern is directed toward the right side of the runway,
the second to the left. The two patterns have the same carrier frequency but different audio
45
modulating signals. The pattern to the left of the runway (in normal approach) is 90Hz
amplitude modulated while the pattern to the right is 150Hz amplitude modulated.
The ratio of 90Hz to 150Hz audio, after demodulation, is dependent only upon the position
of the aircraft within the patterns. The patterns are adjusted so they are of equal strength on
a vertical plane extending out from the runway centerline. When the aircraft is on this plane,
LOC Figure: 2
46
3.4.2 Glideslope
GS Figure: 1
Glideslope is the vertical path – the descent path – to the runway. The Glideslope Indicator
tells us if our vertical path is on target for touchdown at the correct spot on the runway, or if
we are too high or too low. If we are too high, we’ll land long, and there may not be enough
runway to stop safely. If we’re too low, we’re in danger of touching down before the
runway.
The glide slope provides the pilot with vertical guidance. This signal gives the pilot
information on the horizontal needle of the CDI to allow the aircraft to descend at the proper
angle to the runway touchdown point. The glide slope radiates on a carrier frequency
between 329 and 335 MHz and is also modulated with 90 Hz and 150 Hz tones. The glide
slope frequencies are paired with the localizer, meaning the pilot has to tune only one
receiver control.
47
The radiation patterns of a typical glide slope system are similar to those of the Localizer - if
you remember to rotate the pattern so that it is vertical instead of horizontal. The null in the
sideband-only (SBO) signal produces essentially a straight glide path angle for the aircraft.
The patterns are arranged so that 90 Hz modulation predominates above the glide path and
The glide path angle is normally referenced at 3 degrees. If the aircraft is on this
three-degree glide path, equal amounts of the 90 Hz and 150 Hz are received and the CDI
will be centered. If the aircraft is above the glide path, the 90 Hz modulation exceeds that of
the 150 Hz and produces a deflection on the CDI downwards. If the aircraft is below the
established glide path, the 150 Hz modulation predominates and produces a similar but
opposite deflection. This deflection corresponds to the direction the pilot must fly to
intercept the glide path and is proportional to the angular displacement from the glide path
angle. As with the localizer, the full scale deflection is 150 microamperes. Typically, the
glide slope sensitivity is set so that the full-scale indications occur at approximately 2.3 and
There are 40 glideslope frequencies in use today with a channel separation of 150KHz and
each of these is paired with a localizer frequency as shown in TABLE 1 SHARED LOC/GS
FREQUENCIES.
48
Table 1 (Shared LOC/GS frequencies)
GS Figure: 2
49
3.4.3 Marker Beacons
MB Figure: 1
50
The three marker beacons tell the pilot how is the distance of aircraft is from the runway
threshold. They will give audio signals to the pilot to indicate the aircraft is approaching the
runway. The Outer Marker is about 4.0 NM from the runway threshold. It provides height,
distance and equipment checks to aircraft on final approach. The Middle Marker is about 0.6
NM from the runway. It indicates that visual contact with the runway is forthcoming. The
Inner Marker lets us know that we are close to arrive at the runway threshold.
Marker Beacon receivers are used to provide accurate fixes by informing the pilot of his
passage over beacon stations located on airways and ILS approach courses. Three types of
beacons are used. They are the outer marker, middle marker, and inner marker. The three
markers are used in conjunction with radio instrument landing systems. The markers are all
The outer marker is normally positioned on the front localizer course near the point where
the glideslope approach path intersects the minimum inbound altitude after the procedure
turn. Distance from the airport will vary from 4 to 7 miles. Radio frequency from the outer
marker is projected vertically in an elliptical cone shaped pattern. The outer marker signal is
modulated at 400Hz: and is keyed to emit dashes at a rate of two per second. When passing
51
the outer marker, the blue light flashes "on/off" at a two per second rate and the pilot hears a
The middle marker is normally located on the front localizer course about 3200 feet from
the approach end of the ILS runway. The radiated pattern is similar in shape and power to
the outer marker. The middle marker signal is modulated with 1300Hz and the modulation
is keyed to identify by alternate dots and dashes. When the equipped aircraft passes the
middle marker the pilot hears a medium pitched tone in a series of dots and dashes and the
The inner marker is located close to the end of the runway. Radio frequency from the inner
marker is projected in a vertical cone shaped pattern. The inner marker signal is modulated
at 3000Hz and is keyed to emit dots at a rate of six per second. When passing the inner
marker, the white light flashes "on/off" at a six per second rate and the pilot hears a series of
high tone dots. The inner marker is used to indicate a point approximately 1500 feet from
the runway and if on a proper glide path the altitude above the runway should be
52
3.5 Global positioning system (GPS)
GPS Figure: 1
The most modern and accurate navigation system is a constellation of 24 satellites (21 active
and 3 spare) orbiting the earth - the Global Positioning System. The satellites circle the
Earth twice a day at an altitude of 11,000 miles. Over most of the earth, at least five or more
53
GPS Figure: 2
1) The signal from the satellite is transmitted as a pulse code. Each satellite sends a unique
2) The receiver in the airplane already knows the code patterns sent by every satellite. It
searches until it locates a satellite signal that matches a stored pattern. The satellite message
also tells the receiver the time the signal was transmitted. By comparing this time with the
time of arrival at the receiver, a time difference is calculated. This is multiplied by the speed
54
GPS Figure: 3
When only one signal is received, the airplane may be located anywhere on the surface of a
sphere (or “bubble”), with the satellite (SV1) at its center. After receiving a second satellite
(SV2) the spheres intersect and narrow the position is further refined. It takes a fourth
Receiving a fourth satellite is required for correcting the clock in the GPS receiver. That
enables a low-cost clock to keep sufficiently accurate time for the distance-solving problem.
55
3.5.3 GPS Receiver
GPS Figure: 4
By using the information encoded in the satellite radio signals, GPS receivers able to
calculate their current position - latitude, longitude, and elevation - and the precise time.
This information will use by many systems onboard the aircraft, including the FMS – the
56
Chapter 4
4.1 Conclusion
In this final year project, the requirement is doing analysis on avionics architecture and
navigation system; and I had been studied the MD-11 avionics architectures. By studying
those architectures, my knowledge really gained a lot. Although that is only one of the flight
I able to completely go through, that is more than enough for me to do research through the
year. On the other hand, I’m also learned how to plan and proceed a project without over the
due date.
Actually, that is because the limitation of time and budget, what I can provide for this
project is just basic principle theory for each type of navigation product that I was explained
Anywhere, I’m proud to say that studying my project; it is good enough for beginners in
aerospace engineering.
57
4.2 Recommendation and Future Work
In fact, this project topic can be said that is quite general and too many aspects need to do
research. To fulfill this topic I’ve to analysis each part of the architecture become unable to
What I want to recommend is; we just extract one of the architectures as a topic for final
year project. Then we have more time cater for study and fully analysis, beside we add in
58
REFERENCES
[1] “The Avionics Handbook” edited by Cary R.Spizer, AvioniCon, Inc Williamsburg,
Virginia.
Buckwalter.
[4] http://en.wikipedia.org/wiki/Air_data_inertial_reference_unit
[5] http://www.thalesatminc.com/Technology/DME415.htm
[6] http://www.freepatentsonline.com/3729683.html
[7] http://www.nordian.net/demo_files/Radio_Navigation_demo.pdf
[8] http://www.thaitechnics.com/nav/adf.html
[9] http://www.navfltsm.addr.com/ils.htm
[10] http://wapedia.mobi/en/Distance_measuring_equipment?t=4.#4.
[11] http://www.pilotfriend.com/training/flight_training/nav/ils.htm
[12] http://en.wikipedia.org/wiki/Primary_flight_display
[13] http://www.mech.gla.ac.uk/~sharpj/lectures/lasers/notes/laser_gyro.pdf
[14] http://www.casa.gov.au/pilots/download/ILS.pdf
59
Appendix A
Acronyms
AC — advisory circular
AD — airworthiness directive
60
AOA — airport operating area
AP — autopilot system
61
ATC-TFM — air traffic control traffic flow management
CAT — category
62
CFIT — controlled flight into terrain
DH — decision height
63
DME — distance measuring equipment
64
FATO – Final Approach and Takeoff Area
FB — fly-by
FD — flight director
FL — flight level
FO — fly-over
GA — general aviation
65
GAMA — General Aviation Manufacturer’s Association
GS — groundspeed
HF — high frequency
66
HITS — highway in the sky
IF — intermediate fix
IPV — instrument procedure with vertical guidance (this term has been renamed APV)
67
LF — low frequency
LOC — localizer
68
MIA — minimum IFR altitude
NA — not authorized
69
NAT/OPS — North Atlantic Operation
ND — navigation displays
NM — nautical mile
70
NTAP — Notice to Airmen Publication
PA — precision approach
PF — pilot flying
PinS — Point-in-Space
PM — pilot monitoring
71
POH — pilot’s operating handbook
PT — procedure turn
PTP — point-to-point
TA — traffic advisory
72
TACAN — tactical air navigation
TM — traffic management
73
RJ — regional jet
RWY — runway
SM — statute mile
74
SMS — surface management system
US — United States
75
VLJ — very light jet
VSO — stalling speed or the minimum steady flight speed in the landing configuration
WP — waypoint
76