AVIONICS SYSTEM DESIGN

FINAL DESIGN ASSIGNMENT REPORT

AVIONICS SYSTEM UPGRADE OF AN ATR 42-500 AIRCRAFT

SUBMITTED TO:

SIR IRFAN MAJID

SUBMITTED BY:

ZAINAB WAHEED (18070123)

SOBAN SAADULLAH (180701021)

DATED: 6th Feb 2022

AVIONICS 04

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1. Introduction:

Figure 1.1: ATR 42-500

The ATR 42-500 is a regional airliner produced by ATR. The high-wing airliner is
powered by two turboprop engines, Pratt & Whitney Canada PW127s. Capacity varies
between 40 and 52 passengers, hence the "42" in its name. The ATR 42-500 was an
upgrade from the previous variants with new six-bladed propellers, improved hot and
high performance, increased weight capacity, and an improved passenger cabin.
The task assigned to us was to upgrade the Avionics Systems of the ATR 42-500 aircraft.
The objectives of the upgrade are as follows:
➔ Conversion of the current conventional cockpit to glass cockpit display while still
maintaining all current functionality.
➔ Conversion of Avionics Architecture to IMA concept.
➔ Replacement of FCS with FBW system.
The main functions of the FCS implemented in the FBW system are Stall Warning and
Correction, and Autopilot. The current flight controls being implemented are through
pneumatic, hydraulic and mechanical systems. FBW means that all of this will be done
using electrical signals. The IMA Architecture functions include Fault Monitoring and
Display, Flight Control System, Monitoring and Automation, Vehicle Environmental
Control, and Communication Control. The Fault Monitoring system includes Electrical,
Cabin, Landing Gear, and Airframe faults. Vehicle Environmental Control includes Air
Conditioning, Avionics Ventilation, and Pressurization.
This report outlines the work done in the above categories.

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2. Mission Profile:
A mission profile is a scenario that is required to establish the weight, fuel, payload,
range, speed, flight altitude, loiter and any other operations that the aircraft must be able
to accomplish. The mission requirements are specific to the type of aircraft.
A generic mission profile for a commercial aircraft is shown below:

Figure 2.1: Typical Mission Profile of Commercial Aircrafts

The cruise in this profile is seen to be “Step Cruise or Step Climb”. A step climb in
aviation is a series of altitude gains that improve fuel economy by moving into thin air as
an aircraft becomes lighter and becomes capable of flying in the thinner air at higher
altitude.

Phase of Flight Avionics Systems Used Time Taken

Taxi/Takeoff FBW(Flaps, Ailerons), MFDs, Artificial 4-5 minutes

Horizon, Runway Alignment,
Communications, FCS

Climb to Cruise FBW(automatic switching of control 10-20 mins

surfaces), Flight Director, Auto Throttle,
Landing Gear up, Communications, FCS

Step Cruise ECAM, EICAS, FBW (setting elevator Depending on

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 trim, rudder, ailerons), Flight Management Destination (hours)
System, Communications, Autopilot,
Pressurization, Air Conditioning,
Ventilation, FCS, Navigation, TCAS

Descent VOR/DME (Navigation), 4-7 mins

Communications,

Landing and Taxi ILS, FBW (controlling slats and flaps), 5-10 mins
Landing Gear down

Table 2.1: Mission Profile for ATR 42-500

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3. IMA Architecture:

3.1. Why IMA?

IMA principles promote a centralized general-purpose computing resource
composed of a set of common hardware computing modules. Previously
integrated in proprietary task-oriented computers in a federated architecture,
aviation application software is now hosted on general-purpose processors in the
common core computing resource. It reduces the overall avionics weight, volume
and power requirements while permitting cost-effective fault tolerance. It also
lowers recurring procurement costs by allowing hardware and software asset
sharing.
3.2. Our Proposed Design:
Our IMA architecture will be based on the Xilinx Virtex-5 FXT FPGA platform.
They have high-performance embedded systems with advanced serial
connectivity, cross platform compatibility, and most advanced, high-performance,
optimal-utilization, FPGA fabric. The device being used is the XC5VFX200T.

Table 3.2.1: Virtex-5 FPGA datasheet snippet

With improved CPU performance and PCIe Endpoint capabilities, the Virtex-5
FXT family extends the capabilities of Virtex-4 FPGAs by improving logic,
memory, and DSP performance, as well as increasing serial communication rates.
Four, six, or eight integrated Ethernet MACs, as well as one or two embedded
PowerPC 440 CPUs, are available to family members.
The data buses used in conjunction with this processor are the MIL-STD-1553
bus, CAN bus, MIL-STD-1760, and Fiber Channel.

Data Network MAC Speed Physical Data Common Where we

Bus Topology Protocol Medium Transmission Application have
implemented

MIL-ST Bus TDMA, 1 Twisted Half Duplex Military Electric

D-1553B Command Mbps pair Aircrafts Power System
Response copper

CAN bus Bus CSMA/CA 1 Twisted Half Duplex Military/civi FBW system
Star Mbps pair l aircrafts

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 Ring copper and
automobiles

ARINC Bus Ethernet 1 Twisted Full Duplex Airbus, IMA

664 Gbps pair Civil Processors
copper Aircrafts

Table 3.2.2: Data Buses and their Specifications

MIL-STD-1553B: uses an interface that is dual redundant with between 2 and 32

interface devices on the bus. It is used in the Electrical Power Subsystems as it is
a twisted pair of copper wires and has a reasonable transmission rate.

CAN bus: A high speed CAN bus may be used to deliver electronic signals in the
FBW system. CAN bus operates at data rates of up to 1 Mb/sec for cable lengths
less than 40 meters. If the cable length increases, the data rate typically falls to
125 Kb/sec for 500 meters (1,640 feet) in length. The data signal is normally
transmitted on a twisted pair of wires (shielded or unshielded). Controllers
connected to the CAN bus can transmit data to the bus and receive data from the
bus. Data collisions on the bus are avoided using the CSMA/AMP technique.
Carrier Sense Multiple Access (CSMA) ensures that a terminal will transmit only
when the bus is quiet (no carrier). If two or more terminals try to transmit at the
same time, the bus arbitration logic connects the terminal with a higher-priority
message (Arbitration based on Message Priority).

ARINC 664: ARINC 664 (AFDX) is for safety critical applications such as
critical avionics systems and their connection to the IMA processor. The central
feature is Virtual Links- a point-to-point or multicast connection through the
network.. Virtual links are unidirectional logic paths from the source end-system
to all of the destination end-systems. Unlike that of a traditional Ethernet switch
which switches frames based on the Ethernet destination or MAC address, AFDX
routes packets using a virtual link ID, which is carried in the same position in an
AFDX frame as the MAC destination address in an Ethernet frame.AFDX relies
on parallel, redundant networks to provide an additional level of fault tolerance.

3.3. Architecture:
The IMA Architecture was implemented in SIMULINK in three processors, one
for Communication System, Vehicle Environmental Control System, and CCAS, a
separate one for FCS since it is a very critical system and another one for the
system redundancies.
The structure for the first processor is shown below:

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 Figure 3.3.1: IMA Architecture for Processor 1

All of the Communication, Air Conditioning, Ventilation, Pressurization and

CCAS functions are being implemented in a single processor. Manual functions
have been omitted in the implementation. The blown up portions of these systems
is shown below:
There are 22 inputs in the Communications block. They could have been
brought on a single line, as the rest of the inputs to systems have been, but since
the Communications system implementation included vector outputs, the function
block was not allowing it.

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 Figure 3.3.2: Communication Block Inputs

There are 20 outputs, 3 fault lights, and 4 transmission key lights. Although there are two
sets of VHF and HF radios, we have only shown one in the architecture for simplicity:

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 Figure 3.3.3: Communications Block Outputs and Lights

The rest of the systems have been combined through a MUX and DEMUX to
handle the wires. There are 6 inputs in the Air Conditioning Block:

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 Figure 3.3.4: Air Conditioning Block Inputs

There are 6 outputs and 4 fault lights

Figure 3.3.5: Air Conditioning Block Outputs and Lights

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There are two inputs in the Ventilation block.

Figure 3.3.6: Ventilation Block Inputs

There are four outputs and 2 fault lights.

Figure 3.3.7: Ventilation Block Outputs and Lights

The Pressurization Block has 3 inputs:

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 Figure 3.3.8: Pressurization Block Inputs

There are 3 outputs and one indicator showing cabin altitude:

Figure 3.3.9: Pressurization Block Outputs and Indicator

The CCAS has 4 inputs from different systems for Fault Monitoring and
Display: DC Voltage from Electrical System, Smoke in the Cabin, Landing Gear
and Airframe.

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 Figure 3.3.10: Fault Monitoring and Display Block Inputs

There are four outputs and 4 fault lights in the CCAS panel. Amber indicates
Caution and Red indicates Warning.

Figure 3.3.11: Fault Monitoring and Display Block Outputs and Lights

The second Processor is for FCS shown below:

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 Figure 3.3.12: FCS Processor
\

There are four inputs, 6 outputs, and 1 Fault light.

3.4. Requirements Linking and Report:

The functioning of various blocks is explained in the requirements list, which
were linked line by line in the code of the processor.

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After the linking was done to both processors, Requirements Reports were
generated. The reports were quite long so just a snippet has been added:

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Figure 2.4.1: Requirements Report for Processor 1

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 Figure 2.4.2: Requirements Report for Processor 2

3.5. Certifications:
The certification of IMA is done under RTCA DO-297. DO-297, Integrated
Modular Avionics (IMA) Development Guidance and Certification
Considerations is one of the primary documents by which certification authorities
such as the FAA and EASA approve IMA systems for flight.
DO-297 contains guidance for Integrated Modular Avionics (IMA) developers,
application developers, integrators, certification applicants, and those involved in
the approval and continued airworthiness of IMA systems in civil certification
projects. It is focused on IMA-specific aspects of design assurance. IMA is
described as a shared set of flexible, reusable, and interoperable hardware and
software resources that, when integrated, form a platform that provides services,
designed and verified to a defined set of requirements, to host applications
performing aircraft functions. The primary industry-accepted guidance for
satisfying airworthiness requirements for IMA components is included and it
describes application properties as they relate to their integration with a platform.

3.6. Redundancies:
Redundancy is the duplication of vital systems for use in the event of a failure.
Redundancy is required to reduce the probability of a major fault affecting the
flight of a commercial aircraft. The use of multiple computers for FBW flight
operations eliminate the possibility of a computer failure which could cripple the

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aircraft. We will use Dissimilar Redundancy, which is being used in a lot of
commercial aircrafts already. Dissimilar Redundancy comprises the following:
● Use of two or more different types of processors with dissimilar software
● Use of backup analog system in addition to the main digital system which
is at quadruplex or triplex level of redundancy
● Use of a backup system using different sensors, computing and control
means (for example, separate control surfaces)
● Combinations of different redundancy types
Our architecture is based on inputs from different sensors and involves
computation from different sources. All sensors will have quadruplex level
redundancy and so will the critical flight system. Flight Control System will also
have quadruplex redundancy, meaning 4 flight computers will be deployed. Other
less critical systems will have dual or triplex redundancy. Other than that, the
buses will have triplex redundancy.

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4. Cockpit Configuration using MFDs
First ATR 42-500 was delivered to Italian Operator Air Dolomiti on 31st October 1995.
Its cockpit consisted of conventional Analogue Displays like shown in the following
figure.

Figure 4.1: Conventional Cockpit

Flight Data was presented on a cluster of analogue dials with needles pointing the
readings from data sensors. Following figure shows a conventional vertical speed
indicator.

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 Figure 4.2: Conventional Vertical Speed Indicator
This configuration has been stressful for the pilots as they had to keep a close watch on
the indicators during flights. Development of LCDs revolutionized the aviation industry
by replacing conventional analogue displays with MultiFunctional Displays. Following is
a brief account of MFDs and their functions in an ATR42-500.

4.1. MFDs and their Layouts

There are five MFDs in the cockpit. Two Primary Flight Displays (PFDs), two
Navigation Displays (NDs) and one Engine Warning Display (EWD). A set of
PFD and ND is oriented on each side of the cockpit for Captain and Co-pilot,
while EWD is placed at the center of the cockpit dashboard. Following is the
configuration of MFDs in ATR 42-500.

Figure 4.1.1: MFDs in Cockpit

Function and Layout of PFD:

A PFD replaces six electro-mechanical indicators which include: Mach meter,

Vertical Speed Indicator, Artificial Horizon Indicator, Altimeter and
Heading/Compass Indicator. These six indicators are considered to be the most
critical ones, therefore PFD displays all of these indicators all the time during a
flight.

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 Figure 4.1.2: PFD Page

Function and Layout of ND:

Navigation Display primarily displays heading information, but it can be tuned to
display weather and ground radar maps, flight management system parameters,
pressurization, air conditioning, air ventilation and information of all systems on
the aircraft. MFD is commonly referred to as Navigation Display due to the fact
that the primary page comprises Navigation Indications.

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 Figure 4.1.3: ND Page

Bottom part of the ND can simultaneously be used to display modes and

frequencies set for communication, VOR and Surveillance Radar.

Secondary Page:
This page is dedicated to radar’s display. Modes for Ground Radar and Weather
Radar can be selected by the pilot using the Weather Radar Control Panel.

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 Figure 4.1.4: Weather and Radar Page

Other Pages:
More pages have been added to provide working status of the systems to the
pilots. These pages include Pressurization, Air Conditioning, Air Ventilation and
Engine Secondary Page.

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Figure 4.1.5: Pressurization Page

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 Figure 4.1.6: Engine and Fuel Page

EWD
Engine and Warning Display comprises of following regions:
- Engine Primary Instruments: It displays Inter-Turbine Temperature,
Rotation Speed of Propellor.
- Permanent Data: It displays fuel used, time, weight and temperature.
- Control Surfaces: Shows positions of control surfaces.
- Alert Window: Depicts faults and warnings
- Procedure Window: Displays checklists

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 Figure 4.1.7: EWD Page

Data of both engines is displayed simultaneously.

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 Figure 4.1.8: EWD Page

Actual MFDs:
We recommend following MFDs for upgrading ATR-42 500 from conventional to
Glass Cockpit:
- 7’’ Portrait Display Garmin G700 to be used as Primary Flight Display,
Engine and Warning Display
- Touchscreen-Controlled Garmin GTN 725 for Navigation Displays

Both displays are certified to Level A requirements for Commercial Applications.

Complete with a range of advanced flight display capabilities, the Garmin
displays offer operators rich, interactive mapping that also display airspace,
frequency information and more. The touchscreen interface allows pilots to
graphically edit flight plans on the moving map display, providing an easy and
intuitive way to make flight plan modifications at any time.

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Overall Cockpit Layout

As we have already discussed, conventionally a large cluster of

electro-mechanical dials were used to display critical data of the flight. We have
substituted the cluster with High Tech MFDs. Thus, upgrading the cockpit to
Glass Cockpit. Following is the cockpit layout we suggest for ATR 42-500.

Figure 4.1.9: Overall Cockpit Layout

Cluster of dials have been replaced by five MFDs; Two PFDs, two NDs and one
EWD. PFDs and NDs are placed at the dashboard right in front of Pilot and his
Copilot. Engine and Warning Display has been oriented on the center console as
shown in the following figure.

Figure 4.1.10: MFD placement in Cockpit

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 Figure 4.1.11: MCDU

Two Multipurpose, Control and Display Units are placed on the center console,
each for pilot and copilot. The pilot can insert commands to various systems
through this unit. Functions of MCDU include; giving inputs of Flight
Management System and Radio Control System.

A pair of EFIS Control Panel (ECP) are located on the central console, one for
pilot and second one for copilot. ECP houses six buttons to select different pages
on the MFDs and controls for Navigation Display.

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 A set of

Multipurpose Control Panels (MCP) is located on the central console.

Communication, Radar and Navigation Commands are given through this panel.
MCP is shown in following figure:

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5. FBW System:
The integration of Fly By Wire Flight with Flight Control System is a watershed for the
Aviation Industry. It enabled the designers to design mechanically unstable aircrafts and
create marvels of Aviation by controlling the surfaces by the FBW Flight Control
System.The FBW system provides high-integrity automatic stabilization of the aircraft to
compensate for the loss of natural stability and thus enables an aircraft with a better
overall performance to be produced compared with a conventional design.

Following is the proposed FBW for ATR 42-500 Aircraft. Each control surface has its
designated actuator. Each actuator has its own control electronics that receive signals
from FCS and translate it to create a movement through the actuator. Air Data Sensors are
located at the nose of the aircraft. Control Stick or Inceptor is the instrument which the
pilot uses to command a maneuver. The Flight Control System is located in the Avionics
Bay just beneath the cockpit. Motion sensors are located at the cg point of aircraft to
accurately register even the slightest motion the aircraft experiences.

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The figure above shows a FBW system taking commands from pilot and FCS is
computing to verify if the commands persistently allow aircraft to flow its flight
envelope.

The figure shown below shows the quadruplex redundancy FBW system we have
designed for this aircraft. FBW is a safety critical system and it requires level A
assurance, so the failures can be avoided by increasing redundancy of channels.

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Actuator Control Electronics take inputs from four redundant channels coming from FCS.
Further quadruplex electric actuators are used to ensure the required level of safety assurance
The motion is controlled by four control valves which precisely get us the desired amount of
motion of the control surface. And at the last four feedback loops comprising og sensors check if
necessary movement of the control surface has been accurately completed.

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