Avionics - Afzal Sir

Introduction to Avionics
Cockpit of an Aircraft
Old Cockpit of an Aircraft Updated Cockpit of an Aircraft

Basics of Avionics
 Combination of AVIation and electrONICS

 Avionics system or sub-system depends on electronics
 Avionics industry is a multi-billion dollar industry
 Avionics equipment on a modern military or civil aircraft accounts for around

 30% of total cost of the aircraft
 30% in the case of maritime patrol/anti-submarine aircraft or helicopter.
 Over 75% of the total cost in case of an airborne early warning aircraft, such as an AWACS
Basics of Avionics
Basically avionics cover three part of an aircraft system
 Navigation
 Communication
 Surveillance
Navigation: Navigation is the field of study that focuses on the process of monitoring and controlling the
movement of a craft or vehicle from one place to another.
Communication: Communication is the act of conveying message from one entity or group to another through
the use of mutually understood signs, symbols, and semiotic rules.
Surveillance : Surveillance is the monitoring or close observation of behavior, activities or information for the
purpose of influencing, managing or directing.
Need for Avionics
 To enable the flight crew to carry out the aircraft mission safely and efficiently
 In Civil Aircraft: Mission is carrying passengers to their destination
 In Military Aircraft: Intercepting a hostile aircraft, attacking a ground target,

reconnaissance or maritime patrol.
Advantages of Avionics
 Increased Safety
 Aircraft traffic control requirement
 All weather operation
 Reduction in fuel consumption
 Improved aircraft performance
 Better control and handling
 Modern entertainment and increased comfort in the air, and

 Reduced maintenance costs
Core Avionics System
 The figure on right side shows the primary or core functions
which are common to both military and civil aircraft.
 Some avionics system have been left off.

 Display system provides visual interface
 HUD-Head Up Displays
 HMD-Helmet Mounted Displays
 HDD-Head Down Displays
HUD HMD HDD

1. VHF/UHF Radio Comm Eqpt (Transceiver = Transmitter + Receiver)
2. ADF (Receiver only) –NDB Transmitter on ground at airport
3. GPS (Receiver only) – Dependent on Satellite
4. DME – VOR (Transceiver - work in pair)
5. ILS (Instrument landing System - Transceiver )
6. Radio/Radar Altimeter (Transceiver )
7. Airborne Radar (Navigation/Weather/Tactical) - Transceiver
8. ADS-B (Autonomous Dependent Surveillance - Broadcast) (Transmitter only)
9. TCAS (Traffic Collision Avoidance System (Transceiver)
10. FDR (Flight Data Recorder – Black Box) Internal recording device for accident investigation purpose
11. Auto Pilot System - Internal control and guidance computer
12. TACAN (Tactical Air Navigation) system – a version of DME used in mil ac
13. ATC Transponder (Transceiver)
14. Head Up Display (HUD) - modern cockpit digital display system
15. MFD (Multi Function Display) or Digital Cockpit or Glass Cockpit
16. ELT (Emergency Locator Transmitter) in conjunction with VHF/UHF Homer - Receiver (must for Search and
Rescue aircraft and helicopter)
17. Cabin Entertainment System (WiFi, Video display, Music etc)
How do VOR DME work?
 In radio navigation, a VOR/DME is a radio beacon (airport Transmitter-Receiver Station) that
combines a VHF omnidirectional range (VOR) with a distance-measuring equipment
(DME). The VOR allows the receiver to measure its bearing to or from the beacon, while the
DME provides the slant distance (range) between the receiver and the station.
DME/VOR Channel Pairing

 The rate of interrogation (referred to as pulse repetition frequency, or prf) is nominally 30
pulse pairs per second. However, during the search period this rate increases to
approximately 150 pulse pairs per second.
What is jitter in DME?
 DME is required for aircraft operating at or above 24,000 feet (FL 240). The aircraft sends out a
pulsed signal to the station (interrogation) and the station replies with a pulsed signal. Random
spacing, called “jitter” makes each interrogation unique to each aircraft; the station replies in
kind.
VOR DME Features
 The VOR (very high frequency omnidirectional radio range) receiver and its corresponding VOR stations (at
airport) form the world's most commonly used ground-based electronic navigational system.
 Because of its signal range and many uses to pilots, the VOR receiver is standard equipment on nearly
every type of aircraft ranging from Cessna 150s to Boeing 747s and Bell JetRanger helicopters.
There are three types of VOR navigational stations: VOR (just the VOR), VOR-DME (VOR plus distance measuring
equipment), and VORTAC (VOR plus the military's tactical air navigation system).
Each VOR station can further be classified according to its range - terminal, low altitude, or high altitude.
 Terminal VORs are designed to be clearly received up to 25 nautical miles from the station at altitudes of 1,000 feet
agl through 12,000 feet agl.
 Low-altitude VORs are meant to be used from 1,000 feet agl through 18,000 feet agl at distances of up to 40
nm from the station.
VOR DME Features
 Finally, high altitude VORs have the greatest range - 130 nm - between 18,000 feet agl and 45,000 feet agl,
although they can also be effective at shorter ranges of 40 nm or more from 1,000 feet agl all the way
through 60,000 feet agl.
 It is important to remember that all VORs can only be received line-of-sight (LOS). So, if there's a
mountain between the aircraft and the VOR station, aircraft will not receive a reliable signal even though it
is within the station's range.
 All VORs operate within the 108.0 to 117.95 MHz frequency band. VOR-DME stations and VORTACs both
have distance measuring capabilities. So, with the right equipment in the cockpit, pilots can determine not
only their radial relative to the VOR station but also the slant-range distance from their aircraft to the
station.
DME
 DMEs and navaids function using different frequencies. DMEs utilizes ultra-high frequencies (UHF)
whereas the co-located VORs and ILSs utilizes very-high frequencies (VHF). When an aircraft
requests the slant distance, it sends a signal called the interrogation pulse to the ground-based DME
(Transponder). The transmitter then responds, relaying a signal back to the onboard aircraft
equipment
 The duration of this UHF signal to and from the DME station is then used to calculate the distance of
the straight line from craft to station. The on-board equipment used to display the slant distance can
vary from frequency selectors and radio magnetic indicator (RMI) instruments which display the
paired frequency of both the DME and VOR/ILS, or standalone instruments which display information
only from the DME
Limitations…………….
Because DMEs measure slant distance, any terrain that blocks the line of sight between the DME
station and the aircraft will impact both the DMEs range and ability to communicate with the on-
board equipment.
DME Equipment
There are two independent DME systems, comprising antennas and
interrogators. The DME antennas are L-band blades, located on the underside
of the aircraft fuselage, the antenna is dual purpose in that it is used for both
transmitting and receiving.
The interrogators are located in the equipment bays and provide three main functions:
 Transmitting
 Receiving
 Calculation of distance to the selected navigation aid
TACAN
A Tactical Air Navigation (TACAN) system was/is used to provide geographical
navigation for military applications. This technology pre-dates GPS and has now more
or less been replaced by GPS in most if not all applications. It was used by most US
Military aircraft post 1950
TCAS
The Traffic Alert and Collision Avoidance System (TCAS), also known as the Airborne
Collision Avoidance System (ACAS) is an airborne system designed to increase
cockpit awareness of nearby aircraft and service as a last defense against mid-air
collisions
Video-Avionics
https://www.youtube.com/watch?v=7JowiXwzBvk
AIRCRAFT AVIONICS SYSTEMS : ILS
 ILS stands for Instrument Landing System and is a standard International Civil
Aviation Organization (ICAO) precision landing aid that is used to provide accurate
azimuth and descent guidance signals for guidance to aircraft for landing on the
runway under normal or adverse weather conditions
 Instrument landing system (ILS) facility is a highly accurate and dependable means of
navigating to the runway in IFR (Instrument Flight Rules) conditions
 The ILS provides the lateral and vertical guidance necessary to fly a precision
approach
Fig: ILS system

IEEE Standard 521-2002
Standard Radar Frequency Letter-Band Nomenclature
Band Frequency Range Wavelength
HF 3 to 30 MHz 10 meter to 1 meter
VHF 30 MHz - 300 MHz 1,000cm to 100cm
UHF 300 MHz - 1 GHz 100cm to 30 cm
L band 1 to 2 GHz 30cm to 15cm
S band 2 GHz - 4 GHz 15cm to 7.5cm
C band 4 GHz - 8 GHz 7.5cm to 3.8cm
X band 8 GHz - 12 GHz 3.8cm to 2.5cm
Ku band 12 GHz - 18 GHz 2.5 to 1.7 cm
K band 18 GHz - 27 GHz 1.7 to 1.1 cm
Ka band 27 GHz - 40 GHz 1.1 to 0.75 cm
V band 40 GHz - 75 GHz 0.75 to 0.40 cm
W band 75 GHz - 100 GHz 0.40 to 0.27 cm
mm 110 to 300 GHz 0.27 to 0.10 cm

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Introduction to Avionics

Old Cockpit of an Aircraft Updated Cockpit of an Aircraft

 Combination of AVIation and electrONICS

 Avionics equipment on a modern military or civil aircraft accounts for around

Basically avionics cover three part of an aircraft system

 In Civil Aircraft: Mission is carrying passengers to their destination

 In Military Aircraft: Intercepting a hostile aircraft, attacking a ground target,

 Modern entertainment and increased comfort in the air, and

 Some avionics system have been left off.

HUD HMD HDD

DME/VOR Channel Pairing

What is jitter in DME?

Fig: ILS system

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