Anjali Internship Report - Copy (2) 6c1j4z

VISVESVARAYA TECHNOLOGICAL UNIVERSITY JNANASANGAMA, BELAGAVI-590018

An Internship Report

“IMPLEMENTATION OF ARINC-717 PROTOCOL” Submitted in partial fulfillment for the award of degree of

Master of Technology In Digital Communication Engineering Submitted by ANJALI 1CR14LDC01 Internship Carried Out at Mission and Combat System R&D Centre (MCSRDC), Main Factory, Hindustan Aeronautics Limited, Old Airport Road, Banglore-560 017

External Guide

Internal Guide Mrs. Pappa M. Associate Professor Dept. of TCE, CMRIT,

Aparna,

Mrs.

Engineer (Design),

MCSRDC, Hindustan Aeronautics Limited, Bangalore560017

Bangalore - 560037

Department of Telecommunication Engineering CMR INSTITUTE OF TECHNOLOGY Bangalore – 560037.

2015-16

VISVESVARAYA TECHNOLOGICAL UNIVERSITY Department of Telecommunication Engineering CMR INSTITUTE OF TECHNOLOGY Bangalore – 560037.

CERTIFICATE Certified that the internship work entitled “Implementation of Arinc-717 Protocol”

is carried out by Ms. Anjali bearing USN: 1CR14LDC01, a bonafide student of CMR Institute of Technology, Bangalore in partial fulfilment for the award of Master of Technology in Digital Communication Engineering of the Visvesvaraya Technological University, Belgaum during the year 2015-2016. It is certified that all the corrections/suggestions indicated for Internal Assessment have been incorporated in the report deposited in the departmental library. The internship report has been approved as it satisfies the academic requirements in respect of internship work prescribed for the said degree.

Mrs. Pappa M. Associate Professor Dept. of TCE, CMRIT, Bangalore - 37

Mrs. Sharmila K P Assoc. Prof. & H. O. D, Department of TCE, CMRIT, Bangalore –37

Dr. Sanjay Chitnis, Principal, CMR Institute of Technology Bangalore –37

External Viva Name of the Examiners

Signature with Date

1.____________________

__________________

2.____________________

__________________

VISVESVARAYA TECHNOLOGICAL UNIVERSITY Department of Telecommunication Engineering CMR INSTITUTE OF TECHNOLOGY Bangalore – 560037.

DECLARATION

I, Ms. Anjali, student of third semester M.Tech, in the Department

of

Telecommunication Engineering, CMR Institute of Technology, Bangalore declare that

the internship work entitled “Implementation of Arinc-717 Protocol” has been carried out by me and submitted in partial fulfillment of the course requirements for the award of degree in Master of Technology in Digital Communication Engineering of Visvesvaraya Technological University, Belgaum during the academic year 2015-2016. The matter embodied in this internship report has not been submitted to any other university or institution for the award of any other degree or

diploma.

-

Ms. Anjali USN: 1CR14LDC01 Digital Communication Engineering, Department of TCE, CMR Institute of Technology, Bangalore-560037.

Ms. Anjali

ACKNOWLEDGEMENT The satisfaction that accompanies the successful completion of any task would be incomplete without mentioning the people whose proper guidance and encouragement has served as a beacon and crowned my efforts with success. I take an opportunity to thank all the distinguished personalities for their enormous and precious and encouragement throughout the duration of this seminar. I take this opportunity to express my sincere gratitude and respect to CMR Institute of Technology, Bangalore and Mission Combat System R&D Center, Hindustan Aeronautics Limited for providing me an opportunity to carry out my internship work. With profound sense of gratitude, I acknowledge the guidance and extended by Mrs. Aparna, Engineer (Design), MCSRDC, Hindustan Aeronautics Limited, Bangalore and Mrs. Pappa.M, Assoc. Professor, Department of Telecommunication Engineering, CMRIT, Bangalore. Their incessant encouragement and invaluable technical have been of immense help in realizing this internship work. Their guidance gave me the environment to enhance my knowledge, skills and to reach the pinnacle with sheer determination, dedication and hard work. I would also like to thank Dr. T. Balagurunathan, AGM, MCSRDC, Hindustan Aeronautics Limited, Bangalore for his valuable suggestions in the course of internship work. I express my sincere regards and thanks to Mrs. Sharmila K.P, Associate Professor, H.O.D, Department of Telecommunication Engineering, CMRIT Bangalore, for her encouragement and throughout the internship work. I have a great pleasure in expressing my deep sense of gratitude to Dr.Sanjay Chitnis, Principal, CMRIT, Bangalore, for his constant encouragement. I also extend my thanks to the HAL personnel who encouraged me throughout the course of internship work. I thank my parents and friends for all their moral they have given me during the completion of this work. -

i

ANJALI

EXECUTIVE SUMMARY Hindustan Aeronautics Limited is an Indian state-owned aerospace and defense company based in Bangalore, Karnataka. It is governed under the management of the Indian Ministry of Defense. The government-owned corporation is primarily involved in the operations of the aerospace industry. These include manufacturing and assembly of aircraft, navigation and related communication equipment and airports operation. Hindustan Aeronautics Limited also aims at developing the skills of students in the area of avionics and electronics through internship.

During my four months internship in Mission Combat System R&D Center (MCSRDC) of HAL, I worked in assisting and coordinating in the work of implementation of ARINC 717 protocol, which included the background study of ARINC 429 and other protocols. Reflecting on my experience at MCSRDC, HAL, the internship programme has made immeasurable impacts in my aptitude in varied fields such as: Team work, Report writing/Analytical writing, Organizational and intercultural competence, Programme Organization and Coordination. The internship programme has broadened my knowledge base, which was made possible through my participation in the various field visits organized by the HAL and my interaction with participants at the field visits. It has been a wonderful experience in HAL and I recommend that HAL organizes more of such programmes to create similar platforms for many young students around the country. ARINC: Signaling and intersystem communication in avionics (Aviation electronics) has been a crucial topic ever since electronics were first used in the aerospace system and with the increase in communication within avionics equipment’s, there should be an effective and secure means of communication among these. ARINC is an organization which defines protocols for providing such effective means of communication between avionics equipment's. With the need to have an effective means of communication among the avionics units, standards like AIRINC 419 and later AIRINC 429 were adopted by the industries. In the industrial use, AIRINC 429 has been adopted and extended very little because it cannot meet the present day challenges and requirements generated by the use of integrated modular avionics. ii

ARINC 717: ARINC protocols have provided many key advantages and better standards. However, the development of ARINC 717 is characterized to be one of the significant point in this development. This is because the introduction of ARINC 717 has eliminated the deficiencies of low data security of its precursor models. Here, ARINC 717 is a protocol that defines a standard for data communication. This communication occurs between the digital flight data acquisition unit (abbreviated as DFDAU) and the digital flight data recorder (abbreviated as DFDR). Here, the DFDAU assumes the position of the computer and the transmission point, as the different data are collected, combined, and transformed into the format of the ARINC 717 protocol on these system components. This data bundle then reaches the DFDR and Quick Access Recorder. IMPLIMENTATION: The entire architecture of ARINC 717 protocol has been implemented and simulated successfully. The encoder module at transmitter converts a continuous data stream in to a 12 bit encoded Harvard Bi-Phase (HBP) waveform and BPRZ format which are then encoded to form ARINC 717 frames. A transmitter FIFO and receiver FIFO module is designed to store the incoming data stream. Finally an encoder module at the receiver, decodes the 12 bit HBP from ARINC 717 frames and decodes these 12 bit HBP words into continuous stream of data. AIRINC 717 combines proven safety and availability, functionality and redundancy in the field of airports, aviation, defense, networks and transportation. It makes to combine the many different components in the system to form an assembly that works effectively. It is possible to optimally secure transmitted and received data between two or more devices.

iii

CONTENTS Acknowledgement ......................................................................................................

i

Executive Summary ...................................................................................................

ii

Contents .................................................................................................................... iv List of Tables ............................................................................................................ vi List of Figures .......................................................................................................... vii

Chapter 1 ................................................................................................... 1 Hindustan Aeronautics Limited ................................................................................. 1 1.1

History ............................................................................................................. 1

1.2

Organizational Growth of HAL ...................................................................... 2

1.3

R & D center ................................................................................................... 5

1.4 In-House Developed Products ......................................................................... 6 1.5

Services ......................................................................................................... 11

1.6

HAL Today ................................................................................................... 15

Chapter 2 ................................................................................................. 16 Mission and Combat System R&D Center .............................................................. 16 2.1

Core Competency .......................................................................................... 16

2.2

Design and Development Capabilities .......................................................... 17

2.3

Facilities ........................................................................................................ 18

2.4

Mission Computers ....................................................................................... 22

2.5

Programs Executed ........................................................................................ 23

2.6

Current Programs: ......................................................................................... 24

2.7

Future Programs ............................................................................................ 25

Chapter 3 ................................................................................................. 27 Task Performed – Implimentation of ARINC 717 .................................................. 27 3.1

ARINC .......................................................................................................... 27

3.2

Road map of ARINC BUS Architectures ..................................................... 28

3.3

ARINC 717 ................................................................................................... 32

3.3.1

Frame Format ......................................................................................... 33

3.3.2

SYNC Word ........................................................................................... 34

3.3.3Operation of ARINC 717 ....................................................................... 34 3.3.4

ARINC 717 Encoder: ............................................................................. 35

3.3.5

ARINC 717 Decoder: ............................................................................ 35 iv

3.4 Implementation of ARINC 717 ..................................................................... 37 3.4.1 Top level representation of ARINC 717 ................................................ 37 3.4.2

FSM of top level ARINC 717 ................................................................ 38

3.4.3

ARINC 717 Encoder .............................................................................. 39

3.4.4

ARINC 717 Clock Generation ............................................................... 40

3.4.5

ARINC 717 FIFO .................................................................................. 41

3.4.6

ARINC 717 Receiver ............................................................................. 42

3.5

Implementation Methods............................................................................... 43

3.6

Working with Micro-semi Smart Fusion Evaluation Kit .............................. 44

3.7

Activity Work Timelines ............................................................................... 46

Chapter 4 ................................................................................................. 48 Results and Outcomes .............................................................................................. 48 4.1

Simulation Results......................................................................................... 48

4.2

Experience and Assessment .......................................................................... 50

4.2.1

Basic Concept Studied On Aeronautical Industry ................................. 50

4.2.2

Visit to Jaguar Aircraft........................................................................... 54

4.2.3

Visits To Rig Laboratory ....................................................................... 56

4.2.4

Technical and Non-Technical Outcomes ............................................... 56

4.3

Work Outcome Timelines ............................................................................. 58

Chapter 5 ................................................................................................. 59 Advantage(s) ............................................................................................................ 59 Disadvantage(s)........................................................................................................ 59 Future Work ............................................................................................................. 59 Conclusion ............................................................................................................... 59 References ................................................................................................................ 60 Annexure I ............................................................................................................... 61

v

LIST OF TABLES

Table 1-1 HAL Milestones Table 1-2 HAL R&D Centers

4 5

Table 1-3 Financial Highlights

13

Table 1-4 Financial Performance of HAL

14

vi

LIST OF FIGURES Figure 1-1 HAL Organization Structure Figure 1-2 Light Combat Aircraft (TEJAS)

4 8

Figure 1-3 Helicopter (DHRUV)

8

Figure 1-4 Aero Engines of Russian Origin

9

Figure 1-5 Advanced Communication Equipment

10

Figure 1-6 Aerospace Equipment

10

Figure 1-7 HAL Services

11

Figure 2-1 MCSRDC

16

Figure 2-2 Simulation Lab

16

Figure 2-3 Avionics System

17

Figure 2-4 Test Rigs

21

Figure 2-5 JAGUAR DARIN-III near Glass Cockpit

24

Figure 3-1 Analog Avionics System

29

Figure 3-2 Road map of ARINC Bus Architectures

30

Figure 3-3 DFDAU and DFDR

32

Figure 3-4 ARINC 717 Frame Format

33

Figure 3-5 HBP bit encoding

35

Figure 3-6 BPRZ bit encoding

36

Figure 3-7 Top level diagram of ARINC 717

37

Figure 3-8 FSM of Top Level ARINC 717

38

Figure 3-9 Encoder FSM

39

Figure 3-10 Clock Generation FSM

40

Figure 3-11 FIFO Finite State Machine (FSM)

41

Figure 3-12 Receiver FSM

42

Figure 3-13 Loop-back Implementation Approach

43

Figure 3-14 Transmitter individual test

44

Figure 3-15 Receiver individual test

44

Figure 3-16 Actel Smartfusion evaluation kit

45

Figure 3-17 Data to and from microcontroller

45

Figure 3-18 Interfacing with micro-semi kit

46

Figure 3-19 August Activity Work Timeline

46

Figure 3-20 September Activity Work Timeline

47

vii

Figure 3-21 October Activity Work Timeline Figure 3-22 November Activity Work Timeline

47 47

Figure 4-1 Input data from test bench to transmitter FIFO

48

Figure 4-2 Data stored in transmitter FIFO

48

Figure 4-3 Data read from transmitter FIFO and encoded data

49

Figure 4-4 Encoded data sent to ARINC 717 receiver and decoded data

49

Figure 4-5 ARINC 717 decoded data sent to reciever FIFO

49

Figure 4-6 Decoded data from ARINC 717 receiver fifo and read by test bench.

50

Figure 4-7 Jaguar Aircraft

54

Figure 4-8 Specification on Jaguar

55

Figure 4-9 Cockpit View Of Jaguar

55

Figure 4-10 Rig Laboratories

56

Figure 4-11 August Work Outcomes Timeline

58

Figure 4-12 September Work Outcomes Timeline

58

Figure 4-13 October Work Outcomes Timeline

58

Figure 4-14 November Work Outcomes Timeline

58

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Implementation of ARINC 717 Protocol

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CHAPTER 1 HINDUSTAN AERONAUTICS LIMITED This chapter briefs about the History of HAL, its organizational growth, the R&D centers in HAL. It also describes the products developed in HAL, the services given by it and along with it describes the t ventures of HAL. It also highlights the financial status of HAL for year 2014-15. 1.1

History The history and growth of the Hindustan Aeronautics Limited is synonymous

with the growth of Aeronautical industry in India over the past 70 years. The Company which had its origin as the Hindustan Aircraft Company was incorporated on 23 Dec 1940 at Bangalore by Shri Walchand Hirachand a farsighted visionary in association with the Government of Mysore with an Authorised Capital of Rs.4 crores (Paid up capital Rs.40 lakhs) and with the aim of manufacturing aircraft in India. In March 1941, the Government of India became one of the shareholders in the Company holding 1/3 of its paid-up capital and subsequently took over its management in 1942. In collaboration with the Inter Continental Aircraft Company of USA, Hindustan Aircraft Company commenced its business of manufacturing of Harlow Trainer, Curtiss Hawk Fighter and Vultee Bomber Aircraft. In Dec 1945, the company was placed under the istrative control of Min. of Industry & Supply. In January 1951, Hindustan Aircraft Private Limited was placed under the istrative control of Ministry of Defence. The Company had built aircraft and engines of foreign design under license, such as Prentice, Vampire and Gnat aircraft. It also undertook the design and development of aircraft indigenously. In August 1951, the HT-2 Trainer aircraft, designed and produced by the company under the able leadership of Dr. V.M.Ghatge flew for the first time. Nearly 200 Trainers were manufactured and supplied to the Indian Air Force and other customers. With the gradual building up of its design capability, the company successfully designed and developed four other aircraft i.e. two seater 'Pushpak' suitable for flying clubs, 'Krishak' for Air Observatory Post(AOP) role, HF-24 Jet Fighter '(Marut)' and the HJT-16 Basic Jet Trainer '(Kiran)'. Meanwhile, in August 1963, Aeronautics India Limited (AIL) was incorporated as a Company wholly owned by the Government of India to undertake the manufacture

Department of Telecommunication,CMRIT

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of the MiG-21 aircraft under license. In June 1964, the Aircraft Manufacturing Depot which was set up in 1960 as an Air Force unit to produce the Airframe for the HS-748 transport aircraft was transferred to AIL. Soon thereafter, the Government decided to amalgamate Hindustan Aircraft Limited, with AIL so as to conserve resources in the field of aviation where the technical talent in the country was limited and to enable the activities of all the aircraft manufacturing units to be planned and co-ordinated in the most efficient and economical manner. Amalgamation of the two companies i.e. Hindustan Aircraft Limited and Aeronautics India Limited was brought about on 1st Oct 1964 by an Amalgamation order issued by the Government of India and the Company after the amalgamation was named as "Hindustan Aeronautics Limited (HAL)" with its principal business being design, development, manufacture, repair and overhaul of aircraft, helicopter, engines and related systems like avionics, instruments and accessories. 1.2

Organizational Growth of HAL Table 1-1 shows the year wise organizational growth of HAL.

1940: H.A.L was set up by Seth Warchand Hirachand in association with the government of Mysore as a private limited company. 1941:

First product “HARLOW TRAINER AIRCRAFT” & “CURLINESS HAWK AIRCRAFT” handed over to government of India.

1942: Company was handed over to the U.S. AIR FORCE. HAL repaired over 100 different varieties of aircraft and 3800 piston engines. 1945: Government of India took over the management of HAL again after the Second World War. 1949: First percivical apprentice aircraft assembled. 1951: The control of HAL was shifted to ministry of defence from ministry of industry. 1954: The first HINDUSTAN TRAINER II (HT—II) had its maiden flight. 1956: HAL comes under the public sector. 1960: Aircraft Manufacturing Department at Kanpur was established. 1962: HINDUSTAN AERONAUTICS INDIA LIMITED (HAIL) was formed to manufacture MIG-21 aircraft. Three factories at Nasik, Koraput, and Hyderabad were established.


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1964: HAIL was dissolved and its assets merged with aeronautics India limited and company by the name of HAL was formed. 1969: An agreement with USSR AWS reached for the license production of MIG21 AIRCRAFT. 1970: Helicopters Division was established to manufacture Helicopters. 1973: Lucknow Division was formed for manufacture of more than 500 types of Instruments and Accessories. 1976: An agreement with USSR for license for MIG-21 AND BIS –AIRCRAFT. 1979: Agreement with British aerospace for manufacture JAGUAR AIRCRAFT. 1982: Agreement with USSR for license manufacturing of MIG-27M AIRCRAFT. 1983: Korwa Division lraged division for HAL formed. 1990: Design and Development of Advanced Light Helicopter. 1996: Major servicing of the first batch of MIRAGE – 2000 AIRCRAFT was under taken. It conducted several “C” CHECKS ON BOEING 737 AIRCRAFT. 1998: IGMT a new Division was established at Bangalore. 1998: Establishment of Industrial & Marine Gas Turbine Division for aerodoriative gas turbines / Industrial engines. 2000: Establishment of Airport Service Service Centre for C0-ordinating the operations at HAL Airport – Bangalore. 2002: Establishment of Sukhoi Engine Division at Koraput. 2002: Expansion of Nasik Division as Aircraft Manufacturing Division and Aircraft Overhaul Division. 2006: HAL ranked 45th among Top Defense Firm in the World. 2006: 19th July, HAL – IAI cooperation in Aero structure. st

2006: 21 July, Rolls – Royce & HAL celebrate 50 year of partnership. st

2006: HAL launches newspaper from Minsk square on 1 September. 2006: 3rd September, SU-30 MKI Programme on schedule: HAL. th

2006: 14 October, HAL Launches Helicopter ambulance, Charter Service named “Vayu Vahan”. 2006: 20th December, HAL receives EEPC Award for the year 2004-05. 2007: 5th June, HAL completes planting 25 Lakh saplings. 2007: 22nd June, HAL gets Navratna Status.


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nd

2007: 2

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July, Ashok Nayak is HAL’s new MD.

th

th

2007: 6 August, HAL ranked 34 among top 100 defence firm in the world. th

2007: 16 August, DHRUV with SHAKTI ENGINE and Weapons make maiden flight. 2007: December, Facilities Management Division for effective and focused attention towards the common services at Bangalore 2008: November, Mission & Combat System R & D Center was formed to concentrate on Mission systems, Aircraft upgrades and technology development. 2012: November, Strategic electronics Factory at Kasaragod, Kerala, a unit of HAL Hyderabad, was established 2014: March, Separate Division was established at Bangalore for production of Light Combat Aircraft Table 1-1 HAL Milestones HAL Corporate

DESIGN COMPLEX

 Aircraft



Center Rotatory wing

R & D Center

 Engine & Test







 

bed R & D Center Strategic Electronics R & D Center Aircraft Updates R & D Center Aerospace System & Equipment R & D Center Gas Turbine R & D Center Control

R &

D

BANGLORE COMPLEX

 Aircraft  

 

Division Engine Division

Foundry & Forge Division Helicopter Division Aerospace Division

 Overhaul Division  Industrial & Marine gas Turbine

ACCESSORIES COMPLEX  Accessories Division  Lucknow Avionics 

Division Korwa

Avionics Division Hyderabad  Transport Aircraft Division Kanpur

MIG COMPLEX  

Nasik Division Koraput Division

Figure 1-1 HAL Organization Structure


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R & D center The Company has a comprehensive Design organization in its divisions. Out of 29

types of aircraft produced so far, 15 have been of indigenous design. The Company has long experience in design and manufacture of a diversified range of aircraft and its systems. For further growth of the Company it was considered necessary for HAL to strengthen its R&D capability and accordingly the erstwhile Design Bureaus have been restructured and reorganized into the following R&D Centers: (Table 1-2)

Sl. No.

R & D Centre

Activity

1

Aircraft R&D Centre, Bangalore

Design and Development of Fixed Wing aircraft (LCA, IJT, MTA, FGFA, UAV)

2

Rotary Wing Aircraft R&D Centre, Bangalore

Design and Development of Rotary Wing aircraft (ALH, LCH, LUH, MLH, NRUAV)

3

Mission & Combat Systems R&D Centre, Bangalore

Mission systems, Aircraft upgrades and technology development

4

Aero Engine R&D Centre, Bangalore

Small, Medium Engines & Test Bed design

5

Strategic Electronics R&D Centre, Hyderabad

Avionics Items.

6

Transport Aircraft R&D Centre, Kanpur

Development & Modification/ upgrades of Transport Aircraft

7

Aircraft Upgrades R&D Centre, Nasik

Aircraft/ System Upgrade Work on Russian Aircraft

8

Aerospace Systems & Equipment R&D Centre,

Development of Mechanical, Hydraulic and Electrical accessories.

Lucknow 9

Gas Turbine R&D Centre, Koraput

Design Improvement of Russian Engines

10

Central Materials & Processes Development of Materials, Castings, Laboratory & NDT Centre, Forgings & New Processes Bangalore Table 1-2 HAL R&D Centers


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In-House Developed Products HAL is one of the largest aerospace companies in Asia. HAL has developed

many products which include: Fighter aircraft  HAL Tejas  HF-24 Marut — Mk1 and Mk1T  Tejas — Light Combat Aircraft  Su-30MKI — a derivative of the Sukhoi Su-27, co-developed with Sukhoi Corporation  FGFA — under t development with Sukhoi Corporation  AMCA — India's indigenous stealth fighter (under development). Helicopters  HAL Dhruv of the Indian Army  Dhruv — Advanced Light Helicopter  Light Combat Helicopter (under trial)  Light Utility Helicopter (under development)  Indian Multi-role Helicopter (under development)  Rudra - Attack helicopter Transport and enger aircraft  Saras, developed by HAL Lucknow and National Aerospace Laboratories.  Saras — under t development with the NAL  HAL Multirole Transport Aircraft — under t-development with Ilyushin Design Bureau  Indian Regional Jet of 70-100 seater capacity to be tly developed with NAL. Gliders  HAL G-1 — HAL's first original design, dating from 1941. Only one was built.  Ardhra — training glider  Rohini

Agricultural aircraft  HA-31 Basant Utility aircraft  HUL-26 Pushpak


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Observation and reconnaissance aircraft  HAOP-27 Krishak Unmanned Aerial Vehicles  PTA Lakshya — UAV  PTA Lakshya 2 — UAV  NRUAV  Nishant UAV  Rustom H — Unmanned Aerial Vehicle Engines  GTRE GTX-35VS Kaveri- co-developed with GTRE (DRDO) (under development; developed into following programmes).  PTAE-7- For indegeniously designed Lakshya PTA.  GTSU-110 - for starting main engine GE404 or Kaveri of LCA Tejas.  HAL/Turbomeca Shakti - co-developed with Turbomeca for HAL Dhruv Helicopter to be used in light utility helicopter. Trainer aircraft  Closeup of a HAL Kiran aircraft  HT-2 - First Company design to enter production.  HPT-32 Deepak - Basic trainer in service for more than three decades.  HJT-16 Kiran — Mk1, Mk1A and Mk2 - Turbojet trainers scheduled to be replaced with IJT like HJT-36 Sitara  HTT-34 - Turboprop version of HPT-32 Deepak  HTT-35 - Proposed replacement for HPT-32 basic trainer in early 1990s; not pursued  HJT-36 Sitara — Intermediate jet trainer (under development) (Inducted as LSP[clarification needed] waiting further orders)  HAL HTT-40 Basic trainer (under deveopment).  HAL HJT 39 / CAT Advanced jet trainer (proposal)


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An insight on some of the products developed by HAL is described below: 1. Light Combat Aircraft(TEJAS): The HAL Tejas, Figure 1-2, is an Indian single-seat, single-jet engine, multi-role light fighter developed by Hindustan Aeronautics Limited. It is a tailless, compound delta wing design powered by a single engine. It came from the Light Combat Aircraft (LCA) program, which began in the 1980s to replace India's ageing MiG-21 fighters. Later, the LCA was officially named "Tejas", meaning "Radiant".

Figure 1-2 Light Combat Aircraft (TEJAS) 2. Helicopter(DHRUV): The HAL Dhruv, Figure 1-3, is a utility helicopter developed and manufactured by India's Hindustan Aeronautics Limited (HAL). The development of the Dhruv was first announced in November 1984, and it was subsequently designed with assistance from MBB in . The helicopter first flew in 1992.

Figure 1-3 Helicopter (DHRUV)


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The Dhruv entered service in 2002. It is designed to meet the requirement of both military and civil operators, with military variants of the helicopter being developed for the Indian Armed Forces, while a variant for civilian/commercial use has also been developed. 3. Aero Engines Of Russian Origin: The Saturn AL-31 is a family of military turbofan engines. It was developed by Lyulka, now NPO Saturn, of Soviet Union, originally for the Sukhoi Su-27 air superiority fighter. The Engine Division at Koraput, a unit of HAL's vast network, has the unique distinction of being one amongst the few Aero Engine manufacturers in the world. The spectrum of manufacturing facilities extends literally from the production of nuts and bolts to discs, shafts, blades, forgings and castings – all that are required to make an Aero Engine right from the Raw materials. The Engine division at Bangalore manufactures aero engines for HAWK, Figure 1-4 and various engine components.

Figure 1-4 Aero Engines of Russian Origin 4. Advanced Communication Equipment: The Korwa Division of HAL is manufacturing the Navigation, Ranging, Display and Attack Systems for both jaguar and MiG-27 aircraft Products in current manufacturing range includes hydraulic system & power control, environmental control system, engine fuel control system, instruments, electrical power generation & control system, test rigs, undercarriage, wheels & brakes, Figure 1-5.


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Figure 1-5 Advanced Communication Equipment 5. Aerospace Equipment: The division has the technical expertise to fabricate large size Aluminum alloy riveted structures, welded propellant tanks and water tanks. Currently under production are the Light Alloy Structures for the Polar Satellites Launch Vehicle, Geo-stationary Launch Vehicle (GSLV), and Indian Remote Sensing Satellite (IRS), Figure 1-6.

Figure 1-6 Aerospace Equipment


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1.5

Services The Division carries out Repair and Overhaul of Accessories, with minimum

turn-around-time. Site Repair facilities are offered by the Division by deputing team of expert Engineers / Technicians, Figure 1-7.

Figure 1-7 HAL Services The services are provided for: 



Military Aircraf MIG Series

Mirage-2000

AN-32

Jaguar

Sea - Harrier

Kiran MK- I / MK- II

HPT - 32

SU-30 MKI

MIG Series

Civil Aircraf Dornier-22B



AVRO HS-748

Helicopters Chetak (Alouette)

Cheetah (Lama)

ALH (IAF / NAVY / COAST GUARD / CIVIL)

Accessories Division Lucknow: The Division carries out repair and overhaul of accessories, with minimum turnaround time. Site repair facilities are offered by the division by deputing team of expert Engineers or Technicians.


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Aircraft Division Nasik: The Division has manufactured more than 700 Aircraft and overhauled more than 1300 Aircraft in the last 3 decades. Equipped with state-of-theart technology and facilities, the Division has taken up the challenging task of the manufacture of Su 30 MKI Multi Role Aircraft. Aircraft Division Bangalore: This Aircraft Division has planned to introduce concept of Performance Based Maintenance (P.B.M.) for Hawk Mk132 Aircraft. As part of Customer service, Technical and Logistic s including training are provided. Avionics Division Hyderabad: HAL has developed a specialized 'Flight Test Group' with expertise in trial installation of Avionic systems on Fixed and Rotary wings of Combat and Transport Aircraft. This group has achieved success in installing its latest Avionic systems on MiG-21 series, MiG-23, MiG-27M, MiG-29, IL-38, Su-30 MKI, HS 748, and TU-142 series of aircraft and also on helicopters like MI - 8, MI - 25, Seaking, Chetak and Cheetah. Engine Division Bangalore: Service facilities at this division involves repair & overhaul of engines, Spectro Photo metric oil analysis, electron beam welding, robotic plasma spray, sermetal coating, chemical milling and turn-key basis design & construction of engine test beds. Engine Division Koraput: This division involves overhauling Aero Engines to make fighter Aircraft flight-worthy again for the Indian Air Force. The Division follows the 'Flow Line Group Technology' with the Engine parts being dismantled, viewed and loaded to different work centers. Helicopter Division Bangalore: The Helicopter division has undertaken major servicing of more than 200 Helicopters and has developed more than 110 modifications in Chetak and 57 modifications in Cheetah to provide for indigenously developed equipment and to cater to new requirement of the Customers. Industrial & Marine Gas Turbine Division Bangalore: The IMGT Division undertakes the Overhaul and Repair of Industrial Avon Engines and Allison 501K Engines. Each engine has its own bulk strip and subassembly strip sections. After strip examination, life markings are made on the lifted components.


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Overhaul Division Bangalore: Overhaul division is a leading Military Aircraft Maintenance, Repair and Overhaul organization in India. Spread over an area of 10 hectares of land, our maintenance facilities comprise of 5 Hangars and 16 Independent Bays exclusively for offering MRO services to aircraft and accessories. Transport Aircraft Division Kanpur: The Transport Aircraft R & D Centre is involved in carrying out aircraft upgrades, modifications and role equipment integration. Hindustan Aeronautics Limited (HAL) has achieved Sales Turnover of Rs.15,128 crores during the Financial Year 2013-14. The Profit of the Company (Profit Before Tax) soared to Rs.3,578 crores. The Financial Highlights of HAL are described in Table 1-3:

FINANCIAL HIGHLIGHTS PARTICULARS

2013-14

2012-13

Turnover

15,127.94

14,323.63

Exports

440.04

382.82

3,577.69

3,496.97

885.17

500.06

Profit After Tax (PAT )

2,692.52

2,996.91

R&D Expenditure

1,083.26

1,948.95

890.00

823.70

-

-

Total Dividend

890.00

823.70

Tax on Dividend

151.26

133.62

1,492.55

2,039.59

Transfer to R&D Reserve

116.74

-

Transfer to Corporate Social Responsibility & Sustainable Development Reserve

41.97

-

Profit Before Tax (PBT) Provision for Tax

APPROPRIATION Interim Dividend on Equity Shares Proposed Final Dividend on Equity Shares

Transfer to General Reserve

Table 1-3 Financial Highlights


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The Total Manpower strength of the Company is 33,681. The Company also has 11 t ventures with an equity participation ranging between 40% to 50%. Its ed and corporate office is at Bangalore, Karnataka. HAL has formed the following t Ventures (JVs):  BAeHAL Software Limited  Indo-Russian Aviation Limited (IRAL)  Snecma-HAL Aerospace Pvt Ltd  SAMTEL-HAL Display System Limited  HALBIT Avionics Pvt Ltd  HAL-Edgewood Technologies Pvt Ltd  INFOTECH-HAL Ltd  TATA-HAL Technologies Ltd  HATSOFF Helicopter Training Pvt Ltd  International Aerospace Manufacturing Pvt Ltd  Multi Role Transport Aircraft Ltd The financial performance of HAL for the year 2013-14 is summarized in Table 1-4. Particulars

Unit

31/3/2014

31/3/2013

Total Sales

₹ Cr.

15,127.94

14,323.63

Export Sales

₹ Cr.

440.04

382.82

Total Profit

₹ Cr.

3,577.69

3,496.97

Gross Margin

₹ Cr.

4,181.17

4,098.30

Net Worth

₹ Cr.

1 5,014.64

13,378.19

Expenditure

₹ Cr.

1 ,083.26

1 ,948.95

Dividend Pay-out (Excluding Dividend Tax)

₹ Cr.

890.00

823.70

Dividend as a percentage to Paid-up Capital

% 738.59 184.65

683.57 170.89

47.12

43.88

223.45 55.86

248.71 62.18

 

Pre Issue of Bonus Shares Post Issue of Bonus Shares

₹ Lakh

Sales Per Employee Earnings Per Share  Pre Issue of Bonus Shares 

₹

Post Issue of Bonus Shares

Table 1-4 Financial Performance of HAL


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HAL Today HAL is a fully owned Government of India undertaking under the

istrative control of Ministry of Defence, Department of Defence Production. The Authorized Capital of HAL is Rs.600 Crore consisting of 60,00,00,000 equity shares having face value of Rs.10 each. The current programs under progress at HAL are production of SU-30 MKI, Hawk-AJT, Light Combat Aircraft (LCA), DO-228 Aircraft, Dhruv-ALH and Cheetal Helicopters, Repair Overhaul of Jaguar, Kiran MkI/IA/II, Mirage, HS-748, AN-32, MiG 21, Su-30MKI, DO-228 aircraft and ALH, Cheetah / Chetak helicopters. The Company takes up maintenance and overhaul services to cover the life cycle requirement of all the old and new products. Presently, 13 types of aircraft/ helicopters and 17 types of engines are being overhauled. In addition, facilities exist for repair/ overhaul of various accessories and avionics fitted on aircraft of Russian, Western and Indigenous designs. HAL is currently meeting the requirements of structures for aerospace launch vehicles and satellites of ISRO through its dedicated Aerospace Division. Infrastructure has also been set up to undertake completed assembly of the strap-on L40 stage booster. Structures for GSLVMk.III have been productionised. HAL has also contributed to Mars mission by supplying riveted structural assemblies and welded propellant tankages for the Polar Satellite Launch Vehicle (PSLV-C25). Industrial and Marine Gas Turbine: The LM-2500 marine gas turbine engine, a 20 MW aero derivative, is being produced and overhauled from the production line in the Industrial and Marine Gas Turbine Division, Bangalore. The Division also undertakes Repair and overhaul of Industrial Avon and Allison engines.


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CHAPTER 2 MISSION AND COMBAT SYSTEM R&D CENTER This chapter describes about the MCSRDC, an R&D branch of HAL. It highlights on the design and developments capabilities of MCSRDC and the facilities available. It also highlights the programs ongoing, completed and future programs of MCSRDC.

Figure 2-1 MCSRDC Mission and Combat System Research and Design Centre (MCSRDC) Figure 2-1 and Figure 2-2, the tenth R&D Centre of HAL, was set up in November 2008 for design and development of mission and combat systems for fixed wing and Rotary wing Aircraft and other aerial vehicles.

Figure 2-2 Simulation Lab 2.1

Core Competency MCSRDC’s strength is in: 

Design and development of avionics systems from conceptual design to final product and certification for various Aircraft and Helicopters.



Integrated Systems for New Aircraft and for the Life Extension of existing Aircraft to enhance the capabilities and service ability.


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Implementation of ARINC 717 Protocol 



2.2

Absorption of contemporary technology, concept of Open System Architecture Mission system is being used which also permits adequate scope for adoption of future development in avionics. Development and Integration of Software. Design and Development Capabilities

MCSRDC is in the field of Design & Development of Avionics equipment, Integrated Avionics Systems and Mission Software having core capabilities in full domain of Avionic Systems, Figure 2-3. 

Avionics System Architecture Design & Development.



Mission Software design and development.



Algorithms Development for navigation and weapon guidance.



Avionics System Integration.



System Integration on Aircraft: Installation design, Structural & Electrical modifications, Ground & Flight Testing Certification. Development of System Test Facilities.

 

Development of Mission avionics equipment (Mission Computer, Digital Map Generator, Data Transfer System, etc.

(a)

(b)

(c)

(d) Figure 2-3 Avionics System


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Facilities MCSRDC is equipped with the following major facilities to take up design and

development activities of various Mission and Combat systems. Avionics Integration Test Rig (AIR) is used as a ground test facility, provides a platform to simulate the electrical/software environment with the displays and MMI similar to that in Aircraft. The AIR is used to carry out integration and testing of the avionics system functionalities. The Rig facilitates weapon controls to test and integrate the weapons (missiles, bombs, LGBs). It is used as a platform for integrated avionics systems testing and clearance of Hardware/software developed/used for the upgraded Avionics system from certifying agencies prior to aircraft testing and Flight trials.

Software and Weapon Integration Rig simulates signals of various systems having interfaces like 1553, ARINC, discrete, analog & Ethernet to communicate with Open System Architecture Mission Computer (OSAMC). The Rig facilitates loading of Operational Flight Programme and Map software files to OSAMC and to carry out software integration and testing of its functionalities. Virtual Cockpit System (VCS) has been developed at MCSRDC to facilitate quick design, assessment and validation of Human Machine Interface (HMI) with the designer and . It also generates associated software codes for direct implementation in the target system and related design documents. Mission Planning and Debrief System (MPDS) is a PC-based ground system used to prepare preflight plan, generate Pre-Flight Message and preview of the planned missions. The system also facilitates the pilots/Flight Engineers/designers during post-Flight analysis to replay and analyze the video (HUD, SMD), audio and data recorded by the Digital Video Recording System. The MPDS Software tools also incorporate map manipulation utilities and Flight path re-construction. SSCDR Ground Replay Equipment (GRE) enables the ing of flight data from Solid State Crash Data Recorder (SSCDR) of Light Combat aircraft (LCA) Mk II. It converts the ed raw flight data into engineering value, analyses the data and provides results in graphical and tabular forms. For audio data analysis, it first decompresses the audio data that can be played back with the help of audio player available in the GRE itself. GRE software provides friendly environment to select


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parameters for analysis, scaling, zooming & saving the processed data on the hard disk and also provides printing facility. SSCDR Test Equipment: The Test equipment for SSCDR LCA Mk II can be used for Card level testing, Qualification testing and Hardware & Software Integration testing. Card level testing includes testing of analog card, discrete card, frequency card, U card and audio card with the help of test equipment. The qualification testing of SSCDR includes parameter generation (Analog, Discrete, Frequency, Flight control signals, Mil1553B), read back the values over RS422 communication interface, Evaluation of parameters, performing Hardware Functionality test (HFT) with the help of HFT software fused in SSCDR, evaluation/Display of functions. Hardware & Software integration testing includes SSCDR software testing, Hardware & software integration testing, selftest, breaking/monitoring of all signals and SSCDR programming.

Software Design and testing Tools: MCSRDC is equipped with various software development and testing tools viz. IBM Rational Raphsody, Rational Clear case, Requisite Pro, Rational publishing Engine, Rational Clear Quest, Rational SODA, Rational ROSE, Artisan, DOORS, IDATA, SCADE, LABVIEW, Dimensions, MATLAB, Simulink, LD programming, Rational test real time and LDRA for carrying out various software development activities and testing as per standards. Integration Development Environment (IDE) and Compilers: MCSRDC is equipped with IDE viz. Wind River work bench, Tornado and Compilers viz. Borland C/C++ compilers, VC++ compiler, Metaware, Elan, GreenHills, Tasking and GNU compiler. Hardware development lab: The lab is equipped with Standard Electrical Test equipment, Logic analyzer, Signal Generators, Spectrum analyzer, MIL-1553B databus analyzers, Harness testers, Automatic Test Equipment for Solid State Flight Data recorder, Aircraft Electrical load Analysis tools, Pilot vehicle interface station, In circuit Emulator for different targets and VME (Versa Module Euro) Development Station for validation of Open System Architecture Mission Computer (OSAMC) interfaces, validation of inter card and communication design on VME bus with the help of Power PCs.


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Structural Design and Analysis tools: MCSRDC has the following design and analytical capabilities for structural and installation design on military aircraft. Structural Design:  Feasibility study for avionics upgrade/mid-life extension of military aircraft      

Design of structural parts, sub-assemblies and assemblies for new loads on aircraft. Installation design and aircraft structural repair schemes Detail design of parts, Generation of 3D models and 2D drawings and for new structural arts using Catia V6 & AutoCAD tools. Generation of NMG through reverse engineering Selection of structural materials considering stress and airworthiness requirements. Airworthiness clearance of aircraft.

Design : 

Design during fabrication of part, sub-assemblies/assemblies and compliance on aircraft.



Design for compliance of mod-kits on aircraft at customers’ place as part of upgrade programme.



Design for preparation of various manuals and Technical publications preparation

Analysis tools: 

CATIA-V6, CAD/CAM tools are utilized for detail design and part design in 3D models and 2D drawings for new structural elements.

Software Development: MCSRDC is engaged in full software development life cycle activities such as Software requirement specifications, High level and Detailed design, Software Coding, SW-SW Integration testing, SW module testing, HW-SW Integrat01ion testing on SW integration Rig, testing on System Integration Rig & aircraft Ground integration testing and Flight Data analysis to validate the performance of implemented functionalities during the flight. MCSRDC has taken up a Technology Development project for Design & Development of Real Time Operating System (RTOS) for airborne computers.


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The main features and the architecture of the RTOS are as follows:  RTOS development based on ARINC-653 specification  Memory and time partitioning  Deterministic execution  Priority-preemptive scheduling of multiple processes  Inter-partition and Intra-partition communication  I/O Management  Health Monitoring  Device driver interfaces – RS232, PCI, MIL-1553 etc  Advanced protocols – Network Stack, USB, File System etc.

Figure 2-4 Test Rigs Electrical Design: The division has the following electrical system design & integration capabilities on Military aircraft. 

Design of Electrical system interfaces and Electrical Load analysis.



Definition of Interface Control Documents for the new Systems on aircraft.



Layout design of electrical harness, installation and testing for the new/upgrade systems.



Functional Test procedures for testing functionality of integrated avionics systems on rig and on aircraft.



Electromagnetic interference Tests on full aircraft Avionics/Non-Avionics System configurations in Static, Engine-run and Flight conditions and Analysis.


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Implementation of ARINC 717 Protocol 

2.4

2015-2016

Failure mode Effect Analysis for the new /modified Equipment viz, Navigational, Display, Engine Control, Flight Instrumentation, Data Acquisition & Recording, desired for flight Clearance. Mission Computers Open System Architecture Mission Computer (OSAMC): MCSRDC has taken

up design and development of OSAMC for Jaguar DARIN-III aircraft. This indigenously designed & developed Mission Computer controls all the sensors placed in the avionics network and performs the navigation and weapon guidance functions. The Mission Computer commands and controls the functioning of Jaguar avionics through a MIL 1553B digital bus network; performs Man Machine Interface through Cockpit controls, Head-Up & Head Down display through Cockpit controls, Head-Up & Head Down display management, System Mode Management & Redundancy Management. The Mission Computer Software (Operational Flight Program) developed for Mission Computer of DARIN-II has been successfully flight tested & inducted in the Jaguar fleet of IAF and has been hailed by the as the most friendly with state-of-the-art features. The success of this program has been one giant step towards achieving self-reliance in design and development of airborne mission systems and integration of aircraft avionics system. Display and Mission Computer (DMC) for LCH: Integrated Architecture and Display System (IADS) is an integrated mission control and display system, interfaced with various navigation sensors, communication systems and airframe sensors installed on the Light Combat helicopter (LCH). The Display and Mission Computer (DMC) is the main controller for the IADS configuration that acquires and processes data from onboard helicopter avionic systems, generates graphic symbology as well as moving maps and drives the MFDs for display. DMC carries out the complete navigation processing, weapon computations and generates the necessary audio/visual warnings. It sends various flight parameters for flight data and video recording.

DMC shall perform following major functions:  Command and Control of LCH Avionics  Navigation and Weapon Aiming  Human-Machine-Interface, including Display generation and Management for  Digital Map Generation


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 Video Switching, Format conversion and Overlaying  Mission Data up-loading and ing  Built In Test 2.5

Programs Executed



DARIN-II (Display Attack Ranging and Inertial Navigation) upgrade of Jaguar Aircraft significantly enhancing mission and operational capabilities with advanced navigation, EW and attack features and precision weapon deliveries through contemporary integrated avionics systems.



Avionics Upgrade of Sea Harrier (LUSH Upgrade) significantly enhancing mission effectiveness through integration of the state-of-the art Fire Control Radar, Data link & Navigation systems and Network-based engagement features.



Integration of various avionics systems (Electronic Warfare suite, Auto pilot, FLIR

& Laser Pod, VOR/ILS/TACAN, G\PS, Reconnaissance system, Air Combat Maneuvering training system, Helmet Mounted Display System, etc.) on different combat & Military transport Aircraft enhancing their Mission capability and performance. 

Development of Mission software for HJT-36 Aircraft: The operational Flight Software for HJT-36, an Intermediate Jet Trainer Aircraft, indigenously designed and developed by HAL. This Software integrates 18 different units of integrated Avionics system

(IAS) covering Sensors, Displays, Control, Recording Units and Weapon Control System providing Nav-Attack capabilities to the Aircraft.  Development of Solid State Crash Recorder for Light Combat Aircraft.


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Current Programs: DARIN-III avionics upgrade (with Fire Control Radar and near Glass Cockpit

with two Smart Multi-Function Displays and Engine & Flight Instrumentation System, integrated around an advanced Mission Computer on DARIN Jaguar aircraft for improved operational capabilities.  Development of Automatic Flight Control System for Light Combat Helicopter and Light Utility Helicopter.  Development of Integrated Avionics and Display System for Light Combat Helicopter and Light Utility Helicopter.  Real time Operating Systems  Avionics upgrade of Mirage aircraft.  Development of Mission Software for HJT-36 aircraft  Avionics System development for FGFA.  Integration of Sensor Fused Weapon (SFW) on Jaguar DARIN-II aircraft  Integration of Harpoon antiship missile on Jaguar Maritime aircraft 

Trial mod implantation of Smart Anti airfield Weapon (SAAW) on Jaguar DARIN-II aircraft, Figure 2-5.

Figure 2-5 JAGUAR DARIN-III near Glass Cockpit


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Future Programs

MCSRDC has taken up the following programs as part of technology development initiatives considering the requirements of future projects: C4ISR: C4ISR would be a fully integrated, responsive, viable, efficient, robust and survivable Indian Command, Control, Computers, Communications, Intelligence, Surveillance and Reconnaissance (C4ISR) System. It is a collection of subsystems that create a comprehensive picture of the environment i.e battle field for the purpose of conducting military and civilian command and control functions. The subsystems are complex System of systems (SOS) where individual systems interact locally and globally to achieve the desired command and control. Automatic Target Recognition System: Automatic target recognition (ATR) system facilitates identification of ground/aerial targets from an Aircraft. This feature works in all-weather condition including day and night. The System takes the input from the onboard sensors, identifies the possible targets and recognizes the identified targets based on the stored target signature database. This system can be deployed on Aircraft/Helicopter/Unmanned Combat Aerial Vehicles (UCAV) for providing intelligent decision making during combat scenarios. Mid-Air Collisions Avoidance System for UAVs: With the advent of net centric warfare scenario, airspace utilization by UAVs is expanding gradually. This calls for Mid-Air collision Avoidance System for UAVs to provide real time Path Planning for optimum navigation, guidance and Control based on onboard sensors. UAV based Aerial Surveillance: The UAV Based Aerial Surveillance is used for tracking ground based stationary or moving targets without any human intervention. This system can be extensively used for border area surveillance. The UAV’s onboard camera captures the ground image and transmits it to ground based station in real time. On board Mission Computer (MC) performs the image processing of the camera image to locate the target based on the target information received from the ground station and computes the guidance parameters needed for UAV to track ground based stationary or moving targets. Autonomous Landing of UAV: Autonomous landing system for Unmanned Aerial Vehicles (UAV) is a viable solution for landing on stationary or moving platform


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without any human intervention. This system takes in the data received from onboard sensors and deck movement profile received from moving platform and performs sensor data fusion to provide optimum navigation, guidance and control command to the UAV for accurate landing. Enhanced and Synthetic Vision System (ESVS): Synthetic Vision (SV) is a computer-generated image of the external scene, generated using aircraft attitude, high-precision navigation, terrain data, obstacle information, and other required flight information. SV provides significant improvements in terrain awareness and reductions in the Controlled-Flight-Into-Terrain incidents. Enhanced Vision (EV) is an electronic means to provide an enhanced display of the external scene by fusing the output images of multiple sensors. Hence, the advanced system ESVS, combining enhanced and synthetic vision concepts is necessary for all aircraft categories under adverse weather conditions.


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CHAPTER 3 TASK PERFORMED – IMPLIMENTATION OF ARINC 717 This chapter details about the ARINC and the evolution of different bus architectures. The operation of ARINC 717 protocol is dealt in detail in this chapter. It also describes about the task performed by me during the internship in MCSRDC, HAL. The chapter gives insights on the implementation through the use of finite state machines (FSM). 3.1

ARINC

Aeronautical Radio, Incorporated (ARINC) is a major company that develops and operates systems and services to ensure the efficiency, operation, and performance of the aviation and travel industries. It was organized in 1929 by four major airlines to provide a single licensee and coordinator of radio communications outside the government. Only airlines and aviation-related companies can be shareholders, although all airlines and aircraft can use ARINC’s services. It is now a $280 million company with headquarters in Annapolis, Maryland and over 50 operating locations worldwide. The company has two major thrusts:  Communications and information processing services for the aviation and travel industry.  System engineering, development and integration for government and industry. ARINC has provided leadership in developing specifications and standards for avionics equipment, and one of these specifications is the focus of this tutorial. Industry-wide committees prepare the specifications and standards. ARINC Specification 429 was developed and is maintained by the Airlines Electronic Engineering Committee (AEEC) comprising that represent airlines, government, and ARINC.

The General Aviation Manufacturers Association (GAMA) in Washington, D.C. also maintains a specification document with ARINC 429 labels: “ARINC 429 General Aviation Subset”. The AEEC sets standards for avionics equipment and systems and provides industry defined requirements for standardization of form, fit and function between various manufacturers’ products.


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ARINC publishes the AEEC produced standards under three types of documents: 1. ARINC Characteristics: Characteristics are definitions of the form, fit and function of avionics equipment. These documents are equipment specific and define how a unit will operate. The ARINC 500 Series of Characteristics define older analog avionics equipment where the ARINC 700 Series are more current documents and are typically digital versions of the analog specs.  400 Series documents are general design and documentation for the  500 Series avionics equipment characteristics.  600 Series documents are general design and documentation for the  700 Series avionics equipment characteristics. 2. ARINC Specifications Specifications are used to define  ± Physical packaging and mounting of avionics equipment  ± Data communications standards  ± High level computer languages The ARINC429 Specification, Mark 33 Digital Information Transfer System falls under the Specification document category. 3. ARINC Reports  Reports provide general information and best practice guidelines for airlines.  Reports predominately refer to maintenance and procedures. 3.2

Road map of ARINC BUS Architectures In the 1950s and 1960s, avionics were simple standalone systems. . Often, these

systems were composed of multiple boxes interconnected to form a single system. The interconnections between the various boxes was accomplished with point-topoint wiring. As more and more systems were added, the cockpits became crowded due to the number of controls and displays, and the overall weight of the aircraft increased, Figure 3-1 (a) By the late 1960s and early 1970s, it was necessary to share information between various systems to reduce the number of black boxes required by each system. A sensor Department of Telecommunication,CMRIT

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based system was used. However, the avionics technology was still basically analog, and while sharing sensors did produce a reduction in the overall number of black boxes, the interconnecting signals became a “rat’s nest” of wires and connectors. Figure 3-1(b) and (c)

Figure 3-1 Analog Avionics System By the late 1970s, with the advent of digital technology, digital computers had made their way into avionics systems and subsystems. As time and technology progressed, the avionics systems became more digital. And with the advent of the microprocessor, things really took off. A data transmission medium which would allow all systems and subsystems to share a single and common set of wires was needed, Figure 3-1 (d). By sharing the use of this interconnect, the various subsystems could send data between themselves and to other systems and subsystems, one at a time, and in a defined sequence. Figure 3-2 portrays how avionics architectures for modern fighter aircraft have evolved from the 1960s to the present day. The key architectural steps during this time have been:  Distributed analogue architecture  Distributed digital architecture  Federated digital architecture  Integrated modular architecture; also digital.


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Figure 3-2 Road map of ARINC Bus Architectures Distributed Analogue Architecture: In this type of system the major units are interconnected by hard wiring and no data buses are employed. This results in a huge amount of aircraft wiring and the system is extremely difficult to modify if change is necessary. The use of analogue computing techniques does not provide the accuracy and stability offered by the later digital systems. Analogue systems are prone to bias or drift, and these characteristics are often more pronounced when the aircraft and equipment are subject to a hot or cold soak over a prolonged operating period. The only means of signalling rotary position in an analogue system is by means of synchro angular transmission systems. The older analogue aircraft – termed classic in the industry – therefore contain a huge quantity of synchros and other systems to transmit heading, attitude and other rotary parameters. Typical aircraft in this category are: Boeing 707, VC10, BAC 1-11, DC-9 and early Boeing 737s. Many of these types are still flying, and some such as the VC-10 and the KC-135 and E-3/E-4/E-6 (Boeing 707 derivatives) are fulfilling military roles. Distributed Digital: The maturity of digital computing devices suitable for airborne use led to the adoption of digital computers, allowing greater speed of computation, greater accuracy and removal of bias and drift problems. The digital computers as installed on these early systems were a far cry from today, being heavy, slow in computing , housing very limited memory and being difficult to reprogram – requiring removal from the aircraft in order that modifications could be embodied.


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Major functional units contained their own digital computer and memory. In the early days of military applications, memory was comprised of magnetic core elements which were very heavy and which in some cases could only be reprogrammed offaircraft in a maintenance shop. This combined with the lack of experience in programming real-time computers with limited memory and the almost total lack of effective software development tools resulted in heavy maintenance penalties. A significant development accompanying the emergence of digital processing was the adoption of serial half-duplex (unidirectional) digital data buses; Eg: ARINC 429 (civil aircraft). Aircraft of this system vintage are: Military – Jaguar, Nimrod MR2, Tornado and Sea Harrier; Civil – Boeing 737 and 767 and Bombardier Global Express; these aircraft are relevant as many military platforms in the tanker, AWACs and intelligence gathering roles use these baseline civilian platforms. Federated Digital Architecture: The federated architecture – from now on all architectures described are digital – relied principally upon the availability of the extremely widely used MIL-STD-1553B data bus. Originally conceived by the US Air Force Wright Patterson development laboratories, as they were called at the time, it evolved through two iterations from a basic standard, finally ending up with the 1553B standard, for which there are also UK Def-Stan equivalents (UK Def Stan 00– 18 series). The adoption of the 1553B data bus standard offered significant advantages and some drawbacks. Although the higher data rates were most welcome – approximately 10 times that of the civil ARINC 429 and about 15 times that of the earlier Tornado serial data link – this standard was a victim of its own success in another way. The system designers soon began to realize that in a practical system perhaps only 10–12 of the 31 possible remote terminals (RTs) could generally be used owing to data bus loading considerations. At the time of the introduction of 1553B, it was the policy of government procurement agencies to insist that, at system entry into service for a military system, only 50% of the available bandwidth could be utilized to allow growth for future system expansion. Similar capacity constraints applied to processor throughput and memory. Therefore, system designers were prevented from using the last ounce of system capability either in of data transfer or computing capability. This led to the use of subsystem dedicated data buses in which each major subsystem such as avionics, general systems and mission systems had its own bus, complete with a dual-redundant bus controller Department of Telecommunication,CMRIT

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Integrated Architecture: Integrated Modular Avionics (IMA) is the new avionics architecture .it combines functions of LRU’s into software packages running on a single Avionics computer. Most special-to-purpose controllers are replaced by common standardized platforms that usually host applications of several systems. IMA defines the separation of the resources and enables certification independently. For inter-system communication, either IMA module-internal communication or standardized aircraft networking technology with guaranteed bandwidth and high availability is used.

3.3

ARINC 717 ARINC 717 protocol defines the acquisition for flight data recording. This protocol

is used by the Digital Flight Data Acquisition Unit (DFDAU) and Digital Flight Data Recorder (DFDR) (or) Quick Access Recorder (QAR) [4]. The DFDAU receives the data from the different avionic equipment’s mounted on the aircraft. This data includes the information concerning about the condition of the aircraft like altitude, position of the rudder, air speed, current, average velocity and so on. The collected data is combined and transformed into the format of ARINC 717 protocol, wherein the data collected would reach the DFDR and QAR only as shown in Figure 3-3.

DFDR preserves these received data as history for further investigation when an accident occurs. DFDR is termed as ‘black box’. DFDR is also used for air safety issues, engine performance and so on. The data stored in the DFDR can be ed for analysis purpose. It is mounted on the tail section of the aircraft.

Figure 3-3 DFDAU and DFDR


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Features of ARINC 717:  It has a dual mode transmission.  It has independent bi-phase and bipolar receive channels.  It is capable of transmitting at the rates of 64, 128, 256, 512, 1024, 2048, 4096, and 8192 words per second.  It provides more data security for better performance.  Uses Harvard bi-phase encoding and Bipolar Return to Zero encoding method. 3.3.1 Frame Format ARINC 717data is organized in frames. These frames are divided into four sub-frames of one second interval resulting in a frame duration of four seconds [5]. The basic unit of information defined by this standard is a 12-bit word. The data is of two types. One is the sync word, used for synchronization at the receiver and the other is the data word which contains the information accumulated by the DFDAU [7]. The sync word is transmitted at the beginning of each of the sub-frame followed by the data words. These sub-frames are transmitted continuously at a rate of one second. The length of the sub-frame is determined by the speed of the bus (64 words per sec to 8192 words per sec) as shown in Figure 3-4.

Figure 3-4 ARINC 717 Frame Format


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3.3.2 SYNC Word The ARINC-717 decoder uses a four level sync algorithm that compares each combination of 12-bits against the four valid ARINC 717 sub-frame sync marks. Once a valid first sync mark is discovered, the algorithm looks for each of the next three sync sub-frame marks in the proper order. Even if one of them is missing, the search starts looking for first sync mark again. Once all the four sync marks are detected in proper order and location in a frame, the SYNC pin is set to “1”. If the next expected sub-frame sync mark is missed in the Flight Mode then the SYNC pin is set to ‘0’. The ARNC-717 sync detection is reset and the algorithm initiates the entire synchronization process. The data from the sub-frame preceding the first incorrect sub-frame sync mark should be discarded. Until the synchronization is re-established, data is not ed to the Receiver FIFO. The sync word is defined in configuration file in the implementation described in this paper. This configuration will let the external world to know whether the ARINC 717 protocol is working as a transmitter or receiver.

3.3.3 Operation of ARINC 717  Starting phase of the ARINC 717: After installing the digital flight data acquisition unit, this unit receives information from the different components in the aircraft. The collected data includes information concerning the condition of the devices. This data can also provide information regarding the altitude, the current and average velocity and the position of the rudder. These data elements are recorded as so called parameters. Each individual fraction is verified via an 8-bit identifier and additionally, it also contains a payload between 18 bits and 19 bits. The digital flight data acquisition unit buffers the data, thus converting them to frames and sub-frames.  Final phase of the ARINC 717: A set of parameters is only considered as having been transmitted completely when one frame, i.e. all four seconds of the recorded life time of an aircraft has been transmitted. Afterwards this process can start again. As a rule a whole 25 hours of the life time of an aircraft are recorded and stored. Each individual parameter of the set to be transmitted holds 12 bits of stored payload. At this point of the ARINC 717 protocol, the bits which regulate identification and synchronization are no longer needed, as the sub-frames always have the same construction. This makes it possible to determine an


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element just by its position in the frame, and the parameters can transmit data in their chronological order without interruptions and separations. However, not every parameter is actually needed in each transmission, so that the parameters considered as less important in the system are only used and transmitted in each second or fourth parameter. The sub-frames also always differ in their first parameter, which is used for the purpose of identification. The remaining parameters then can be installed according to a scheme defined by a specified pattern. Often, the plug-in location is not sufficient as identification, so that a table must be used for decoding. 3.3.4 ARINC 717 Encoder: The ARINC 717 encoder accesses data from a 32 word x 12 bit Transmit FIFO, encodes it into HBP data stream at the selected data rate, and converts the digital data stream to ARINC 717 bus compatible outputs.

Figure 3-5 HBP bit encoding The input to the encoder is from the DFDAU, the data from this unit consists of a snapshot of the many avionics subsystems on the aircraft. The data is serially transmitted to the module. The encoder compares the data with 0’s and 1’s and encodes it in Harvard Bi-Phase format. The HBP bit encoding is shown in Figure 3-5. 3.3.5 ARINC 717 Decoder: The input data stream for ARINC 717 can be of one of two formats. The main bus connected to a Digital Flight Data Recorder (DFDR) uses Harvard Bi-phase (HBP) encoding and the auxiliary output bus connected to an Aircraft Integrated Data System (AIDS) uses Bi-Polar Return to Zero (BPRZ) encoding. The decoder recovers the clock and resynchronizes each valid one or zero to the transition bit period. The Harvard Biphase decoder confirms that sampler provided only a valid One or Zero, not both, then


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detects the presence or absence of an edge in the data bit period. The output of the decoder is a “1” if there was a transition, otherwise a “0”. The Bi-Polar Return to Zero decoder confirms that sampler provided only a valid One or Zero, followed by a valid Null. The decoder output is a “1” for a valid One and “0” for a valid Zero. Once the data is captured, it is re-sampled to the recovered transition rate clock (sample clock sent to the sync detector). The decoders will operate correctly when the input data bit period is not more than 2 sample clocks (25%) larger or 1 sample clock (12.5%) smaller than the nominal value. The slower input frequency causes a mismatch between the sampled data and the recovered clock. The faster input frequency causes issues with internal edge detection logic.

Figure 3-6 BPRZ bit encoding BPRZ as shown in Figure 3-6, is also used as an encoding method in ARINC 717 protocol for communication from auxiliary output bus to an Aircraft Integrated Data System (AIDS). The implementation method of ARINC 717 protocol for BPRZ is same as HBP encoding, with only the difference in the encoding method.


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Implementation of ARINC 717

3.4.1 Top level representation of ARINC 717

Figure 3-7 Top level diagram of ARINC 717 The top level black diagram of ARINC 717 is shown in Figure 3-7. Wherein the ARINC test bench will act as a host interface for simulation. Here the data rate is considered to be 2 kHz and the master clock of 50 MHz/ 100 MHz is used. The data arriving at the higher rates are buffered into the transmit FIFO and similarly buffered at the Receiver FIFO. The FIFO used at both the transmitter and receiver are of 32 words with each word having 12 bit of data. All the control signals coming from micro controller /test bench will be sent to host interface and then the complete module will be generated by the host interface (Example: read enable, write enable ,error signal, input clock, vectors/test data). The signals from host interface are sent to individual modules where the data is manipulated. In the transmitter FIFO the input clock, address, start transmission, data signals are taken from host interface and manipulation is carried out (data storing and fetching). In ARINC 717 transmitter, data is taken from transmit FIFO and the clock is taken from ARINC clock generation module and the ARINC data is generated. In ARINC receiver, the ARINC 717 data is taken from the ARINC transmitter in case of loop back test. Clock is taken from ARINC clock generation module and ARINC 717 data is decoded


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to get back the transmitted data. In receiver FIFO the data from ARINC receiver is stored and read back by the host interface. The host interface intern sends the received data to ARINC test bench module. 3.4.2 FSM of top level ARINC 717 The finite state machine representation of the top level ARINC 717 is presented in Figure 3-8. The process can be in Reset / idle/ configuration / Rx / Tx State. The configuration state is included to inform the host whether the process is in transmitting state or receiving state. This FSM provides the overall implementation flow. There are 5 states: Reset state, idle state (s1), configuration state, transmit state, and receive state and the events are reset, config, START_TX, STOP_TX, START_RX, STOP_RX. The flow of the implementation: when reset=0, the reset state transitions to idle state. When config = 1, the idle state transitions to configuration state, when start_tx event occurs the configuration state goes to transmit state and the transmission happens until start_tx is 1. When stop_tx event occurs the state transitions to idle state. The reception happens when start_rx is 1 and remains in receive state. When stop_rx event occurs, the receive state goes to idle state and the process repeats when confi is set to 1.

Figure 3-8 FSM of Top Level ARINC 717 Department of Telecommunication,CMRIT

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3.4.3 ARINC 717 Encoder The finite state machine representation of the ARINC 717 encoder is presented in Figure 3-9. Initially the encoder is in IDLE STATE with RESET being HIGH. Once the RESET is set to LOW, the encoder moves into FETCHING STATE. Then the input is generated in two levels, A_PLUS the INPUT as it is and A_MINUS the complement of the INPUT. Then the encoder will move to TRANSMIT STATE, wherein it transmits both the levels. If FIFO is EMPTY the encoder will be in IDLE STATE, otherwise if the transmitter will go back to FETCHING STATE. Once the transmission is completed the ENCODER will be in IDLE STATE.

Figure 3-9 Encoder FSM


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3.4.4 ARINC 717 Clock Generation The finite state machine representation of the ARINC 717 clock generation is presented in Figure 3-10. Initially the CLOCK is in RESET State with RESET being HIGH. Once the RESET becomes LOW. The Clock is initialized. Till the COUNT VALUE is reached, the CLOCK is SET to HIGH, once reached its RESET to LOW. The generated clock is the given a clock output.

Initially the clock is in reset state with reset being high once the reset becomes low the clock initialized and the counter started. Once the counter value is less than the count value the generated clock is high, when the counter value is greater than the count value the generated clock is low.

Figure 3-10 Clock Generation FSM


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3.4.5 ARINC 717 FIFO The finite state machine representation of the ARINC 717 clock generation is presented in Figure 3-11. Initially FIFO will be in IDLE STATE with RESET being HIGH. Once the data need to be stored or fetched, the RESET become ‘0’ and moves in to one of the states. If WRITE_TO_FIFO request is set to ‘1’, the FIFO moves into STORING STATE and the WRITE_COUNT is INCREMENTED by ‘1’. If READ_FROM_FIFO request is set to ‘1’, the FIFO moves into FETCHING STATE and the READ_COUNT is INCREMENTED by ‘1’. If there is not request, i.e., WRITE_TO_FIFO is LOW and READ_FROM_FIFO is LOW, then the FIFO will be in IDLE STATE. If the No. of READS is same as WRITES, then the FIFO is considered to be EMPTY. If the difference between No. of WRITES and READS is MORE THAN OR EQUAL TO 32, then the FIFO is considered to be FULL and the next data will be OVERFLOWED.

Figure 3-11 FIFO Finite State Machine (FSM)


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3.4.6 ARINC 717 Receiver The finite state machine representation of the ARINC 717 receiver is presented in Figure 3-12. Initially the Receiver is in IDLE STATE with RESET being HIGH. Once the RESET is set to LOW, the Receiver moves into RECEPTION STATE. Then the data levels received A_PLUS and A_MINUS are compared. IF A_PLUS is ‘0’,and A_MINUS is ‘1’, then the RECEIVED DATA is decoded as ‘0’. IF A_PLUS is ‘1’,and A_MINUS is ‘0’, then the RECEIVED DATA is decoded as ‘1’. IF A_PLUS and A_MINUS take on other states apart from this, those are considered as invalid. The Receiver moves into STORING STATE, and stores the data into FIFO. If the data Reception is completed, the Receiver will go to IDLE STATE, else will be in RECEPTION STATE.

Figure 3-12 Receiver FSM


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Implementation Methods

The ARINC 717 implementation approach is Figure 3-13. It is divided into two sections: ARINC transmitter section and ARINC receiver section. ARINC transmitter consists of transmit 32*12-bit FIFO, HBP encoder and BPRZ encoder. Required clock for all these words i.e. 32-4096 words are internally generated using input clock of 50/100 MHz . ARINC receiver is comprised of ARINC decoder (HBP decoder and BPRZ decoder), and receive 32*12-bit FIFO. The ARINC 717 encoder uses Harvard BiPhase and Bipolar Return to Zero encoding method. The HBP encoding method is used for the communication between the DFDAU and DFDR, whereas the BPRZ encoding is used for the communication between the DFDAU and QAR [6].

Figure 3-13 Loop-back Implementation Approach The implementation of ARINC 717 is carried out in two methods: Loop-back implementation approach and transmitter individual test. A loopback test is a test in which a signal in sent from a communications device and returned (looped back) to it as a way to determine whether the device is working right or not as shown in Figure 3-13.


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Figure 3-14 Transmitter individual test In individual approach, the implementation of transmitter and receiver part is carried out separately. As shown in Figure 3-14 the transmitter part is implemented and output is verified with the use of display and measurement equipment’s like oscilloscope. For receiver part in individual test the input is taken from ARINC line receiver as shown in Figure 3-15.

Figure 3-15 Receiver individual test 3.6

Working with Micro-semi Smart Fusion Evaluation Kit The Actel Smartfusion evaluation kit, Figure 3-16, uses the A2F200 microcontroller

from the Actel smartfusion family. The SmartFusion devices are a mix of programmable logic around an ARM cortex-M3 based processor. The A2F200 device includes 256KB of internal FLASH (also called Embedded Non-volatile Memory, ENVM) and 64KB of internal SRAM. The device has various peripherals such as UART, I2C, SPI, Ethernet MAC, ADC or DAC as well as the FPGA fabric. The kit features an OLED graphical display and UART0 is accessible via the on-board USB to UART converter. The kit also includes a serial flash, the Atmel AT25DF641


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part (8MB memory). The FPGA fabric uses a non-volatile technology thus removing the need of additional flash memory for storing the FPGA programming matrix.

Figure 3-16 Actel Smartfusion evaluation kit The eCos port targets standalone ROM application. The eCos device drivers include for the I2C and SPI buses as well as UART and Ethernet Controller. No device driver is currently available for the ADC/DAC or the In-Application Programming feature that allows the application to re-program the FLASH or the FPGA fabric. The Smartfusion (A2Fxxx) HAL includes a timer test application and the A2F200 evaluation board flash device package includes a test application for the SPI serial flash.

Figure 3-17 Data to and from microcontroller


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Figure 3-17 and Figure 3-18 shows the interfacing with micro-semi kit. Figure 3-16 displays the input to microcontroller and the also the output out of the microcontroller. The transmitter and receiver FIFO address and also the start of transmitter and receiver is also set in the code which can be observed in the figure.

Figure 3-18 Interfacing with micro-semi kit 3.7

Activity Work Timelines

Figure 3-19 to Figure 3-22 shows the activity work timelines for months from August to November during my internship.

Figure 3-19 August Activity Work Timeline


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Figure 3-20 September Activity Work Timeline

Figure 3-21 October Activity Work Timeline

Figure 3-22 November Activity Work Timeline


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CHAPTER 4 RESULTS AND OUTCOMES This chapter discusses the results obtained from simulation of ARINC 717. It also lists out the assessment of my internship at MCSRDC, HAL which includes technical as well as non-technical outcomes. 4.1

Simulation Results Figure 4-1 shows the simulated waveform of input data (pwdata) obtained

from test-bench to transmitter FIFO. Figure 4-2 shows the waveform representing the data getting stored in transmitter FIFO (tx_fifo_mem). Figure 4-3 shows the waveform for reading data from transmitter FIFO (PRDATA_to_arinc_transmitter the waveform in red color) and the encoded data (data_in_aminus and data_in_aplus lines - ARINC data - waveform in yellow color).

Figure 4-1 Input data from test bench to transmitter FIFO

Figure 4-2 Data stored in transmitter FIFO Figure 4-4 shows the waveform for the encoded data (data_in_aminus and data_in_aplus lines -ARINC717 data - waveform in yellow colour) sent to arinc717


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receiver and decoded output (parallel_data_temp - waveform in pink color).Figure 4-5 represents the decoded data (rx_fifo_mem - waveform in white color) sent from ARINC717 decoder and getting stored in ARINC717 receiver FIFO. Figure 4-6 shows the waveform for the decoded data (rx_fifo_mem - waveform in white colour) sent from ARINC 717 receiver FIFO and the data read by the ARINC717 test bench (prdata-waveform in blue colour).

Figure 4-3 Data read from transmitter FIFO and encoded data

Figure 4-4 Encoded data sent to ARINC 717 receiver and decoded data

Figure 4-5 ARINC 717 decoded data sent to reciever FIFO


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Figure 4-6 Decoded data from ARINC 717 receiver fifo and read by test bench. 4.2

Experience and Assessment

4.2.1 Basic Concept Studied On Aeronautical Industry Flight Principles & Aircraft Structure  Forces acting on an airplane: There are four forces acting on the airplane all the time during airplane is flying. The four forces are: 1. Lift, 2. Gravity force or Weight, 3. Thrust, and 4. Drag. Lift: Lift is produced by a lower pressure created on the upper surface of an airplane's wings compared to the pressure on the wing's lower surfaces, causing the wing to be LIFTED upward. The special shape of the airplane wing (airfoil) is designed so that air flowing over it will have to travel a greater distance and faster resulting in a lower pressure area thus lifting the wing upward. Lift is that force which opposes the force of gravity (or weight). Lift depends upon (1) shape of the airfoil (2) the angle of attack (3) the area of the surface exposed to the airstream (4) the square of the air speed (5) the air density. Weight: The weight acts vertically downward from the center of gravity (CG) of the airplane.


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Thrust: is defined as the forward direction pushing or pulling force developed by aircraft engine. This includes reciprocating engines, turbojet engines, and turboprop engines. Drag: is the force which opposes the forward motion of airplane. Specifically, drag is retarding force acting upon a body in motion through a fluid, parallel to the direction of motion of a body. It is the friction of the air as it meets and es over an airplane and its components. Drag is created by air impact force, skin friction, and displacement of the air.  Aircraft Flight Control An airplane is equipped with certain fixed and movable surfaces or airfoils which provide for stability and control during flight. Each of the named of the airfoil is designed to perform a specific function in the flight of the airplane. The fixed airfoils are the wings, the vertical stabilizer, and the horizontal stabilizer. The movable airfoils called control surfaces, are the ailerons, elevators, rudders and flaps. The ailerons, elevators, and rudders are used to "steer" the airplane in flight to make it go where the pilot wishes it to go. The flaps are normally used only during landings and extends some during takeoff. Aileron: may be defined as a movable control surface attached to the trailing edge of a wing to control an airplane in the roll, i.e., rotation about the longitudinal axis. Elevator: is defined as a horizontal control surface, usually attached to the trailing edge of horizontal stabilizer of an airplane, designed to apply a pitching movement to the airplane. A pitching movement is a force tending to rotate the airplane about the lateral axis, that is nose up or nose down. Rudder: is a vertical control surface usually hinged to the tail post aft of the vertical stabilizer and designed to apply yawing movement to the airplane, which is to make it turn to the right or left about the vertical axis. Wing Flaps: are hinged or sliding surfaces mounted at the trailing edge of wings and designed to increase the camber of the wings. The effect is to increase the lift of the wings. Flight Instruments: Flight instruments are the instruments in the cockpit of an aircraft that provide the pilot with information about the flight situation of that aircraft, such as Department of Telecommunication,CMRIT

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altitude, speed and direction. The flight instruments are of particular use in conditions of poor visibility, such as in clouds, when such information is not available from visual reference outside the aircraft. Altimeter: The altimeter shows the aircraft's altitude above sea-level by measuring the difference between the pressure in a stack of aneroid capsules inside the altimeter and the atmospheric pressure obtained through the static system. It is adjustable for local barometric pressure which must be set correctly to obtain accurate altitude readings. As the aircraft ascends, the capsules expand and the static pressure drops, causing the altimeter to indicate a higher altitude. The opposite effect occurs when descending. With the advancement in aviation and increased altitude ceiling the altimeter dial had to be altered for use both at higher and lower altitudes. Hence when the needles were indicating lower altitudes i.e. the first 360 degree operation of the pointers was delineated by the appearance of a small window with oblique lines warning the pilot that he is nearer to the ground. This modification was introduced in the early sixties after the recurrence of air accidents caused by the confusion in the pilot's mind. At higher altitudes the window will disappear. Airspeed indicator: The airspeed indicator shows the aircraft's speed (usually in knots) relative to the surrounding air. It works by measuring the ram-air pressure in the aircraft's Pitot tube. The indicated airspeed must be corrected for air density (which varies with altitude, temperature and humidity) in order to obtain the true airspeed, and for wind conditions in order to obtain the speed over the ground. Vertical speed indicator: The VSI (also sometimes called a variometer, or rate of climb indicator) senses changing air pressure, and displays that information to the pilot as a rate of climb or descent in feet per minute, meters per second or knots. Course deviation indicator: The CDI is an avionics instrument used in aircraft navigation to determine an aircraft's lateral position in relation to a track, which can be provided by a VOR or an instrument landing system (ILS).This instrument can also be integrated with the heading indicator in a horizontal situation indicator. Magnetic com: The com shows the aircraft's heading relative to magnetic north. While reliable in steady level flight it can give confusing indications when turning, climbing, descending, or accelerating due to the inclination of the Earth's


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magnetic field. For this reason, the heading indicator is also used for aircraft operation. For purposes of navigation it may be necessary to correct the direction indicated (which points to a magnetic pole) in order to obtain direction of true north or south (which points to the Earth's axis of rotation). Heading indicator: The heading indicator (also known as the directional gyro, or DG; sometimes also called the gyrocom, though usually not in aviation applications) displays the aircraft's heading with respect to magnetic north. Principle of operation is a spinning gyroscope, and is therefore subject to drift errors (called precession) which must be periodically corrected by calibrating the instrument to the magnetic com. In many advanced aircraft (including almost all jet aircraft), the heading indicator is replaced by a horizontal situation indicator (HSI) which provides the same heading information, but also assists with navigation. Air Navigation: The basic principles of air navigation are identical to general navigation, which includes the process of planning, recording, and controlling the movement of a craft from one place to another. Successful air navigation involves piloting an aircraft from place to place without getting lost, breaking the laws applying to aircraft, or endangering the safety of those on board or on the ground. Air navigation differs from the navigation of surface craft in several ways: Aircraft travel at relatively high speeds, leaving less time to calculate their position on route. Aircraft normally cannot stop in mid-air to ascertain their position at leisure. Aircraft are safety-limited by the amount of fuel they can carry; a surface vehicle can usually get lost, run out of fuel, then simply await rescue. Radar Communication: Radar is an object-detection system that uses radio waves to determine the range, altitude, direction, or speed of objects. It can be used to detect aircraft, ships, spacecraft, guided missiles, motor vehicles, weather formations, and terrain. The radar dish or antenna transmits pulses of radio waves or microwaves that bounce off any object in their path. The object returns a tiny part of the wave's energy to a dish or antenna that is usually located at the same site as the transmitter. Flight Recorder / Black box : A black box is a device, system or object which can be viewed in of its input, output and transfer characteristics without any knowledge of its internal workings. Its implementation is "opaque" (black). Almost anything might be referred to as a black box: a transistor, an algorithm, or the human brain. A flight Department of Telecommunication,CMRIT

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recorder is an electronic recording device placed in an aircraft for the purpose of facilitating the investigation of aviation accidents and incidents. Commonly referred to as a black box. There are two common types of flight recorder, the flight data recorder (FDR) and the cockpit voice recorder (CVR). In some cases, the two recorders may be combined in a single unit. Lightning diverters: Lightning attaches to entry and exit points almost simultaneously, and most commonly strikes the nose, wingtips, engine cowlings, and tip of the vertical tail. Lightning diverters, thin metallic strips incorporated onto the surface of the radome, act as little lightning rods to prevent lightning from puncturing the radome and damaging its electronics. Conductive metals are used to bond lights to the wingtips, and the bonding protects the lights by grounding them to the rest of the airplane. 4.2.2 Visit to Jaguar Aircraft

Figure 4-7 Jaguar Aircraft The SEPECAT Jaguar shown in Figure 4-7 is an Anglo-French jet attack aircraft, originally used by the British Royal Air Force and the FrenchArmée de l'Air in the close air and nuclear strike role, and still in service with the Indian Air Force. Originally conceived in the 1960s as a jet trainer with a light ground attack capability, the requirement for the aircraft soon changed to include supersonic performance, reconnaissance and tactical nuclear strike roles. A carrier-based variant was also planned for French service, but this was cancelled in favour of the cheaper Dassault Super Étendard. The airframes were manufactured by SEPECAT (Société Européenne de Production de l'avion Ecole de Combat et d'Appui


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Tactique), shown in Figure 4-8 a t venture between Breguet and the British Aircraft Corporation, one of the first major t-Anglo-French military aircraft programs.

Figure 4-8 Specification on Jaguar The Jaguar was exported to India, Oman, Ecuador and Nigeria. With various air forces, the Jaguar was used in numerous conflicts and military operations in Mauritania, Chad, Iraq, Bosnia, and Pakistan, as well as providing a ready nuclear delivery platform for Britain, , and India throughout the latter half of the Cold War and beyond. In the Gulf War, the Jaguar was praised for its reliability and was a valuable coalition resource. The aircraft served with the Armée de l'Air as the main strike/attack aircraft until 1 July 2005, and with the Royal Air Force until the end of April 2007. It was replaced by the Panavia Tornado and the Eurofighter Typhoon in the RAF and the Dassault Rafale in the Armée de l'Air. India plans in the long term to replace its Jaguar fleet with the developing Advanced Medium Combat Aircraft (AMCA).

Figure 4-9 Cockpit View Of Jaguar


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4.2.3 Visits To Rig Laboratory The laboratory tests are essential to perform and check correct integration of equipment, sub-systems and systems, and to obtain, after the subsequent aircraft ground trials, formal clearance for flight of a prototype or a new version of aircraft in service.

Figure 4-10 Rig Laboratories The rigs, shown in Figure 4-8Figure 4-10, new product prototypes, as well as updates and improvements of the series aircraft already delivered to the customer. The rigs contribute to the product maturity process providing a stable reproducibility of the aircraft operating conditions in a safe and accessible environment. They allow total cost reduction of the product, reducing the number of flight trials, discovering and fixing most problems in laboratory at early stages of the development cycle. A key component of each rig is its simulation and data-acquisition capability.

4.2.4 Technical and Non-Technical Outcomes I can honestly say that my time spent internship at MCSRDC, HAL resulted in one of the best opportunity in my life, not only did I gain practical skills but I also had the opportunity to meet many fantastic people and improve my interpersonal skills. The atmosphere at the office was always welcoming which made me feel right to learn and explore new things easily. HAL has many different divisions like aircraft division, engine division, final assembly etc. HAL being a military government organization is very particular about code and conduct which gives the professional touch to the program and thus making us adhere to the rules and follow them. They mainly produce 5 variants of helicopter mostly for defence purpose and a few commercial choppers. At HAL I learnt many basics about avionics which included


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lift of the aircraft to the different modes of flying to the communication system. I also got an opportunity to visit aircraft manufacturing unit, where I got to see some aircrafts such as Jaguar and Hawk which are used for military applications experience.

HAL provided me an excellent opportunity to study about the aviation industry and I was able to know new technologies in aircraft engine manufacture, repair and testing. I improved my knowledge in different types of aircrafts and manufacturing techniques. The best part of internship is that it will teach practical aspects along with interpersonal skills. As I was undergoing internship at HAL, I got to learn about time management, and to complete a task in a given deadline. And I also learnt lot of things from my guide who has experience and great knowledge in different fields. Rather than technical got some knowledge about how company is participating in social works.

The opportunity to be a part of internship helped me in gaining invaluable work experience and learnt much about Xilinx ISE 14.2 simulator. Initially I did start with a smaller programs in VHDL language to get familiar with software and later on went on to write the major codes like Encoder, Decoder etc. Prior to starting the implementation, I did a lot of background work and literature survey on different ARINC protocols, data recording of the flight and also I have studied about some fundamentals of aircraft. And also I got to know how the deg of the aircraft is done. The division in which I was undergoing my internship which was R&D center and tools used such as Xilinx, Matlab, Libero software, LABVIEW and also equipped with Vxworks real time operating system for developing real time application. With the successful implementation of ARINC 717 protocol, I got an opportunity to present a technical paper on entitled “Implementation of ARINC 717 th

th

Protocol” ” at 8 National Women's Science Congress held on 8 November 2015, Annexure I.


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Work Outcome Timelines

Figure 4-11 to Figure 4-14 show the work outcomes from August to November.

Figure 4-11 August Work Outcomes Timeline

Figure 4-12 September Work Outcomes Timeline

Figure 4-13 October Work Outcomes Timeline

Figure 4-14 November Work Outcomes Timeline


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CHAPTER 5 ADVANTAGE(S) 



Most companies in the area of avionics use ARINC 717 protocol IC in their ongoing projects which are of high cost. With the use of the VHDL code presented in this work, the same can be implemented without IC. Thus overcoming the cost of IC and minimizing the space required for installation of chip on the board. Ability to re-program in the field to fix bugs.

DISADVANTAGE(S) 

The speed of ARINC 717 works at slower rates as compared to ARINC 429 which works at around 100 kbits/sec.

FUTURE WORK 



ARINC 717 protocol can be implemented on a single chip reducing the cost, size and power consumption. Integration of ARINC 429 and ARINC 717 onto one chip.

CONCLUSION 

The ARINC 717 protocol is implemented for different bit rates ranging from 32 words/sec to 4096 words/sec.



The HBP and BPRZ encoding methods used in this work helps in self-clocking, thus avoiding the need of extra bits for synchronization.



With the use of the VHDL code presented, we can not only save the cost of the IC but also reduce the onboard chip area.


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REFERENCES [1]

Ian Moir, Allan Seabridge, “Design and Development of Aircraft Systems” John Wiley & Sons, 2012.

[2]

C. M. Fuchs, "The Evolution of Avionics Networks From ARINC 429 to AFDX," in Proceedings of the Seminars Future Internet (FI) and Innovative Internet Technologies and Mobile Communications (IITM), and Aerospace Networks (AN), Summer Semester 2012, Munich, , 2012.

[3]

Mike Tooley and David Wyatt, “Aircraft Electrical and Electronic Systems Principles, Operation and Maintenance” Elsevier Ltd., 2009.

[4]

McDade, T.M. “Advances in Flight Data Acquisition and Management Systems”,

Digital Avionics Systems Conference, 1998. Proceedings, 17th DASC. The AIANIEEE/SAE; vol. 2, 1998. [5]

João Pedro Rego Freitas , “Study and Implementation of Algorithms for in flight performance analysis of the PW4000 - 100 Turbofan engine for the purpose of Engine Condition Monitoring”, Tecnico Lisboa, pp 1-10, July 2014

[6]

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ANNEXURE I Annexure I contains the paper presented in 8th National Women's Science Congress held on 8th November 2015.


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