11.

18: On
Board
Maintenance
System

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 INTRODUCTION
• The purpose of an OBMS is to assist in troubleshooting and maintenance of an integrated digital
avionic system on board of aircraft. The OMS was designed for the inexperienced operator of
such a system. If avionics problems arise, the operator shall be able to fix these problems quickly
and correctly.
• The OMS
i. allows troubleshooting of systems and subsystems
ii. enables testing of systems ('integrated maintenance test’ (IMT))
iii. provides failure codes
iv. provides download functions for failure recordings.

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Figure 1.1 Typical On Board Maintenance System
• Each digital subsystem in an
avionic system is continuously
monitored for valid operation.
• Any loss of activity, invalid
output or reported faults in the
LRU is recorded for later analysis
by the maintenance crew.
• Each type of fault recording
includes the source and type of
fault, the date and time of the
last occurrence and a count of
how many of these faults has
occurred (or how often the same
fault has occurred).
• IMT Main Menu Page on the MFD

• This data can then be retrieved by the

maintenance crew to determine the
appropriate LRU to be removed or what
maintenance tests to be performed.
• Each radio module has its own fault storage
memory.
• Some non-radio LRUs have their own
battery backed-up storage memory, and
some have no fault storage memory at all.
• Those that are without fault storage
memory, and that do not interface with the
integrated avionic computer (lAC), report
their faults to the fault warning computer.
• The integrated avionics
system incorporates a
support tool known as IMT
(integrated maintenance
test).
• It provides the test of the
system, or subsystems,
detection of faults stored in
the fault warning computer
and downloading of fault
reports for analyzing with
special equipment
(analyzing software).

IMT AFCS Sub-menu on the MFD

Typical CMCS function

• Fault processing
• Testing
• Data Loading

CMCS
- Fault History
- Input Monitoring
- Configuration Reporting
- Shop Faults
- Engine balancing
- Proximity Sensor Electronics Unit (PSEU) and Air/Ground Rigging
- Report Generation
CMCS RESPONSIBLE FOR

Fault Monitoring for Processing the fault

aircraft system information

Monitors and matches or

lates Flight Deck Effects
co-reSupplying
(FDE’s) activities.
maintenance messages
 FDE are conditions related to the safe operation of the
aircraft which are indicated to the flight crew and ground
crew.
Flight Deck This enables to find the cause of the FDE and take the

Effects appropriate corrective action in accordance with:-

• - Fault Isolation Manual (FIM)

Activites • - Aircraft maintenance Manual (AMM)

The Aircraft systems continually monitor conditions which

are related to the loss of a system or function.

If the loss condition requires rectification or deferral the

Aircraft generates FDE Data which is sent to the AIMS and
is displayed on the Integrated Display System.
11.18.2.1: Central Maintenance Computing System - General Layout and Description
Figure 2.2 Central Maintenance Computing System
• The AVLAN is a 10-Base-T Ethernet System and is part of the Aircrafts On board LAN (OLAN).
• To access to the Fault Information contained in the AIMS CMCS (Central Maintenance Computing
Function) the MAT and the PMAT and BROUTER are used.
• These communicate through the By Pass Switch 1 and 2 which are connected to the AIMS
CPM/COMM modules using Fibre Optic cables. The By Pass Switch 1 and 2 are Data Converters
changing the 10-Base-T Ethernet signals (using wires) to 10-Base-T Fibre Optic signals for the
Input to the AIMS and Fibre Optic signals to 10-Base-T Ethernet signals for the Output of the AIMS.
• The MAT only communicates with the Left AIMS Cabinet and the PMAT only communicates with the
Right AIMS Cabinet.
• The GROUND TEST switch on the ground test panel permits certain CMCS ground tests, data
loads and special functions. It also provides power to the PMAT in the MEC.
• The Flight Crew and Ground Crew are able to gain access to the MAT as it is located within the
Flight Deck. There is a MAT keyboard stowed directly in front of the MAT for use when required.
Figure 2.3
Figure 2.3 Maintenance Access Terminal (MAT) – B777
11.18.2.2: MAT Page Displays

• Central maintenance Computing Function (CSCF)

• Data Communication Management Function (DCMF)
• Flight Management Computing Function (FCMF)
• Primary Display Function (PDF)
MAT Page Displays
Line
Maintenance
Figure 2.9 MAT – Main Menu – Report
11.18.2.3: Central Maintenance Computing System – Flight Deck Printer

• The CMCS has a Flight Deck Printer which is connected to the:

• • ARINC 429 Data Bus High and Low Speed
• • Ethernet
• It is situated at the end of the Centre Pedestal
11.18.3: Typical Central Maintenance Computing System – Airbus A380

• The structure of the On Board Maintenance System (OMS) is contained within the
Network Server System (NSS) within the ‘Open World’ part of the overall Avionics
System. However, there is still communication with the ‘Avionics World’ via two (2)
Secured Communication Interfaces (SCI’s) (Firewalls) which is a vital part of the OBS.
Figure 3.1
• The OMS uses the NSS On Board Information System (OIS) contained in the:
• • Avionics Domain
• • Communications & Cabin Domain
• In this system the OBS is sub divided into three (3) main functions which are the: Figure
3.2
• • Central Maintenance System (CMS)
• • Data Loading and Configuration System (DLCS)
• • Aircraft Condition Monitoring System (ACMS)
• Whilst these functions are appear to be more clearly defined the objectives as we
discussed in the Introduction to the OBS (11.18.1) is the same.
 Avionics
World:

• This contains all

of the Aircraft
Systems and the
Satellite
Communications
(SATCOM)
• • The Airline
Operational
Control Centre’s
& Service
Providers
• • These include
the specific
Airlines Centre’s
Aircraft and
Engine
Manufacturers

Figure 3.1 NSS - On Board Maintenance System

Human Machine
Inteface

• Human Machine Interfaces:

Figure 3.2 and 3.3 these
include the:
• On Board Maintenance
Terminal (OMT)
• On Board Information
Terminals (OIS)
• Portable Multipurpose Access
Terminal (PMAT)
• Printer
• Cabin Systems

Provides fault information to the Communications & Cabin Domain

Maintenance Access Terminal + Portable
• To access Data and Interface with CMCS.
• Also have “On-Line Help” Facilities
 11.18.4: On Board Maintenance Systems – Safety Precautions

especially relevant when undertaking Interactive Testing.

 11.18.5: Central Maintenance
System – Aircraft Structure
Monitoring

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There are many different types and approaches to sensors which include:

• Fibre Bragg diffraction grating sensors: Fiber-optic cables embedded in the structure are laser
marked with optical interference patterns. Any local strain causes a slight change in the sensor's
light transmissionwavelength.
11.18.2 ENGINE TREND ANALYSIS

Engine trend analysis consists of:

• recording engine and aircraft parameter 'pictures' at a constant flight
condition for each flight taken
• assessment of recorded data for maintenance purposes.
• The parameters recorded and the conditions for recording are based on the
engines used and the maintenance requirements of the aircraft operator.
Up to 200 trend points or 25 parameters can be recorded. When 80% of
memory capacity is reached, a crew alerting system message is displayed.
• The trend data will automatically be stored at barometric altitudes above
6,000 feet, if a stabilized cruise flight condition has been established for 2
minutes.
Stabilized cruise flight condition
• Note: 'Stabilized cruise flight condition' is defined as follows:
• • change in barometric altitude: less than ± 100 feet
• • change in indicated airspeed: less than ± 5 knots
• • change in HP compressor speed: less than ± 0.2 %
• • change in torque: less than ± 1 %
• • change in propeller speed (for turbo-prop aircraft): less than ± 0.5 %.
• After data have been accumulated over several flights, this
information can be used to assess the long-term engine performance
trends and the general health of the engines.
• The need for on-condition maintenance can be determined and
scheduled maintenance times can be based on the actual engine use
and performance.
• These capabilities reduce the down-time of the engine and the
aircraft.
• shows the parameters of a
turboprop aircraft that are stored
for a trend recording analysis.
11.18.3 ENGINE EXCEEDANCE RECORDING

Several engine parameters are monitored for operation beyond normal operational limits.

When one of these parameters goes beyond its limits, a recording of a variety of engine and aircraft parameters is
made for later retrieval and analysis.

The limits that are checked for each parameter consist of a threshold value and a time value for threshold exceedance
before the exceedance is recorded.

Several limits of varying thresholds and times can apply to a parameter.

In addition, the flight crew can request a recording of the engine data with the push of a button for a later look at
engine conditions of interest.

Up to 50 limit exceedance recordings of 25 parameters can be performed. The exceedance page is available as a
popup on the multi-function display (MFD) and shows data from the last event.