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Magesh Mani,
Lecturer, Aeronautical Department,
Rajalakshmi Engineering College
such as an AWACS
(attack) aircraft
is lighter
seat version
member
(navigator/observer/crew
member)
a team effort
a large system integration activity
done in three stages
iterative
creative, knowledge based.
1150 lbs
Flaps up Clmax:
45 knots, flaps up
Flaps down Clmax:
39 knots, flaps down
Minimum wing area needed to meet the flaps up and flaps down stall speed requirements. Use the larger of the two areas
125.3 sq ft, to meet desired flaps down stall speed
Min. Wing Area =
118.0 sq ft, to meet desired flaps up stall speed
Min. Wing Area =
Wing span sizing. Choose span to obtain desired rate of climb and ceiling
4.00 sq ft
Flat plate area:
122.4 sq ft
Total wing area:
35.5 ft (upper wingspan for a biplane or wingspan for a monoplane)
Wingspan:
estimated k1 =
1.00 biplane span factor
0 ft (lower wingspan for a biplane. Enter 0 for a monoplane)
Lower wingspan:
0 ft (distance between upper and lower wing if the a/c is a biplane. Enter 0 for a monoplane)
Wing gap:
3.5 feet
max fus width:
est airplane 'e'=
0.72 Oswald factor
79 bhp
2422.907489
Max horsepower:
Max prop RPM:
0.066 chord/Diameter @ 75% prop radius
Prop W.R.:
Peak Efficiency 2 Blade Prop Dia. =
66 inches
Peak Efficiency Pitch =
63 inches
63 inches
0.03 .03 concrete, .05 short grass, 0.1 long grass
Propeller Diameter:
mu =
1.15 ratio of takeoff speed to stall speed (1.15 to 1.2)
Est Prop efficiency=
0.75
Vto/Vstall
0.75 ** iterate until equals estimated prop efficiency (then subtract .03 if using a wooden propeller)
Prop efficiency:
Estimated sea level standard day performance
Vmax =
127 mph =
V best ROC =
72 mph =
Vmax L/D =
65 mph =
V min pwr =
49 mph =
Vstall, clean =
50.9 mph =
Vstall, flaps =
45.4 mph =
Wing loading=
9.4 lbs/sq ft
Power loading =
14.6 lbs/horsepower
Estimated takeoff and landing performance
Fixed Pitch Prop
609 feet
T.O. distance =
929 feet
T.O. over 50' =
Landing distance ground roll =
Landing over 50' obstacle =
110
63
56
43
44.2
39.4
knots
knots
knots
knots
knots
knots
Background calculations
Cdo =
Lp =
Lt =
Ls =
lambda =
Wing AR =
Lt cnsspd =
lamda cnsspd=
Cs 3bl =
L/Dmax =
Prop/body int=
Propeller advance ratio, J =
T (fixed pitch)=
Tc (fixed pitch)=
T (constant speed)=
Tc (constant speed)=
R =
Dc =
Xt fixed pitch=
Ht fixed pitch=
Xt constant speed=
Ht constant speed=
T.O. Speed=
Estimated power off sink rate (based on method in the March 1990 issue of Sport Aviation)
0.48 APPROXIMATELY 2/3 of power on 'e'
windmilling e:
min sink speed =
47 knots =
54 mph
sink rate =
506 ft/min
www.aero-siam.com/S405-WingDesign
Performance:
Payload weight and volume
how far and how fast it is to be carried
how long and at what altitude
passenger comfort
flight instruments, ground and flight handling
qualities
Cost
Price of system and spares, useful life, maintenance
hours per flight hour
Civil
FAA Civil Aviation Regulations define such
things as required strength, acoustics, effluents,
reliability, take-off and landing performance,
emergency egress time.
Military
May play a dual role as customer and regulator
MIL SPECS (Military specifications)
May set minimum standards for Mission turnaround time, strength, stability, speed-altitudemaneuver capability, detectability, vulnerability
Lot of Analyses
Ground testing and simulation (e.g. wind
tunnel tests of model aircraft, flight
simulation, drop tests, full scale mock-up,
fatigue tests)
Flight tests
Capability
Reliability
Maintainability
Certificability
Survivability(military)
Availability
Susceptibility
vulnerability
Life cycle cost(military) or cost of
ownership(civil)
Technical risk
Weight & power
Capability:
How capable is avionics system?
can they do the job and even more?
Designer to maximize the capability of the system
within the constraints that are imposed.
Reliability:
Designer strives to make systems as reliable as
possible.
High reliability less maintenance costs.
If less reliable customer will not buy it and in
terms of civil airlines the certificating agencies
will not certify it.
Maintainability:
Closely related to reliability
System must need preventive or corrective
maintenance.
System can be maintained through built in
testing, automated troubleshooting and easy
access to hardware.
Availability:
Combination of reliability and maintainability
Trade of between reliability and maintainability to
optimize availability.
Availability translates into sorties for military
aircraft and into revenue flights for civil aircrafts.
Certificability:
Major area of concern for avionics in civil airlines.
Certification conducted by the regulatory
agencies based on detailed, expert examination
of all facets of aircraft design and operation.
The avionics architecture should be straight
forward and easily understandable.
There should be no sneak circuits and no
noobvious modes of operation.
Avionics certification focus on three analyses:
preliminary hazard, fault tree, and FMEA.
Survivability:
It is a function of susceptibility and vulnerability.
Susceptibility: measure of probability that an
aircraft will be hit by a given threat.
Vulnerability: measure of the probability that
damage will occur if there is a hit by the threat
Life cycle
ownership:
cost(LCC)or
Cost
of
Risk:
Amount of failures and drawbacks in the design
and implementation.
Over come by using the latest technology and fail
proof technique to overcome both developmental
and long term technological risks.
SONAR
RADAR
Military communications
Electro optics (FLIR or PIDS)
ECM OR ECCM
ESM/DAS
Tactical missile guidance
Input
Output
8-bit microprocessor
Up to 8 MHz
64 KB RAM
Single voltage
On-chip peripherals
256 I/O ports
8080 object-code compatible
Produced: From 1977 to 1990s
Common manufacturer(s): Intel and several
others
Instruction set: pre x86
Package(s): 40 pin DIP (Dual in-line package)
Features
8080
8085
2 - 3.1
3-6
Power supply
+5V
Clock oscillator
system controller
Serial I/O lines
On-chip peripherals
Address/Data bus
Pins/signals
Interrupts
Instruction set
General registers:
8-bit B and 8-bit C registers can be used as one 16-bit BC register pair.
When used as a pair the C register contains low-order byte. Some
instructions may use BC register as a data pointer.
8-bit D and 8-bit E registers can be used as one 16-bit DE register pair.
When used as a pair the E register contains low-order byte. Some
instructions may use DE register as a data pointer.
8-bit H and 8-bit L registers can be used as one 16-bit HL register pair.
When used as a pair the L register contains low-order byte. HL register
usually contains a data pointer used to reference memory addresses.
The processor has 5 interrupts. They are presented below in the order
of their priority (from lowest to highest):
Input/Output instructions.
Direct.
AVIONICS ARCHITECTURE
First Generation Architecture ( 1940s 1950s)
Disjoint or Independent Architecture ( MiG-21)
Centralized Architecture (F-111)
Second Generation Architecture ( 1960s 1970s)
Federated Architecture (F-16 A/B)
Distributed Architecture (DAIS)
Hierarchical Architecture (F-16 C/D, EAP)
Third Generation Architecture ( 1980s 1990s)
Pave Pillar Architecture ( F-22)
Fourth Generation Architecture (Post 2005)
Pave Pace Architecture- JSF
Open System Architecture
Pilot
Navigation
Computer
Navigation
Panel
Inertial
Measurement Unit
Radar
Processor
Altitude
Sensor
Display
Control
Panel
RF
.
Simple Design
Software can be written easily
Computers are located in readily accessible bay
DISADVANTAGES
Requirement of long data buses
Low flexibility in software
Increased vulnerability to change
Different conversion techniques needed at Central
Computer
Motivated to develop a COMMON STANDARD INTERFACE for
interfacing the different avionics systems.
Tape
HSI
GNC
WDC
Multiplexer Converter
FCS
HSD
Attack
Terrain
Following
Radar
SMS
RADALT
TACA
N
Dopple
r
Radar
Integrated
Display
Set
Maintenanc
e Control
Unit
Radar
Inertial
Navigator
Set
Nav Data
Display
Panel
Nav Data
Entry Panel
Profligate of resources
Processor1
Processor2
Processor M
Bus Control
Interface
Bus Control
Interface
Bus Control
Interface
Data bus A
Data bus B
Remote
Terminal 1
Remote
Terminal 2
Sensor
Equipment
Sensor
Equipment
Remote
Terminal N
Control &
Display
Equipment
Fewer,Shorter buses
Faster program execution
Intrinsic Partitioning
DISADVANTAGES
HIERARCHICAL ARCHITECTURE
Higher
Sustainability
PP
Lower
Mission
LCC
Effectiveness
Integrated RF Sensing
Integrated
Core
Processing
Integrated EO Sensing
Integrated Vehicle
Management
Radar
NAV
Com m
Radar
NAV
Mission
Mission
Independent Avionics
(40s - 50s)
Federated Avionics
(60s - 70s)
Common Integrated
Processors
ASDN
Common Analog
Modules
Common Digital
Modules
(Supercomputers)
Radar
Com m
EW
Integrated Avionics
(80s - 90s)
KEY OBSERVATIONS
AVIONICS ARCHITECTURAL EVOLUTION
Increased Digitization of Functions
Increased sharing and modularization of functions
Integration/ sharing concepts increased to the skin of the
aircraft
Functionality has increasingly obtained through software
Complex hardware architecture modules
Complex software modules
Increased network complexity and speed
Command/Response
Token Passing
CSMA/CA
LINEAR NETWORK
Linear Cable
All the systems are connected in across the Cable
RING NETWORK
Point to Point interconnection
Datas flow through the next system from previous
system
SWITCHED NETWORK
Similar to telephone network
Provides communications paths between terminals
Data Rate
Word Length
1 Mbps
20 Bits
Message Length
32 Word Strings(maximum)
16 Bits
Transmission Technique
Half - Duplex
Encoding
Manchester II Bi-phase
Protocol
Transmission Mode
Command Response
Voltage Mode
ARINC 429
RECEIVER
ARINC 429
RECEIVER
UPTO 20 RECEIVERS
TOTAL
ARINC 429
RECEIVER
1977
1990
Data Rate
2 Mbps
Word Length
20 Bits
Message Length
31 Word Strings(maximum)
16 Bits
Transmission Technique
Half - Duplex
Encoding
Manchester II Bi-phase
Protocol
Transmission Mode
ARINC 629
TERMINAL
ARINC 629
TERMINAL
ARINC 629
TERMINAL
In current HUD,
Less advantageous
combiner HUD
than
three-element
Typical
Commercial
Transport HUD
HMD
High brightness
Excellent Resolution
Lightweight
Small size
Monochrome
for
for
Figure showing
HMD
Type II
Have same goggle as Type I, but provision has been made to
allow the pilot to directly view the instruments through a
combiner positioned below the goggle
Commonly used in fixed wing aircraft
(1)
(2)
(3)
(4)
Recognition
Speech recognition
Synthesis
Mature and proven performer
Recognition
Speech recognition
Synthesis
Mature and proven performer
Recognition
Speech recognition
Synthesis
Mature and proven performer
Correct recognition
At a rate in the mid 90 % and decreases to less
than 80% for a 9-g load on the pilot
MECHANICAL SYSTEM
Variations in aerodynamic derivatives
across flight envelope are compensated
by auto-stabilisation gearing.
Problems arise at the corners of flight
envelope
Lags in aircraft response to the steering
commands from the autopilot affect the
stability and limit the loop gain to be
used.
Rate gyroscopes
about
yaw axes.
Linear accelerometers
Lateral
Air data sensors
Airspeed.
Airstream sensors
in
lateral
: Rate of rotation
roll,pitch and
: Normal and
acceleration.
: Height and
: Incidence angles
longitudinal and
planes.
Failure detection
Fault isolation and system reconfiguration in the
event of failure
Computation of required control surface angles
Monitoring
Built in test.
Elevon
4 Nos.
Dual Hydraulics,
Quad. Electrical
DDV Control,
9 Hz Frequency Response
Initial Velocity
Gravity
Conversion
Coralisis
To
correction NED frame
Static
Vn
Ve
Vup
Height
GUI
Flight
Simulator
Conv.
To
1553B
Inertial
Sensor
Conversion
To attitude
rates
From file
Body rates in
body frame
Initial
Biases
Satellite dependent:
Ephemeris uncertainties
Satellite clock uncertainties
Selective Availability effects
Receiver dependent:
Receiver clock uncertainties
Reference station coordinate uncertainties
ERRORS