AS MAN EVOLVED ...

SO DID THE TECHNOLOGIES THAT HE USED

2000s

1940s

Evolution of
Avionics
Architecture

& Data Buses

Dr. J. SHANMUGAM
MADRAS INSTITUTE OF TECHNOLOGY

DEFINITION

AVIONICS

Avionics : Aviation Electronics

Avionics : All electronic and electromechanical
systems and subsystems (hardware and software)
installed in an aircraft or attached to it.
(MIL-1553A-HDBK)
Avionics has become an equal partner and is
surpassing aircraft structures and propulsion in
terms of cost and its mission effectiveness of modern
aircraft

AVIONICS SYSTEM ARCHITECTURE

Establishing the basic architecture is the first and

the most fundamental challenge faced by the
designer
The architecture must conform to the overall aircraft
mission and design while ensuring that the avionics
system meets its performance requirements
These architectures rely on the data buses for intra
and intersystem communications
The optimum architecture can only be selected
after a series of exhaustive design tradeoffs that
address the evaluation factors

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

FGA - DISJOINT ARCHITECTURE

The early avionics systems were stand alone black boxes where
each functional area had separate, dedicated sensors,
processors and displays and the interconnect media is point to
point wiring
The system was integrated by the air-crew who had to look at
various dials and displays connected to disjoint sensors
correlate the data provided by them, apply error corrections,
orchestrate the functions of the sensors and perform mode and
failure management in addition to flying the aircraft
This was feasible

due to the simple nature of tasks to be

performed and due to the availability of time

FGA - DISJOINT ARCHITECTURE

Pilot
Navigation
Computer

Navigation
Panel

Inertial
Measurement Unit

Radar
Processor

Altitude
Sensor

Display

Control
Panel

RF
.

FGA - CENTRALIZED ARCHITECTURE

As the digital technology evolved,a central computer was added
to integrate the information from the sensors and subsystems
The central computing complex is connected to other
subsystems and sensors through analog,digital, synchro and
other interfaces
When interfacing with computer a variety of different transmission
methods , some of which required signal conversion (A/D) when
interfacing with computer
Signal conditioning and computation take place in one or more
computers in a LRU located in an avionics bay , with signals
transmitted over one way data bus
Data are transmitted from the systems to the central computer
and the DATA CONVERSION TAKES PLACE AT THE CENTRAL
COMPUTER

FGA - CENTRALIZED ARCHITECTURE

ADVANTAGES

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.

FGA - CENTRALIZED ARCHITECTURE

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

SGA FEDERATED ARCHITECTURE

Federated : Join together, Become partners
Each system acts independently but united
(Loosely Coupled)
Unlike FGA CA , Data conversion occurs at the system level and
the datas are send as digital form called Digital Avionics
Information Systems(DAIS)
Several standard data processors are often used to perform a
variety of Low Bandwidth functions such as navigation, weapon
delivery , stores management and flight control
Systems are connected in a Time Shared Multiplex Highway
Resource sharing occurs at the last link in the information chain
via controls and displays
Programmability and versatility of the data processors

SGA FEDERATED ARCHITECTURE

ADVANTAGES
Contrast to analog avionics DDP provide precise solutions
over long range of flight , weapon and sensor conditions
Sharing of Resources
Use of TDMA saves hundreds of pounds of wiring
Standardization of protocol makes the interchangeability of
equipments easier
Allows Independent system design and optimization of
major systems
Changes in system software and hardware are easy to make
Fault containment Failure is not propagated
DISADVANTAGES :

Profligate of resources

SGA - DAIS HARDWARE ARCHITECTURE

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

SGA - DISTRIBUTED ARCHITECTURE

It has multiple processors throughout the aircraft that are designed
for computing takes on a real-time basis as a function of mission
phase and/or system status
Processing is performed in the sensors and actuators
ADVANTAGES

Fewer,Shorter buses
Faster program execution
Intrinsic Partitioning

DISADVANTAGES

Potentially greater diversity in processor types

which aggravates software generation
and validation

SGA HIERARCHICAL ARCHITECTURE

This architecture is derived from the federated architecture
It is based on the TREE Topology
ADVANTAGES
Critical functions are placed in a separate bus and Non-Critical
functions are placed in another bus
Failure in non critical parts of networks do not generate
hazards to the critical parts of network
The communication between the subsystems of a particular
group are confined to their particular group
The overload of data in the main bus is reduced

Most of the military avionics flying today based on

HIERARCHICAL ARCHITECTURE

SGA - HIERARCHICAL SYSTEM

EAP AVIONICS SYSTEM

TGA - WHY PAVE PILLAR

Pave Pillar is a USAF program to define the requirements and
avionics architecture for fighter aircraft of the 1990s
The Program Emphasizes
Increased Information Fusion
Higher levels and complexity of software
Standardization for maintenance simplification
Lower costs
Backward and growth capability while making use of
emerging technology VHSIC, Voice Recognition /synthesis
and Artificial Intelligence

Contd

TGA - WHY PAVE PILLAR

Provides capability for rapid flow of data in, through and from
the system as well as between and within the system
Higher levels of avionics integration and resource sharing of
sensor and computational capabilities
Pilot plays the role of a WEAPON SYSTEM MANAGER as
opposed to subsystem operator/information integrator
Able to sustain operations with minimal support, fly successful
mission day and night in any type of weather
Face a numerically and technologically advanced enemy
aircraft and defensive systems

TGA - PAVE PILLAR

Higher
Sustainability

PP
Lower

Mission

LCC

Effectiveness

TGA PAVE PILLAR ARCHITECTURE

Component reliability gains
Use of redundancy and resource sharing
Application of fault tolerance
Reduction of maintenance test and repair time
Increasing crew station automation
Enhancing stealth operation
Wide use of common modules (HW & SW))
Ability to perform in-aircraft test and maintenance of avionics
Use of VHSIC technology and
Capability to operate over extended periods of time at austere,
deployed locations and be maintainable without the Avionics
Intermediate Shop

FTGA - WHY PAVE PACE

Modularity concepts cuts down the cost of the avionics related to
VMS, Mission Processing, PVI and SMS
The sensor costs accounts for 70% of the avionics cost
USAF initiated a study project to cut down the cost of sensors
used in the fighter aircraft
In 1990, Wright Laboratory McDonnell Aircraft, Boeing aircraft
company and Lockheed launched the Pave Pace Program
Come with the Concept of Integrated Sensor System(IS2)
Pave Pace takes Pave Pillar as a base line standard
The integration concept extends to the skin of the aircraft
Integration of the RF & EO sensors
Originally designed for Joint Strike Fighter (JSF)

FTGA PAVE PACE

Pilot Vehicle
Interfacing

Integrated RF Sensing

Integrated
Core
Processing

Integrated EO Sensing
Integrated Vehicle
Management

Integrated Stores Management

AVIONICS SYSTEM EVOLUTION

Com m

Radar
NAV

Com m
Radar
NAV

Missi on

Missi on

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)

Advanced Integrated Avionics

(Post 2000)

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

Data Bus
# It provides a medium for the exchange of
data and information between various
Avionics subsystems
Integration of Avionics subsystems in
military or civil aircraft and spacecraft.

Protocol
set of formal rules and conventions
governing the flow of information among
the systems
Low level protocols define the electrical and
physical standards
High level protocols deal with the data
formatting, including the syntax of
messages and its format

TYPES OF PROTOCOLS
Command/Response
Token Passing

CSMA/CA

:Centralized Control Method

: Decentralized Control Method

(Free token)
: Random Access Method

Topology
How the systems are interconnected in a particular
fashion
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

MIL-STD 1553B

History of the MIL-STD-1553B

Developed at Wright Patterson Air Force
Base in 1970s
Published First Version 1553A in 1975
Introduced in service on F-15 Programme
Published Second version 1553B in 1978

MILITARY STANDARD 1553

MIL-STD-1553, Command / Response Aircraft
Internal Time Division Multiplex Data Bus, is a
Military standard (presently in revision B), which
has become one of the basic tools being used
today for integration of Avionics subsystems
This standard describes the method of
communication and the electrical interface
requirements for the subsystems connected in
the data bus

SPECIFICATION OVERVIEW
Data Rate

1 Mbps

Word Length

20 Bits

Message Length

32 Word Strings(maximum)

Data Bits per Word

16 Bits

Transmission Technique

Half - Duplex

Encoding

Manchester II Bi-phase

Protocol
Transmission Mode

Command Response
Voltage Mode

ELEMENTS OF MIL-STD-1553B
BUS CONTROLLER (BC)
REMOTE TERMINAL (RT)
MONITORING TERMINAL (MT)
TRANSMISSION MEDIA

BUS ARCHITECTURE

COUPLING METHODS

ARINC 429

HISTORY & MOTIVATION

Single point failure in 1553B leads to
certificability problem in civil aircraft
Addition of remote terminal requires
changes in BC software which requires
frequent certification
Standard adopted in the year 1977
Made its appearance in the C-17 transport
aircraft
Point to Point Protocol

ARINC SPECIFICATION 429

It is a specification that defines a local area
network for transfer of digital data between
avionics system elements in civil aircraft.
It is simplex data bus using one transmitter
but no more than twenty receivers for each
bus implementation
There are no physical addressing. But the
data are sent with proper identifier or label
Contd

ARINC 429 is viewed as a permanent as a

broadcast or multicast operation
Two alternative data rates of 100kbps and
12-14 Kbps
There is no bus control in the data buses
as found in MIL-STD 1553B
It has direct coupling of transmitter and
receiving terminals

ARINC 429 ARCHITECTURE

ARINC 429 DATABUS

ARINC 429
TRANSMITTER

ARINC 429
RECEIVER

ARINC 429
RECEIVER

UPTO 20 RECEIVERS
TOTAL

ARINC 429
RECEIVER

ARINC 629

BIRTH OF ARINC 629

1977

=> Boeing began to work on DATAC

project

1977 - 85 => DATAC Emerged as ARINC 629

1989

=> ARINC 629 was adopted by AEEC

1990

=> ARINC 629 was first implemented

in BOEING-777

ARINC 629 DATA BUS

Time Division Multiplex

Linear Bus
Multiple Transmitter Access
2 Mbps Data Rate
Current Mode Coupling
(Present implementation)

SPECIFICATION OVERVIEW

Data Rate

2 Mbps

Word Length

20 Bits

Message Length

31 Word Strings(maximum)

Data Bits per Word

16 Bits

Transmission Technique

Half - Duplex

Encoding

Manchester II Bi-phase

Protocol

Carrier Sense Multiple Access

Collision avoidance

Transmission Mode

Voltage Mode,Current Mode,

Fiber Optic Mode

ARNIC 629 ARCHITECTURE

ARINC 629 DATABUS

ARINC 629
TERMINAL

ARINC 629
TERMINAL

UPTO 120 SUBSCRIBER

TERMINALS

ARINC 629
TERMINAL

AFDX

Avionics Fully Duplex Switched Ethernet

is an advanced Protocol Standard to
interconnect avionics subsystems
It can accommodate future system
bandwidth demands
Increase flexibility in Avionics
design
Reduce aircraft wire counts, thus
lowering aircraft weight and cost

Since the Ethernet is a switched

architecture rather than a point-point
link, aircraft designers can create
redundant sub networks

Faults can be isolated and analysed

without impacting the system as a
whole
ARINC 429 data bus may still be
used but the main Avionics data pipe
will be Ethernet (AFDX) of 100 Mbps

HSDB

 Used in F-22 Advanced tactical fighter

Generic version SAE Aerospace Standard 4074.1
50 Mbps- linear bus
for optical medium implementation star topology
HSDB uses distributed control in which each
terminal is permitted to transmit only when it
receives the token frame.

SCI

IEEE STD-1596-1992
SCI is an interconnect system for both backplane
and LAN usage.
It is a system of rings and switches in its basic
format
Operates at 1 Gbps
Electrical links upto 30m and optical links upto
several kms.
Same Bandwidth as todays 155Mbits/sec ATM
links , 32 times that of todays fiber optic channel
and 800 times that of Ethernet.

DATABUS
COMPARISION

1553B
Standard Def-Stan
STANAG
3838

ARINC629
ARINC

ARINC 429 ETHERNET

ARINC
IEEE 802.3
ISO 8802.3

Status

Published

Published

Published

Primary
Support

USAF
US DOD

Boeing
Civil
Airlines

Published
INTEL

PERFORMANCE
Signaling Rate
1553B

- 1Mbps

Ethernet(AFDX) - 100Mbps
ARINC 429
- 100Kbps or 1214.5Kbps
ARINC 629

- 2Mbps

BUS ACCESS
1553B

- Predetermined

Ethernet - Not
Determined
ARINC 429 - Fixed
ARINC 629 Multitransmitter

Coupling
1553B
Ethernet

- Transformer
- Transformer

ARINC 429 - Direct

ARINC 629 - Transformer

Protocol Features
Access Method
1553B
Ethernet

- Time Division
- CSMA/CD

ARINC 429 - Fixed (Single

Transmitter)
ARINC 629 - CSMA/CA

Hierarchy
1553B
Ethernet

- Master/Slave
- No Master

ARINC 429 - No Master

ARINC 629 - No Master

NUMBER OF NODES
1553B
Ethernet

- 31(RT) + BM + BC
- 100 +

ARINC 429 - 20
ARINC 629 - 120

M IL-S TD 1773

WHY OPTICAL FIBER?

Though 1553B is used in various modern
aircraft, it is recognised that buses operate
in extremly severe environment like
EMI from intersystem and intrasystem
Lightning
Electrostatic discharge
High Altitude Electromagnetic pulse

About 1773
Fiber-optic version of 1553B
It also operates at the rate of 1Mbps
It also have the same 20 bit word and three
words such as command word, status word and
data word
stronger immunity to radiation-induced
electromagnetic interference

STANAG 3910

HISTORY OF STANAG 3910

Motivation of the STANAG 3910
Draft Created in Germany during 1987
Draft Submission on 1988
A Project EFA Bus was issued on 1989
Selected by the Euro fighter consortium
in 1989

STANAG 3910
To meet the Demands of Avionics requirements
for Highly Sophisticated fighter aircraft
Allow Evolution from MIL-STD-1553B Bus to
Higher Speed Avionics Bus System
Stay with a Deterministic Master/Slave Protocol
Low Risk approach to EF2000 Prototypes using
MIL-STD-1553B only

SPECIFICATION OVERVIEW
Data Rate

1 Mbps (LS), 20Mbps (HS)

Word Length

16 Bits

Message Length

32 Word(LS), 4096 Word (HS)

Max No. of Stations

32

Transmission Technique

Half - Duplex

Access Protocol

Command /Response

COMPARISON BETWEEN
MIL-STD-1773 and STANG 3910
MIL-STD-1773 is same as the 1553B
with
Fiber-Optic Media
STANAG 3910 operates under the
control of
STANAG 3838 (1553)
The data rate in 1773 is 1Mbps
The STANAG 3910 has 2 data rates
1 Mbps in 3838

CAN BUS

Controller Area Network (CAN) is the network

Established among microcontrollers.
CSMA/CA Protocol
Two wire high speed network system which was
firstly Established to overcome the problems
(wire harness,Communication) faced in
automobiles.
Linked up to 2032 devices(assuming one node
with one identifier) on a single network.
CAN offers high speed communication up to
1Mbps, thus allowing real time control.

DIGIBUS

Digibus
Originally Ginabus (Gestion des Informations
Numeriques Aeroportees Airborne Digital
Data Management)
Designed jointly by Electronique Serge Dassault
(ESD) and Avions Marcel Dassault- Breguet Aviation
(AMD-BA) and SAGEM between 1973 and 76
Digibus is now standard for all branches of French
Military is defined in the Specification GAM-T-101

SPECIFICATIONS
Digibus operates at 1 Mbits /sec.
Uses two twisted cable pairs shielded with two mesh
screens, one cable pair conveys data and the other
carries protocol messages.
The protocol messages are similar to MIL-STD-1553.

Maximum bus length is 100meters. But active

repeaters allow extension up to 300 meters plus
sub-bus couplers that can be used to connect sub
buses (each up to 100 meters long) on to the main
bus.

DATA BUSES
IN
SPACE APPLICATIONS

IEEE 1393
SPACEBORNE
FIBER OPTIC
DATA BUS

 ON Board Data Handling networks

High Speed payloads
SFODB is 1 Gbps, support real time and
On Board Data handling requirement of
Remote Sensing satellites
Highly reliable, fault tolerant, and
capable of withstanding the rigors of
launch
and
the
harsh
space

 Small size, light weight, and low power

Architecture
Redundant,
CrossStrapped Fiber Optic Ring with Passive
Bypass
Standard Protocol IEEE 1393-1999
Node Capacity 127 Transmit & Receive
Nodes

In Space shuttles
Two commonly used data buses
1. Multiplex interface adapter(MIA)
2. Multiplex/demultiplexer data bus
(MDM)

MIA Data Bus

Command/response protocol
24 bit words(plus sync&parity)
Same as to 1553 data bus in speed and
biphase Manchester encoding
Words are 24 bits long while in 1553
bits long

20

MDM DATA BUS

Serial point to point communication
Between space shuttle payload general
support computer and various subsystems
MDM interface consists of a serial data
bus and three discretes (Message in,
Message out and word)
Discrete contains the timing , direction
and No. of words on the serial data bus

 Serial data bus is bi-directional

Discrete are driven by bus controller

(the PGSC) and received by the remote
Terminal

Speed is 1 Mbps

Words have 16 bits, messages upto 32

words

CAN BUS

CAN BUS
In Space Applications
FASat-ALPHA(Chile) will carry an
advanced OBDH system
In this, Controller Area Network
(CAN) bus is used to connect all
processing nodes

 ROMER-a DANISH satellite, ACS

will be implemented on an on-board
connected to a CANBUS in order to
communicate with sensors and
actuators of the ACS.
CANBUS network is used for
connecting all components via an
interface,within the body in TG-A
launch vehicles.

MIL-Std 1553 Data Bus in

Space Applications

 TAOS-Technology for Autonomous

Operational survivability
In TAOS Satellite 1553 is used for
intersatellite communications
Two MIL-Std 1750A(Processor) are
used for spacecraft control and
payload operation

SPACE STATION

International Space Station

MIL-Std 1553 Data Buses are used

for a common data link between all
segments of U.S. laboratory Module,
Russian Service Module and functional
Cargo block, the European Columbus
Orbital facility and the Japanese
Experimental Modulej

In SWAS , NASAs UBMILLIMETER

WAVE ASTRONOMY SATELLITE
use 1553 data bus for On-Board Data
Handling system
In TRACE, NASA TRANSITION
REGION AND CORNAL EXPLORER
employ 1553 to connect subsystems.

 Microstar Satellite platform uses 1553

Or 1773 Buses for payload data
interface To accommodate high level
interfaces.
NASAs Goddard Space Flight Center
use a common bus for several satellites
Which is attained by 1553 and 1773
buses
Globstar system consider 1553 as a

THANK YOU