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AIRCRAFT INSTRUMENTS, instrumentation that helps the pilot fly the aircraft. Depending on the purpose, aircraft on-board instruments are divided into flight and navigation, aircraft engine control devices and signaling devices. Navigation systems and automatic devices free the pilot from the need to continuously monitor instrument readings. The group of flight and navigation instruments includes speed indicators, altimeters, variometers, artificial horizons, compasses and aircraft position indicators. Instruments that control the operation of aircraft engines include tachometers, pressure gauges, thermometers, fuel gauges, etc.

In modern on-board instruments, more and more information is displayed on a common indicator. The combined (multifunctional) indicator allows the pilot to cover all the indicators combined in it at a glance. Advances in electronics and computer technology have made it possible to achieve greater integration in the design of the cockpit instrument panel and in aviation electronics. Fully integrated digital flight control systems and CRT displays give the pilot a better view of the aircraft's attitude and position than previously possible.

A new type of combined display - projection - gives the pilot the ability to project instrument readings on the windshield of the aircraft, thereby combining them with the panorama of the exterior. Such an indication system is used not only on military, but also on some civilian aircraft.

FLIGHT AND NAVIGATION INSTRUMENTS

The combination of flight and navigation instruments characterizes the state of the aircraft and the necessary actions on the governing bodies. These instruments include altitude, horizontal position, airspeed, vertical speed and altimeter. For greater ease of use, the instruments are grouped in a T-shape. Below we briefly discuss each of the main instruments.

Attitude indicator.

The attitude indicator is a gyroscopic instrument that gives the pilot a picture of the outside world as a reference frame. The attitude indicator has an artificial horizon line. The aircraft symbol changes position relative to this line depending on how the aircraft itself changes position relative to the real horizon. In the command attitude indicator, a conventional attitude indicator is combined with a command and flight instrument. The command attitude indicator shows the aircraft's attitude, pitch and roll angles, ground speed, speed deviation (true from the "reference" airspeed, which is set manually or calculated by the flight control computer) and provides some navigational information. In modern aircraft, the command attitude indicator is part of the flight and navigation instruments system, which consists of two pairs of colored cathode ray tubes - two CRTs for each pilot. One CRT is a command attitude indicator, and the other is a planned navigation device ( see below). The CRT screens display information about the attitude and position of the aircraft in all phases of the flight.

Planned navigation device.

The Planned Navigation Instrument (PND) shows the heading, the deviation from the given course, the bearing of the radio navigation station and the distance to this station. PNP is a combined indicator that combines the functions of four indicators - heading indicator, radio magnetic indicator, bearing and range indicators. An electronic PUP with a built-in map indicator provides a color image of the map indicating the aircraft's true position in relation to airports and ground-based radio navigation aids. Flight heading indication, turn calculation and desired flight path provide an opportunity to judge the relationship between the true position of the aircraft and the desired one. This allows the pilot to quickly and accurately correct the flight path. The pilot can also display the prevailing weather conditions on the map.

Airspeed indicator.

When the aircraft moves in the atmosphere, the oncoming air flow creates a velocity pressure in the pitot tube, mounted on the fuselage or on the wing. Airspeed is measured by comparing velocity (dynamic) head with static pressure. Under the influence of the difference between dynamic and static pressures, an elastic membrane flexes, with which an arrow is connected, showing the airspeed in kilometers per hour on a scale. The airspeed indicator also shows the evolute speed, Mach number and maximum cruising speed. A backup airspeed indicator is located on the central panel.

Variometer.

A variometer is needed to maintain a constant rate of ascent or descent. Like an altimeter, a variometer is essentially a barometer. It indicates the rate of change in altitude by measuring static pressure. There are also electronic variometers. The vertical speed is given in meters per minute.

Altimeter.

The altimeter determines the height above sea level by the dependence of atmospheric pressure on altitude. This is, in essence, a barometer, calibrated not in pressure units, but in meters. Altimeter data can be presented in a variety of ways - by means of hands, combinations of counters, drums and hands, by means of electronic devices receiving signals from air pressure sensors. see also BAROMETER.

NAVIGATION SYSTEMS AND AUTOMATES

Various navigational machines and systems are installed on the aircraft to help the pilot navigate the aircraft along a given route and perform pre-landing maneuvering. Some such systems are completely autonomous; others require radio communication with ground-based navigation aids.

Electronic navigation systems.

There are a number of different electronic air navigation systems. Omnidirectional beacons are ground-based radio transmitters with a range of up to 150 km. They typically define airways, provide approach guidance, and serve as reference points for instrument approaches. The direction to the omnidirectional radio beacon is determined by the automatic airborne radio direction finder, the output of which is indicated by the bearing pointer arrow.

The main international means of radio navigation are VHF omnidirectional azimuth radio beacons; their range reaches 250 km. Such radio beacons are used for determining the airway and for pre-landing maneuvering. VOR information is displayed on the PNP and on indicators with a rotating arrow.

Distance measuring equipment (DME) determines the line-of-sight range within about 370 km from the ground beacon. Information is presented in digital form.

To work with VOR beacons, TACAN ground equipment is usually installed instead of the DME transponder. The composite VORTAC system provides the capability to determine azimuth using the VOR omnidirectional beacon and range using the TACAN ranging channel.

The instrument landing system is a system of radio beacons that provides accurate guidance of the aircraft during the final approach to the runway. Landing localizers (radius of about 2 km) bring the aircraft to the center line of the runway; glide path radio beacons give a radio beam directed at an angle of about 3 ° to the landing strip. The landing course and glide path angle are presented on the command artificial horizon and on the PNP. The indexes, located on the side and bottom of the command artificial horizon, show deviations from the angle of the glide path and the runway centerline. The flight control system presents instrument landing system information through crosshairs on the command attitude horizon.

Omega and Loran are radio navigation systems that, using a network of ground-based radio beacons, provide a global operating area. Both systems allow flights on any route chosen by the pilot. "Loran" is also used when landing without the use of precision approach. The command attitude indicator, POR, and other instruments show the aircraft's position, route, and ground speed, as well as heading, distance, and estimated time of arrival for selected waypoints.

inertial systems.

Flight Data Processing and Display System (FMS).

The FMS provides a continuous view of the flight path. It calculates airspeeds, altitude, points of ascent and descent corresponding to the most economical fuel consumption. The system uses the flight plans stored in its memory, but also allows the pilot to change them and enter new ones through the computer display (FMC/CDU). The FMS system generates and displays flight, navigation and mode data; it also issues commands to the autopilot and flight director. In addition to everything, it provides continuous automatic navigation from the moment of takeoff to the moment of landing. FMS data is presented on the PUP, the command attitude indicator and the FMC/CDU computer display.

INSTRUMENTS FOR MONITORING THE OPERATION OF AIRCRAFT ENGINES

Aircraft engine operation indicators are grouped in the center of the dashboard. With their help, the pilot controls the operation of the engines, and also (in manual flight control mode) changes their operating parameters.

Numerous indicators and controls are needed to monitor and control the hydraulic, electrical, fuel and normal operating systems. Indicators and controls, placed either on the flight engineer's panel or on the hinged panel, are often located on a mnemonic diagram corresponding to the location of the executive bodies. Mimic indicators show the position of the landing gear, flaps and slats. The position of ailerons, stabilizers and spoilers may also be indicated.

ALARM DEVICES

In case of malfunctions in the operation of engines or systems, incorrect setting of the configuration or operating mode of the aircraft, warning, notification or advisory messages are generated for the crew. For this, visual, audible and tactile means of signaling are provided. Modern on-board systems reduce the number of annoying alarms. The priority of the latter is determined by the degree of urgency. Text messages are displayed on electronic displays in order and with emphasis corresponding to their degree of importance. Warning messages require immediate corrective action. Notification - require only immediate familiarization, and corrective actions - in the future. Advisory messages contain information important to the crew. Warning and notification messages are usually made in both visual and audible form.

Warning systems warn the crew of a violation of the normal operating conditions of the aircraft. For example, the stall warning system warns the crew of such a threat by vibrating both control columns. The Ground Proximity Warning System provides voice warning messages. The wind shear warning system provides a warning light and a voice message when the aircraft's path encounters a change in wind speed or direction that could cause a sudden decrease in airspeed. In addition, a pitch scale is displayed on the command attitude indicator, which allows the pilot to quickly determine the optimal climb angle for restoring the trajectory.

MAIN TRENDS

"Mode S" - the intended communication channel for the air traffic control service - allows air traffic controllers to transmit messages to pilots displayed on the windshield of the aircraft. The Air Collision Avoidance Alert System (TCAS) is an on-board system that provides the crew with information about the necessary maneuvers. The TCAS system informs the crew of other aircraft appearing nearby. It then issues a warning priority message indicating the maneuvers required to avoid a collision.

The Global Positioning System (GPS), a military satellite navigation system that covers the entire globe, is now available to civilian users. By the end of the millennium, the Loran, Omega, VOR / DME and VORTAC systems have been almost completely replaced by satellite systems.

The Flight Status Monitor (FSM), an advanced combination of existing notification and warning systems, assists the crew in abnormal flight situations and system failures. The FSM monitor collects data from all on-board systems and provides the crew with text instructions to follow in emergency situations. In addition, he monitors and evaluates the effectiveness of the corrective measures taken.

15:20 04.04.2016

In the modern world, the combat effectiveness of aviation is determined primarily by the electronic "stuffing". It is she who is being created at the Ramenskoye Instrument Design Bureau (RPKB), which is one of the leading developers of on-board radio-electronic equipment.

In the modern world, the combat effectiveness of aviation is determined primarily by the electronic "stuffing". It is she who is being created at the Ramenskoye Instrument Design Bureau (RPKB), which is one of the leading developers of on-board radio-electronic equipment (avionics) for all types of military aircraft, helicopters and drones. The president, general designer of the RPKB Givi Dzhandzhgava spoke about this in an interview with the website of the Zvezda TV channel. Reference:
Givi Ivlianovich Dzhandzhgava– president and general designer of RPKB JSC, member of the Bureau of the Central Council of the Union of Mechanical Engineers of Russia, member of the Bureau of the NGO "Association" League for Assistance to Defense Enterprises of the Russian Federation", member of the Scientific and Technical Council of the Military-Industrial Complex under the Government of the Russian Federation, Doctor of Technical Sciences, Professor, Honored Scientist Russian Federation, full member of the Academy of Technological Sciences of the Russian Federation, International Academy of Informatization, Academy of Engineering Sciences. A. M. Prokhorova, author of 450 scientific papers, monographs and more than 300 inventions. For active participation in the creation of new models of aviation equipment, he was awarded the titles of the USSR State Prize laureate, the State Prize of the Russian Federation, the State Prizes of the Government of the Russian Federation and the Academician B. N. Petrov and Academician A. N. Tupolev Prizes of the Russian Academy of Sciences, the Peter the Great National Prize, the International Prize them. Socrates. He was awarded the orders "Glory to Russia", has the title "Person of the Year– 2012", Honorary Citizen of the Ramensky District. Since 1992, RPKB under your leadership has acted as a private company and has been an example of corporate construction from below, merging avionics enterprises into one structure long before the state headed for the creation of holdings and corporations. Why did you finally decide to return under the wing of the state? The structures we created on the basis of the RPKB (the Avionika Concern and the Technocomplex Research and Production Center) made it possible to do our job at that time, to survive the difficult times of the 1990s. But now it has become clear that without the help of the state, further competitive development is simply impossible. Who will invest in projects like PAK FA? After all, avionics is not a barbershop, you need to pour long money into it, and the processes are very delicate and complex. This is happening all over the world: Americans, who have traditionally relied on a market economy, today the state has a dominant role in the production of combat aircraft.

In 2012, all avionics, including the RPKB, was included in the Radioelectronic Technologies Concern (KRET), which in turn is part of the Rostec State Corporation. Does this structure of the industry help to do its job? This is dictated by life: high-tech products are created by tens, hundreds, or even thousands of enterprises, while it is simply impossible to manage them all in parallel and each separately without a management structure. Therefore, holdings, concerns and corporations appeared. At the same time, such parent enterprises as RPKB are assigned the role of an integrator in this scheme. Key activity of RPKB– modernization of aviation technology. What's new in this area? One of the main innovations was the gradual introduction of a modular system with an open architecture. And not only in Russia, but all over the world. So, in the United States, technologies are in operation, starting from the time of the war and ending with the most modern ones, from the B-52 to the latest drones. They calculated the operating costs and came to the conclusion that this state of affairs is unacceptable, since it is very expensive to maintain this heterogeneous equipment. The solution was a proposal to implement a modular unified system, in which, if one module is upgraded, it will be upgraded in all weapons. In many ways, we are also on this path. For example, we unified transferred much of the equipment from the Su-27 to the Mi-28. Then, from the Mi-28, much was transferred to the Ka-52. This modular unification gives a big gain both in training, and in production, and in service.

But in Russia, quite a lot of equipment is being modernized, which entered the troops back in the USSR. For how many years, in your opinion, will its modernization resource last? My opinion is this: you can upgrade as much as you like, as long as it is appropriate. The B-52, for example, has been flying for over 50 years and continues to be upgraded. We also have such aircraft, for example the Tu-95. Why then is it necessary to develop PAK FA, PAK DA and other modern aircraft? Because old technology is quite suitable for traditional tasks. For special tasks, let's call them "special operations", to perform combat missions in tactical depth, modern aircraft with "stealth" technology are needed.

How effective is this technology? Let's put it this way: flying and glowing on enemy radars is really stupid. But the big question is whether it makes sense to sacrifice the combat power of an aircraft for the sake of stealth, because for some tasks invisibility is needed, for others a large payload. Therefore, one should not think that stealth technology is such an idol that the developers of modern aircraft pray for when performing heterogeneous tasks. Both the PAK FA, and the F-22, and the F-35 have the possibility of external suspension of missiles and bombs. What kind of tasks is the PAK FA intended for? This is a multifunctional aircraft that, in addition to gaining air superiority, will be able to solve tactical tasks. Due to its stealth, it will be able to penetrate deep into enemy territory and deliver pinpoint strikes. Why not deliver these strikes with cruise missiles? Firstly, everything often changes too quickly, and you need to act according to the situation, and secondly, it may be necessary to eliminate the target, if not from the first, then from subsequent visits. With a cruise missile, this is not always possible. But if only a carrier is needed for “ordinary” tasks, then why not take a cargo plane, load it with missiles and send it to patrol, say, the sea? And there are such projects. In the US, this is the Lockheed C-130, which was not previously a patrol aircraft. Now both missiles and torpedoes are hung on it. Previously, they were afraid that a patrol aircraft would fall into the counteraction zone and be “removed”, and this is expensive. Now it has become clear that in the presence of drones and reconnaissance and communications satellites, he does not need to enter the counteraction zone, and he can launch a torpedo from a safe distance. Now imagine how many of these very torpedoes and missiles a transport aircraft can accommodate. Were there such projects in Russia? In Russia, it was proposed to create such an aircraft on the basis of, for example, the Il-76. Moreover, it can be not only a reconnaissance and weapons carrier, it can also be a tanker for drones, and if necessary, these drones can even be kept on board.

Why do you think the appearance of the Su-35 in Syria caused such a stir? Not only in Syria. At the Le Bourget air show, a few years ago, he was called showstopper, because when his demonstration flights began, everyone stopped what they were doing and ran to look at him. But interest is connected, of course, not only with aerobatics. The fact is that the Su-35, although it is not a 5th generation aircraft and "invisible", but at the same time it can be more effective than the F-35. Not to mention the fact that it is several times cheaper than the latter. Recently, information has appeared about the start of work on the creation of a new interceptor based on the MiG-31. What will this machine be like, and will the Russian aviation industry be able to pull off such a complex project? It can, because this is not a new aircraft from scratch, but a continuation of the ideas and technologies of the MiG-31: they will slightly increase the speed, radar range, and armament range. But the fact is that even without modernization it is modern: its main feature is that it was already a network aircraft from the very beginning, and this is very important today. In the modern world, aircraft do not fly alone: ​​these are precisely the complexes that include dozens of aircraft, and this can significantly increase combat effectiveness. So, the MiG-31, even at a time when no one was talking about network groups, had avionics that made it possible to coordinate the group. But in the context of electronic warfare, there is a high risk that messages between group members can be intercepted. One of the main areas of work in this sense is the protection of not systems, but information. Today, everyone is inclined to believe that the best way is to encode information. Even if the enemy deciphers the code, this will not be done immediately, that is, not in the process of carrying out a combat operation. Recently, a contract was signed according to which 62 Ka-52 helicopters will be delivered to Egypt, and Algeria ordered 12 Su-34s. Will the avionics of these machines differ from what is installed on Russian aircraft and helicopters? We make a set of avionics for export vehicles at the request of the customer. Egypt wished to have an optical-electronic guidance system and a defense complex, and we will supply them. If they want to make an exhibition on a ship (the same "Mistral"), we will do that too. In Algeria, we are making several export aircraft and we want to interest them, first of all, in an integrated approach to coordinating operations and maintenance: it is planned to supply Mi-8 AMTSh and Mi-28 there. The customer must first of all understand that this is a single weapon complex, which is connected precisely by the uniformity in maintenance, repair, and combat use.

How do you feel about the fact that last year the Czech Republic and Bulgaria signed an agreement on the modernization of the MiG-29? I believe that it is impossible to modernize an airplane without the company that created it, because aviation is a rather delicate thing, and everything is interconnected in an airplane, like in a human body: you touch one thing, another crawls. Therefore, if someone without the knowledge of the "parent" starts to change something in the car, then you can remove the warranty. Does the RPKB participate in the work on drones? If we talk about small drones, then no, we do not conduct such developments. For heavy ones, we cooperate with the Sukhoi Design Bureau and other developers. Will combat aircraft become completely unmanned in the future? Today there are two approaches to this issue. The first is the creation of unmanned aerial vehicles. The second one is classic devices, but in which there is an option when automation is able to replace the pilot. In the USA, for example, any modern aircraft has such a function. At the RPKB, we worked on a similar project back in the 1970s, when we created a drone based on the MiG-21, and this aircraft successfully flew. I believe that the future of heavy equipment lies precisely in this direction, because there are tasks in which a pilot is needed, and there are tasks where it is pointless to risk it. And the point is not only that human life is the most valuable thing on Earth, but also that the cost of training and maintaining a pilot over his entire life is approximately comparable to the cost of the aircraft itself. An aircraft in wartime, if necessary, can be quickly reproduced, and an experienced pilot is born in a decade. This idea belongs to the former Commander-in-Chief of the Air Force PS Kutakhov. In recent years, the topic of import substitution has become a key one for Russia. How does this process take place in the field of avionics? This is a very complex topic. If at first they began to say that we would replace everything foreign in general, then it soon turned out that we could not replace about 7% of the element base. However, we are solving this problem in a systematic way: somewhere there is a doubling of domestic components, somewhere we find technological solutions. In addition, it is often rational to follow the path of simplification, and there is nothing to worry about. After all, a super-modern processor is not always needed. It is necessary to look for ways to reduce the requirements for systems based on critical technologies. Such methods exist.

But what to do with those foreign components that are already installed on Russian planes and helicopters? This is also a rather big problem, and it is not only about replacing these components. For example, the Su-35 has about 3,000 foreign components. If they are replaced, then it will be necessary to re-conduct all tests, including flight ones. But I believe that, in general, all this is for the better, in the sense that at the same time it will be possible to make modernization to achieve the advanced characteristics of the complexes. Why? Only now it has become clear that we have not even lost production, we have lost the culture of the electronics industry. Electronic engineers do not have enough banal things. For example, there are no materials, and when their production is established, it turns out that there are no instruments for their certification. When everything could be bought abroad, this problem was not felt. Today she stood up to her full height. So, it will be solved - there is no other way. How many years will it take to complete import substitution in Russian avionics? Everything will go in stages. In the Su-30, this year we will make a complete replacement for key things (not for elements, but for system components). We are also doing a lot of research work to replace the core - a calculator with an indication, converters, etc. with leading characteristics. That is, we are investing in the production of modern products, and not setting up the production of elements of 20 years ago. At the same time, these modern products will be unified with old products. Such new equipment will expand the capabilities of the Su-30 and, in particular, will allow the aircraft to use more effective weapons. If we talk about the timing, then the final import substitution is scheduled for 2020-2021.

By this time, we will not be buying anything from the element base abroad at all? The main thing here is not to go too far and not impose sanctions on yourself. There are elements that really can and should be replaced. And there are those whose production can be easily established, but why, if no one will prohibit their import into Russia? Why is it impossible to buy abroad, for example, capacitors, resistors? RPKB became one of the first enterprises in Russia, which began to give employees installments for the purchase of housing. How is this program doing now? In Soviet times, there was a system for distributing graduates: a person who received a free education had to work for some time at an enterprise. In the 1990s, this practice was discontinued, and the question arose, how to secure personnel? In the end, we came up with such a system of housing construction: we give guarantees to the bank and conclude a tripartite agreement with the employee. If an employee quits, he loses this guarantee and must repay the borrowed housing money to the bank. If an employee finds it difficult to buy housing, we, as a rule, compensate him for the cost of rent. This has paid off: every year the number of 35-year-old specialists increases by 2% in the Republican Clinical Hospital. Today there are about 40% of them at the enterprise. How long does a young person need to work to get housing? There is no specific deadline here. He must have time to work at least a year in the team, show himself and get his testimonial. If we understand that this is the person we need, then we conclude an agreement with him. There is your quote on the RPKB website: “Our enterprise has every opportunity to become an innovation center in the field of high-tech instrumentation in the near future and expand the scope of its activities". What did you mean? We have an innovation fund, the main goal of which is the development of science in the field in which we work. Unfortunately, these are rather difficult times for the country, and we do not have enough funds to fully develop the work, but we are still doing it to strengthen human resources. For example, employees are paid business trips to travel to conferences, and we also conduct them ourselves. We finance the publication of textbooks, we work with departments, in particular, we have created a laboratory at the Moscow State Technical University. N. E. Bauman. Those who will study in this laboratory will also be involved in work in the RPKB. Regarding MAI, we are planning to do something similar. This is necessary because at the moment scientific and technical ties between enterprises and universities are lost. A graduate comes to the enterprise and begins to study again. If we do not start such work, then soon there will simply be no one to work with us. And in high-tech production, the main thing is not so much machine tools and the element base, but human potential. Kirill Yablochkin interviewed. Photo: Ministry of Defense of the Russian Federation / RAC "MiG" / RPKB / Kirill Yablochkin

The invention relates to aircraft instrumentation. The complex includes a digital computer system, an information exchange system with three multiplex channels, an integrated aircraft control system, a weapons control system, an integrated electronic indication, control and aiming system, a control system for general aircraft equipment, an onboard objective control system, an electrical power supply system, and a system power plant control. The complex is also equipped with a means of preliminary processing of sensor signals to provide a single information field. In case of failure of the computer system, the control of the computer process is transferred to the general aircraft equipment control system. Multifunctional color indicators are interchangeable and provide the pilot with complete flight and navigation information in case of failure of one of them and the minimum amount of information necessary for safe piloting in case of failure of two of them. In case of failure of two digital computers of the computer system and the control system for general aircraft equipment, the complex switches to manual control mode. The complex is characterized by increased operational reliability. 2 w.p. f-ly, 1 ill.

The invention relates to the field of aviation instrumentation and is intended for use in the construction of multi-purpose (combat and/or combat training) aircraft. The current level of development of electronics, computer technology, on-board equipment and tools for automated development and debugging of software provides a transition to a qualitatively new stage in the design of on-board radio-electronic equipment complexes, in which the creation of individual devices and systems is subject to the idea of ​​a single (integrated) complex of on-board radio-electronic equipment (IC avionics ), helping the crew to perform the necessary tasks and protecting it from informational and psychological overload. A complex of avionics equipment is known, which is made using an onboard digital computer system for flight control and combat training and an information exchange system, and also includes a flight and navigation system and weapons and electronic countermeasures control systems (RU 96123485 A1, B 64 C 30 /00, 02/10/1999). However, the well-known complex does not meet the ever-increasing requirements for modern combat aircraft in terms of such important characteristics as the degree of flight automation, accuracy, multi-mode, multi-purpose and automation of the use of weapons, all-weather and full daily use, crew comfort, high efficiency in performing a flight mission in conditions of possible countermeasures, a high level of reliability, a high degree of readiness for flight, low labor intensity and short maintenance time during operation. The closest to the proposed one is the avionics IR, which includes an onboard digital computer system for flight control and combat training, an information exchange system and an external storage device, information input equipment, an inertial system, a short-range navigation and landing radio system, an air control system transponder navigation and state identification, automatic radio compass, radio altimeter, marker receiver, integrated aircraft control system, weapons control system, integrated electronic indication, control and aiming system, alarm information boards, satellite communication system, general aircraft equipment control system, on-board objective control system, communication radio station, aircraft intercom module, power supply system, external and internal lighting equipment, an integrated aircraft emergency escape system, as well as a power control system th installation (RU 2174485 C1, V 64 C 30/00, 10. 10.2001). The disadvantage of the known IR avionics is associated with low reliability in difficult and changing operating conditions, for example, in a wide temperature range. The objective of the invention is to increase the operational reliability of such an IR avionics. The technical result is achieved by the fact that the IR avionics of a light combat training aircraft, containing an onboard digital computer system for flight control and combat training, associated with an information exchange system and consisting of two digital computers interconnected with the possibility of redundancy, an external storage device and information input equipment associated with an onboard digital computer system, an inertial system, a short-range navigation and landing radio system and an air traffic control and state identification transponder connected by a single antenna-feeder system, an automatic radio compass, a radio altimeter with a transceiver and an antenna device, a marker receiver, consoles of the integrated aircraft control system installed in the cockpit of the pilot and operator, which contains quadruple redundant computers with power supplies, linear acceleration sensors, an angular velocity sensor, position sensors of the controls wing and wing toes and a flap control unit, sensors for measuring angles of attack and slip, sensors for measuring total and static pressures and air flow stagnation temperature receivers installed in the cockpit of the pilot and operator control panels of the weapon control system, which contains control units for guided and unguided weapons and devices release of interference cartridges, installed in the cockpit of the pilot and operator from the complex system of electronic indication, control and aiming, three multifunctional color indicators, multifunctional control panels, an aiming and flight indicator and a helmet-mounted target designation and indication system, including a helmet-mounted sighting device, an electronic unit and a scanning device installed in the cockpit of the pilot and operator, alarm information displays, a satellite communication system, a double-redundant control system for general aircraft equipment, including blocks for collecting and processing parameters logical information and execution units, an on-board objective control system, including an on-board automatic control system, voice alert equipment, on-board operational and protected storage drives and a television objective control system with a control panel, television cameras and a video recording unit, a communication radio station, an aircraft intercom module, a power supply system , including the main AC generation system, auxiliary AC generation system, DC generation system and battery-powered emergency DC system, external and internal lighting equipment, an integrated aircraft emergency escape system, as well as a doubly redundant electronic power plant control system, with In this case, the information exchange system is divided into three independent multiplex information exchange channels, the first of which is the weapon control system channel. and is intended for connection to the onboard computer system of the aforementioned nodes of the weapon control system and surveillance and sighting systems, the second channel is a channel of the automated aircraft control system and is intended for connection to the onboard computer system of the inertial system, radio engineering system of short-range navigation and landing, radio altimeter, onboard system objective control, the transponder of the air traffic control system and state identification, the integrated control system, the integrated emergency escape system, the control system for general aircraft equipment, the electronic control system of the power plant, and the third channel is the channel of the integrated control system for electronic indication, control and aiming and is intended for connection to the onboard computer system of electronic multifunctional indicators, multifunctional control panels and an aiming and flight indicator, - equipped with a means of preliminary processing of signals transmitted by primary information sensors to ensure a single information field, and transmission of signals to consumers via digital information exchange lines, an integrated control system associated with a means of preliminary signal processing and an onboard digital computer system, between the computer system and the control system of general aircraft equipment radial connections with the possibility of transferring the last control of the computing process in case of failure of both digital computers of the computing system, multifunctional color indicators of the integrated system of electronic indication, control and aiming are completely interchangeable and in
- helmet-mounted target designation system (NSC) 13;
- system multiplex channels of information exchange (SMKIO) 14-16. The navigation complex (NC) has:
- strapdown inertial navigation system (SINS), integrated with satellite navigation system 17, 18;
- radio system of short-range navigation and landing (RSBN) 19;
- automatic radio compass (ARC) 20;
- marker radio receiver (MRP) 21;
- transponder of state identification, integrated with the aircraft transponder of air traffic control (OGO and ATC) 22;
- radio altimeter (RVM) 24. In the integrated aircraft control system (KSU = SDU + STU) 23 there are:
- digital redundant calculators;
- Power supplies;
- electrohydraulic steering drives of control surfaces;
- sensors of angular speeds;
- linear acceleration sensors;
- redundant position sensors;
- PVD sensors;
- braking temperature receivers;
- aircraft control stick;
- Remote Control. In the avionics IC, the implementation of the SHS + SPKR + SPPS functions is integrated into the CCS. In the on-board radio-electronic complex (BREC) 25 there are:
- radar sighting system (RLPK), which includes:
a) airborne radar (RLS) forward looking 26;
b) airborne radar station (RLS) rear view 27;
c) onboard digital computer system (BCVS) 28;
- optoelectronic sighting system (OEPC) 29, which includes:
a) optoelectronic sighting system (OEPS) of the front hemisphere in a hanging container 30;
b) survey-tracking heat direction finder (OSTP) of the rear hemisphere 31;
c) small-sized thermal imaging system (TPS) 32 in a hanging container;
d) laser spot detector 33;
- state identification interrogator (ZGO) 34;
- local multiplex information exchange channel (LMKIO) 35;
The airborne defense complex (BKO) 36 has:
- a complex of electronic countermeasures (KREP), which includes:
a) on-board digital computer (BTsVM) 38;
b) receiving modules of electronic intelligence with antennas (PRMRR) 39;
c) transmitting radio interference modules with antennas (PMR) 40;
d) rear view equipment (AZO) 41;
- laser warning station type (SPLO) 42;
- technical means for setting up volumetric-absorbing curtains (OPZ) and volumetric-detonating systems (ODS) 43. In the integrated airborne communication complex (IBCS) 44 there are:
- radio communication module in the MV-UHF band 45;
- TLC communication module in the MV-UHF range 46;
- satellite communication module 47;
- equipment for classifying telephone conversations ZAS-TLF 48;
- TLC data encryption equipment ZAS-TLK 49;
- equipment for internal communication and switching (AVSK) 50;
- specialized digital computer (SCV) 51;
- local multiplex information exchange channel (LMKIO) 52. In the weapon control system (SLA) 53 there are:
- on-board digital computer (BTsVM) 54;
- local multiplex information exchange channel 55;
- interface units with LMKIO (OU SUO) 56;
- executive blocks (BI) 57, providing unloading of the ASP, including emergency, and control of the built-in cannon installation;
- devices for ejection of powder cartridges (HC) 58. Control system for general aircraft equipment (SU OSO) 59 with an executive unit (BI). In the system of objective control (SOC) 60 there are:
On-board registration device (BUR) 61 consisting of:
- block for collecting and processing digital and parametric information (BSPI);
- protected onboard storage (ZBN);
- operational on-board storage (EBN);
- television system of objective control (T-SOK) 62 consisting of:
- TV cameras outside the cab;
- video recorder. The power plant control system (CS CS) contains:
- system of automatic control and control of the power plant (ACS SU) 63, 64;
- low-speed engine control knob (ORE). In addition, the avionics IC includes:
- aircraft emergency escape system (KSAPS) 65;
- power supply system (SES) 66;
- generator for APU 67;
- on-board maintenance panels 68. The control complex of on-board radio-electronic equipment of modern light multi-purpose aircraft in the course of its work solves a wide range of tasks that are inextricably linked and subordinated to one goal - the successful completion of a combat operation. By purpose and time of solution, these tasks can be divided into two groups:
- general, ensuring the operation of the aircraft in the entire range of flight performance using sources of information about targets on board (radar, OES), airframe control equipment, engine operation, etc.;
- special, allowing the preparation and use of means of defeating targets, electronic countermeasures for them. Equipment for the implementation of the first group of tasks, as a rule, operates or is in a state of standby readiness for use during all stages of the flight, i.e. from takeoff to landing. Special tasks are solved with the help of equipment that works episodically: when overcoming the enemy air defense zone, when making contact with the target, etc. Special equipment is subdivided into equipment that ensures the operation of the weapon control system (FCS), equipment of the electronic countermeasures complex (CREP). According to the functions performed, the OMS and CREP are subsystems (lower level) in the structure of the UKBO and are in close interaction informational, logical, energy with the central computer and other subsystems. The functions performed by the equipment and its modes of operation can change taking into account the real situation that arose during the performance of a combat mission, for example, communication and information transmission equipment during the conduct of group actions of an aircraft carries a much greater information load than during the actions of a single aircraft, and the use of radio countermeasure equipment depends on the radio environment; the equipment for identifying nationality, in addition to the duty response, has a request mode, etc. At present, there is a clear trend towards the creation of widely used aviation systems based on the basic design of the aircraft and the basic composition of general-purpose equipment by introducing changes and additions to navigation aids, sighting systems and weapon control systems. For example, training and combat training aircraft; fighter - strike - attack aircraft. Let us consider the list of tasks solved on board the fighter-interceptor (IP) and light attack aircraft (LAS), which do not have significant differences in the design of the airframe and power plant. Many of the tasks for aircraft of the fourth and fifth generations are quite complex and can be solved only with the use of modern computer technology. For example, tasks of precise navigation and flight control; providing modes of supersonic flight and flight at low altitudes with terrain tracking; solving problems of adaptation and self-tuning of control systems. Expanding the functions of the UAV in terms of monitoring equipment and systems according to the state, taking into account the data of the built-in control, will require the solution of this set of tasks in the process of performing a flight mission and, therefore, additional electronic means of indication (for monitoring equipment, alerting and signaling its readiness to perform its tasks). functions and for issuing recommendations to the pilot on the sequence of his actions in a particular emergency). The ICBO architecture is open. It allows you to increase the composition of on-board equipment, the composition of weapons and vary the configuration of the sighting system with minimal modifications to the hardware and the corresponding modifications to the modular structure of the BTsVS and FCS software. Thus, the proposed open architecture of the integrated airborne equipment complex makes it possible in a short time to create airborne equipment complexes for promising light multi-purpose aircraft with acceptable weight and size characteristics. The avionics IC provides an algorithmic implementation of the "electronic pilot" system using artificial intelligence methods and the principles of building expert systems that help the pilot in making decisions when controlling an aircraft and weapons in typical combat situations. The system provides real-time problem solving with the ability to actively control the aircraft and its systems in the interests of solving the following tasks:
- accumulation of data on the situation, synthesis of the situation on the basis of information of equal character with subsequent analysis in real time;
- selection of the optimal trajectory for flying around enemy air defense zones;
- changes and clarifications of the flight route;
- a selection of recommendations on the application of tactical decisions at various stages of air combat;
- classification and selection of targets (in terms of RLPK) simultaneous detection of at least 10 targets, tracking of at least 8 targets, launching missiles at at least 2-4 targets;
- determining the number of simultaneously fired targets, the sequence and order of expendable weapons;
- organizing the management of the operating modes of the complexes included in the IC avionics;
- optimal use of detection and electronic countermeasures;
- definitions of interaction and distribution of functions between the aircraft of the group;
- control of the operation of the avionics IC, etc. A characteristic feature of a promising ICBO is the presence of a global information exchange system and the integration of subsystems (KSU, NC, SUO, BREK, IBKS, SU OSO) based on local multiplex information exchange channels that can be implemented both with wired and fiber-optic lines communications within the framework of the logical organization of combined information exchange systems. It should be noted that the study of options and degree of automation of aircraft control and algorithms of the pilot's activity should be carried out with the simultaneous introduction of new concepts for building information and control fields at the workplaces of flight crew members, providing for the creation of comfortable conditions for the pilot to consciously control the situation and his own actions, as well as operational its inclusion in the control loop. The introduction of multifunctional means of displaying information and controls changes the principle "each on-board system has its own indicator (group of indicators) and control (group of controls)", used on third-generation aircraft, to the modern principle of "integration of information displays and controls that change their function according to a certain plan, into information and control fields". Therefore, at present, a number of new requirements are imposed on information and control fields, due to the fact that new means and forms of displaying information are being introduced, which, like the installed controls, integrate the capabilities of a large number of consoles. The new requirements are due, on the one hand, to the possibility of reducing the dimensions of instrument panels along with the optimization of in-flight information flows between crew members, as well as the need to provide flight information by flight stages and in the event of an emergency. On the other hand, it is important to promptly determine the functional significance of the minimum number of installed controls. As already mentioned, the indication support of flight and navigation modes, control of the operation of general aircraft equipment and combat use is implemented using three MFCI on a liquid-crystal matrix, KAI 8, MFPU 9, which are combined into a single integrated information system with a control computer with multiplex and local channels information exchange, which allows not only to present an increasing amount of information from various means on a limited area of ​​​​the dashboard, but also to optimize the conditions for the perception of quantitative instrumental and natural extra-cockpit information, to increase its visibility. Communication of the MFCI, KAI and MFPU with the control onboard computer is also carried out by reserve radial channels of information exchange. In order to increase survivability, two of the MFCI 6-8 and the control onboard computer are connected to the power supply system according to the first category, i.e., as already indicated, they are powered from the battery and rectifier devices of the alternator, main or auxiliary power plants. The principle of indicator interchangeability allows, in the event of failure of one of the three MFCIs, to provide an almost complete amount of information to perform the flight and navigation task, and for the case of failure of two of the MFCIs 5-7, a special "emergency" information frame has been developed that provides the issuance of minimum flight and navigation information on one failed MFCI, necessary for safe piloting. Refusal to use the main and backup electromechanical devices makes it possible to rationally use the area of ​​the dashboard, while reducing the degree of information saturation of the operational field of perception. Thus, the proposed IC avionics solves a wide range of tasks and is characterized by increased reliability in operation.

Claim

1. An integrated complex of onboard equipment of a light combat training aircraft, containing an onboard digital computer system for flight control and combat training, associated with an information exchange system and consisting of two digital computers interconnected with the possibility of redundancy, an external storage device and a system input information associated with an onboard digital computer system, an inertial system, a short-range navigation and landing radio system and a transponder of an air traffic control and state identification system connected by a single antenna-feeder system, an automatic radio compass, a radio altimeter with a transceiver and an antenna device, a marker receiver installed in in the cockpit of the pilot and operator, the consoles of the integrated aircraft control system, which contains quadruple redundant computers with power supplies, linear acceleration sensors, an angular velocity sensor, position sensors of the controls ion and wing toes and flap control unit, sensors for measuring angles of attack and slip, sensors for measuring total and static pressures and air flow stagnation temperature receivers installed in the cockpit of the pilot and operator control panels of the weapons control system, which contains control units for guided and unguided weapons and devices ejection of interference cartridges, installed in the cockpit from the complex system of electronic indication, control and aiming, three multifunctional color indicators, an indicator on the windshield, multifunctional control panels, an aiming and flight indicator and a helmet-mounted target designation and indication system, including a helmet-mounted sighting device, an electronic unit and a scanning device installed in the cockpit of the pilot and operator, alarm information displays, a satellite communication system, a double-redundant control system for general aircraft equipment, including collection and processing units parametric information processing and execution units, an on-board objective control system, including an on-board automatic control system, voice alert equipment, on-board operational and protected storage devices and a television objective control system with a control panel, television cameras and a video recording unit, a communication radio station, an aircraft intercom module, a system power supply, including the main AC generation system, the auxiliary AC generation system, the DC generation system and the battery-powered emergency DC system, external and internal lighting equipment, an integrated aircraft emergency escape system, as well as a two-time redundant electronic power plant control system, at the same time, the information exchange system is divided into three independent multiplex information exchange channels, the first of which is the channel of the control system weapon control system and is intended for connection to the onboard computer system of the aforementioned nodes of the weapon control system and surveillance and sighting systems, the second channel is a channel of the automated aircraft control system and is intended for connection to the onboard computer system of the inertial system, radio engineering system of short-range navigation and landing, radio altimeter, airborne objective control system, the transponder of the air traffic control system and state identification, the integrated control system, the integrated emergency escape system, the control system for general aircraft equipment, the electronic control system of the power plant, and the third channel is the channel of the integrated control system for electronic indication, control and aiming and is intended for connection to the onboard computer system of electronic multifunctional indicators, multifunctional control panels and aiming and flight display, distinguish which is equipped with a means for pre-processing signals transmitted by primary information sensors to provide a single information field and transmit signals to consumers via digital information exchange lines, an integrated control system associated with a means for pre-processing signals and an on-board digital computer system, between the computer system and the general aircraft equipment control system, radial connections are made with the possibility of transferring the latter to control the computing process in case of failure of both digital computers of the computing system, multifunctional color indicators of the integrated electronic indication, control and aiming system are completely interchangeable and are designed to provide the pilot with complete flight and navigation information when failure of one of them and the minimum amount of flight and navigation information necessary for safe piloting

Similar patents:

The invention relates to aircraft instrumentation

avionics

U235 wrote: In terms of avionics: in terms of the level of novelty in this part, the Superjet can only be compared with the Tu-4, when our industry at once reached a new level of on-board radio electronics.

The first innovation is a single on-board digital bus interface. This technology allows, instead of thick bundles of numerous signal wires, to transmit all control commands to numerous actuators throughout the aircraft via one wire (for reliability, 2-4 such tires are laid), which allows you to get a noticeable weight gain and simplify the problem of electrical pickups in signal circuits. On the latest military aircraft (the Rafal fighter, for example), such tires are generally made on fiber optics and, as a result, they are not afraid of a short circuit, and there is no electromagnetic pickup even during a nuclear explosion.

The second innovation is an intelligent digital control system deeply integrated with all aircraft systems. Such a control system, implemented for the first time in full on passenger aircraft by Airbus and Thales, makes it possible to implement many functions previously unavailable on domestic aircraft:

1. Fast and convenient flight mode switching. So, for example, go-around is done by pressing one button, after which the corresponding program is turned on and the system itself increases the engine thrust, sets the flaps and switches the MFI indication to the appropriate modes, displaying the go-around scheme on them. Where earlier pilots had to run their fingers around the cockpit, switching systems manually, now they need to press one or two buttons to set the desired mode or program, and the system will do the rest of the routine switching itself.

2. Protection from dangerous modes and assistance to the pilot. Modern intelligent digital EDSUs make it possible to fill them with restrictions that prevent them from entering dangerous flight modes and programs for leaving these modes. In case of danger of stalling, the aircraft itself will lower its nose and increase engine thrust; if the permissible speed is exceeded, the aircraft will raise its nose, reducing speed. When certain speeds are exceeded, the system itself can retract the flaps and landing gear if the pilots forgot to do this. In the Superjet, for example, there is software protection against touching the strip with the tail during takeoff or landing: the plane itself will not be allowed to hit the strip with its tail.

3. Fly-by-wire technology, which allows you to get simple and logical control of the aircraft and minimize the individual characteristics of the aircraft type. By deviating the stick, the pilot sets the angular rate of turn of the aircraft in roll or the corresponding control function in pitch. This makes it easy to retrain pilots for other aircraft produced by this campaign, because. they all respond in exactly the same way to the same deflection of the handle. Therefore, for example, retraining pilots from the A320 to the huge A380 can take a couple of weeks, because. in management they are very similar thanks to this technology

We have never done all this in full before, and Thales has a huge practical experience in this part, they tested all this on the 320 family, which is actively flying around the world.

The hardware is still foreign, but we were allowed to make software for it, and with the opportunity to learn and learn from specialists from Thales, which means in this area much more piece of iron.

Making electronics by itself is not so tricky. Everything is done on standard microcircuits and standard switching circuits. The main know-how there is algorithms and programs, and that is what we are learning to do ourselves. While on the finished western iron. Let's figure out how it works and learn how to write programs for such systems - we can then make a similar system ourselves from purchased parts. Microelectronics engineers will catch up - then the details will be ours. Not all at once.

Boards and circuitry in digital technology is a secondary matter. In principle, you can easily purchase the necessary parts and assemble, for example, a CISCO router. Everything that it consists of, in principle, is on sale and copying the scheme is also nothing tricky. But you will not get a working router in this way, because. the main thing in it is the programs sewn into it, without which it is just useless trash. It is the same with the on-board electronics of modern aircraft.

PS: The pilot no longer decides at what angle to deviate the control surface - but sets the angular speeds of rotation of the aircraft. And EDSU itself decides at what angle to deflect this very surface. And this is not an invention of Thales - this is a global trend. Get used to the fact that not a pilot is sitting in the cockpit, but a robot operator.

Security, protection

The safety of this approach can be judged by the following logic: the probability that the pilot intentionally, risking damage to the landing gear, decided not to remove the landing gear at high speed is MUCH less than the probability that the pilot simply forgot about it. (As happened recently with the Tu-154 of UTair, when they got to 8000 with their landing gear extended and began to fall, and the dispatcher saved them)

As a result, on average, flight safety will increase, even if in some very, very rare situation this can lead to an accident.

Simply "warning" about a dangerous situation is not always effective. It happens that the pilot is not always adequate, inattentive, in a stupor, etc. Although, of course, everything should be done to inform the pilot and the intervention of automation should be only after that (if time permits)

U235: Yes, that's how it works. First, the automation warns the pilot, and if he does not react, it takes the plane out of the dangerous mode itself. By the way, the same withdrawal of an aircraft from a stall or overspeed is an analogue of the behavior of a conventional aircraft. Ordinary aircraft, after all, in the same way lower their nose when lowering speed, or raise it in case of acceleration. It's just that this behavior is maximally optimized from the point of view of flight safety using electronics. After all, a real aircraft may be late with lowering its nose during a stall, or vice versa, fall on its tail, like the Tu-154, and an aircraft with control according to the "Airbus philosophy" will do it on time and prevent a stall.

Everything about the Superjet is new. And the very principle of construction and interaction of the avionics complex, and many of its components separately. Well, we didn’t have aircraft with fully digital integrated avionics before. Maximum - there were several computers framed by analog electronics.

For example, 204 and 154M. There is no highly intelligent digital EDSU and avionics integrated into a single system. EDSU on both of these aircraft are analog, while what is on the Tu-154, and EDSU in the full sense cannot be called. This is SAU.

There is nothing like the 320s, where all the avionics work in one bundle as a single organism. And there are no digital bus interfaces there, and all control of aircraft systems goes through bundles of low-signal cables.

Not to mention the 380 and 787 level avionics (same generation as the SSJ, with AFDX)

Russia had no practical experience in building avionics of such a level of automation and integration. Now there is, thanks to SSJ. If without Tales they would have swung at such a level, then now they would have at the output a "unparalleled" raw and buggy product that would not have flown for another year or two or four, and then God knows how many glitches would have been caught from there. God forbid, so that in test flights, and not according to the results of an investigation of air crashes. And during this time they would have missed the market.

AFDX

About the AFDX standard (except for the superjet, so far it is only used on the A380 and B787).

It's not pure TCP/IP, it's based on UDP, but it's not exactly UDP either. The original UDP is there quite seriously, as they say, "finished with a file" to the requirements of aviation. And judging by the fact that so far not a single plane has crashed due to a plug in a tire, the controls and error correction built into the protocol are working quite successfully.

AFDX is NOT ethernet, or rather not pure ethernet. The whole garden was fenced with this AFDX in order to ensure both determinism and guaranteed data delivery with a delay no more critical for the worst conditions.

This is the latest technology, much better than older standards like ARINC 429 or even more mechanical drives.

ARINC 429 was developed over 30 years ago and is still widely used in the industry (in the west).

based on a bus, with one transmitter and up to 20 receivers. Data - 32-bit, transmitted over twisted pair. Two transmission speeds - 100 kbps and low speed 12.5 kbps. Each transmitter requires direct communication with its receivers (point-to-point), which requires a significant amount of transmission wires, which adds a lot of weight.

Boeing tried to introduce a new standard, ARINC 629, on its 777 model. The difference of the 629 is that the transmission rate was increased to 2 Mbps, and the number of receivers to 120. However, the system required non-standard and expensive hardware, so the format was not got accustomed.

ARINC 664 is the next step in the development of "aircraft LAN". The speed has increased by 1000 times, up to 100 megabits / sec. It is based on IEEE 802.3 Ethernet and uses off-the-shelf, low-cost, well-established components, drastically reducing development costs and time.
AFDX builds on this standard, formally called "ARINC 664 Specification Part 7". It was developed by Airbus for the A380 aircraft, but Boeing also decided to use it in the new 787 Dreamliner.

AFDX solves reliability issues and guarantees network throughput and reliable packet delivery. AFDX is a network topology "star", up to 24 systems are connected in a router (switch), where each of them can be connected to other routers in the network. This form of network greatly reduces the amount of wiring, reduces weight and simplifies the creation of the aircraft.
AFDX provides Quality of Service (QoS) and two-way bandwidth redundancy.

AFDX is superior to ARINC 429, MIL-STD-1553, and other architectures precisely because it is based on standard UDP and routers. Due to this, the cost of systems is reduced; their testing and debugging as a whole is radically simplified; the amount of wiring required is reduced; aircraft weight is reduced; simplifies diagnostics and search for faulty components. All this increases the reliability of the aircraft as a whole, reduces repair and maintenance costs, increases flight readiness and, of course, airlines' income.

For example, in the older ARINC 429, twisted pair had to go to every device. Separate bus for each communication path. If 5 systems want to receive some kind of signal, 5 wires are needed. New device? New wiring ... A huge amount of wires.

At AFDX - signals are connected to the commutator (switch). It doesn’t matter how many systems want to receive information from some device - anyway, this device is connected to the switch with only one wire (well, for reliability, there are still several of them)

The 429th transmitter can only have 20 receiving devices. In AFDX, this is practically unlimited.

In AFDX, you can monitor network traffic, emulate it, analyze it, and optimize it to your heart's content. There is a huge amount of software and libraries. Wires can also be fiber optic. Thanks to this system, a failed device will “tell” itself about its failure - a dream for repairmen.

In general, this is all the cutting edge of technology.

UDP is used there exactly what is standard. But the original IEEE 802.3 has been modified by introducing a "virtual channel" borrowed from ATM.
And if U235 is U235 from the Air Base, the great "engineer" - "communicationsman" who confuses the protocols of the channel, network and transport layers, then all his outpourings must be divided by 16 :-)

Avionics is used to denote the entire range of electronic equipment that is installed on board aircraft. Very often, in parallel with the word "avionics", the abbreviation avionics is used, which stands for avionics. The basic elements of electronic equipment are navigation, communication and control systems. As for the control equipment, this is a very large number of systems, ranging from searchlights to modern radars.

In domestic aviation, it is customary to separate specialists in power plants and aircraft. Accordingly, some are engaged in aviation systems, while others are engaged in electronic equipment.

SSJ-100 avionics

The Air Force of the Russian Federation has a clear division of on-board equipment into avionics and aviation equipment. The avionics is designed to emit or receive radio waves. As for aviation equipment, these are devices, mechanisms, units that use electric current in their work, but there are no radio waves. Also, military aircraft can be equipped with electronic weapons, but they are a separate piece of equipment.

In the domestic aircraft industry, the concept of "avionics" is practically not used, since the designation avionics - on-board radio-electronic equipment - and AO - aviation equipment is considered accepted.

History of avionics development

The very concept of "avionics" began to be used in Western countries since 1970. It was at this time that electronics reached a high technical level, which made it possible to use electronic systems on board aircraft. During these years, the first on-board computers for aircraft were created. In addition, a large number of automatic control and management systems began to be used.

Initially, the military began to order avionics and electronic equipment for automation to perform a wide range of military tasks and improve the accuracy of combat missions. As a result, combat vehicles became so dependent on on-board electronic equipment that flights were carried out depending on the selected electronic control modes. Due to the improvement of aircraft, the avionics also did not lag behind in development. Today, on-board equipment occupies a considerable part of the material costs for the manufacture of aircraft. So, for example, in the manufacture of F-14 aircraft, 20% of the total cost of the entire aircraft is allocated to avionics. Such systems are widely used in civil aviation, which makes it possible to automate and simplify the processes of machine control.

Modern composition of aircraft avionics

Aircraft control equipment:

• Navigation system.
• indication system.
• Communication system.
• Flight control system, type FCS.
• Air collision avoidance system, type TCAS.
• General control system.
• Meteorological equipment.
• Equipment for recording all flight parameters. These are flight recorders and controls.

Weapon control equipment:

• Sonars.
• Electro-optical equipment.
• Radars.
• Systems for searching and fixing the target.
• Weapons control equipment.

Interfaces in avionics

Worldwide accepted communication standards:

• MIL-STD-1553.
• ARINC 664.
• ARINC 629.
• AFDX.
• ARINC 717.
• ARINC 708.
• ARINC 429.

Constructs:

• MicroPC.
• PC/104 Plus.
• PC/104.

Expansion tires:

• VMEbus.