United States Patent [19]
`Corwin et al.
`
`[11] Patent Number:
`[45] Date of Patent:
`
`4,675,675
`Jun. 23, 1987
`
`4
`
`[54] AUTOMATIC FAULT REPORTING SYSTEM
`_
`[75] Inventors: Charles E. Corwln, Kent; Neal W.
`Moore, Bellevue, both of Wash.
`
`4,470,116 9/1984 Ratchford ......................... .. 364/424
`4,510,803 4/1985 Perara ............................. .. 73/178 R
`
`FOREIGN PATENT DOCUMENTS
`
`Assignee: The Boeing Company’ Seattle’ wash. [21] A 1 No 563 296
`
`pp .
`.:
`
`
`
`_
`[22] PCT Flled:
`
`9
`Nov. 17, 1983
`
`[86] PCT No‘:
`371 Date:
`
`PCT/Us83/01813
`Nov. 17 1983
`’
`§
`.
`Nov. 17, 1933
`§ 102(6) Date.
`[87] PCT Pub‘ No‘: “loss/02281
`PCT Pub. Date: May 23, 1985
`[51] Int. cu ............................................ .. G06F 15/20
`[52] us. c1. ............................... .. 340/945; 73/178 R;
`340/963
`[58] Field of Search ............. .. 340/945, 963, 967, 971,
`340/973; 244/76 R, 75 R, 227; 73/178 R, 178
`T_ 364/424 427 428 434 439 463 551 580
`’
`’
`’
`’
`’
`’
`’ 48d ‘ 481’
`’
`
`[561
`
`_
`References Clted
`U_S_ PATENT DOCUMENTS
`3 234 534 2/1966 Todman ......................... .. 340/945
`3Z38OI399 4/1968 southard
`" '
`" 246/167 R
`3,906,437 9/1975 Brandwein
`..... .. 340/945
`4,212,064 7/1980 Forsythe ........................... .. 340/945
`
`
`
`
`
`.............. _. United 1064290 12/1983 U.S.S.R. ............................ .. 340/963
`
`OTHER PUBLICATIONS
`‘
`_
`Crawforth, “Real T1me Flight Test Control,” IEEE
`Transactions on Aerospace and Electronic Systems,
`vol. ABS-2, No- 4 (1966)
`T" A‘ fE'
`Btt ThU rc
`a en, “
`e se 0 omputer esting,” lrcra t ngi
`neering, v01. 47, NO. 6 (1975).
`Primary Examiner-John W. Caldwell, Sr.
`Assistant Examiner-—Michael F. Heim
`gtomlfy’ Age“ 0’ ‘rim-cw“ 0' Gardner; B- A‘
`°“a “e
`[57]
`
`ABSTRACT
`
`PM.” I (25) and PhFSCH(2°)a“‘1m(24)AF1FS(f°‘“‘°'
`matlc Fault Reporting System) signal processmg imple
`mentations (FIG. 3) of fault related data permits utiliza
`tion in steps, viz. Phase I and Phases II and III on board
`operational aircraft of AFRS, thereby permitting grad
`ual phase in and substitution of AFRS for present state
`of the a" ?ight crew FRM (Fault Reporting Manual)
`and ground personnel FIM (Fault Isolation Manual).
`
`1 Claim, 5 Drawing Figures
`
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`// A/liPé??E ___________________ __ _
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`TERAZIK'AL ‘
`
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`
`PRESENTLY 01157711150
`_ __ _ “FEQUIRED (714N655
`(HARD WAKE ;' W/R/NG)
`
`Page 1 of 12
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`U. S. Patent Jun. 23,1987
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`Sheet2 of5
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`U. S. Patent Jun. 23,1987
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`U. S. Patent Jun, 23, 1987
`
`SheetS of5
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`4,675,675
`
`
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`Page 6 of 12
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`

`

`1
`
`AUTOMATIC FAULT REPORTING SYSTEM
`
`0
`
`5
`
`25
`
`This invention relates to fault reporting and, more
`particularly, to an aircraft maintenance scheduling sys
`tem by which fault-related data onboard an operational
`aircraft is processed through a communications channel
`to a ground terminal.
`Heretofore, the patent literature, e.g. U.S. Pat. No.
`3,689,888, has shown a pulse-position modulated alarm
`system having automatic fault detection and utilizing
`radio transmission channels. This system, however, did
`not relate to maintenance or aircraft fault detection nor
`provide for scheduling of maintenance.
`"
`U.S. Pat. No. 2,484,462 relates to airway traffic con
`trol systems and, while demonstrative of radio transmis
`sion concepts, does not include automatic fault detec
`tion or maintenance scheduling.
`U.S. Pat. No. 3,242,321 discloses an automatic ma- 0
`chine analyzer which does demonstrate maintenance
`20
`and automatic fault detection but fails to show an air
`craft application or the scheduling of maintenance, or
`the utilization of radio transmissions of data.
`U.S. Pat. No. 3,720,911 is illustrative of motor vehicle
`identi?cation and speed control systems which provide
`for maintenance, utilize radio transmission, and relate to
`scheduling of maintenance; however, this patent does
`not show aircraft applications or automatic fault detec
`tion.
`A further monitoring system speci?cally for con
`struction vehicles is shown ‘in U.S. Pat. No. 4,119,943.
`This patent shows automatic fault detection, radio
`transmission, and scheduling of maintenance but fails to
`relate to aircraft fault problems or transmission and
`signal processing of such type data.
`U.S. Pat. No. 4,239,454 shows a system for monitor
`ing bearings and other rotating equipment and does
`relate to maintenance and maintenance scheduling,
`radio transmission, and automatic fault detection, but
`has no bearing upon aircraft maintenance or fault detec
`tion problems.
`A plant maintenance control system is shown in U.S.
`Pat. No. 4,383,298. Radio transmission of data, auto
`matic fault detection, and aircraft applications are not
`shown in this patent system.
`U.S.S.R. Pat No. 637,823 relates to aircraft servicing
`monitoring units and does disclose aircraft maintenance
`and maintenance scheduling but fails to disclose auto
`matic fault detection or radio transmission of informa
`tion in this regard.
`Japanese Pat. No. 57-77335 discloses a remote-con
`trolled monitoring system for construction vehicles. It
`appears to be quite similar in concept to the aforemen
`tioned system for monitoring construction vehicles
`shown in U.S. Pat. No. 4,119,943. The Japanese Pat.
`No. 57-77335 system does relate to automatic fault de
`tection, radio transmission, and maintenance and main
`tenance scheduling design but fails to relate to aircraft
`applications and fault detection of onboard data.
`Further literature relating to maintenance and sched
`uling of maintenance of machines does not appear to
`relate to the problems of fault detection and aircraft and
`automatic signal processing through radio transmission
`channels.
`Present solutions to maintenance include providing
`?ight crews of aircraft with FRM (Fault Reporting
`Manual, or equivalent). The FRM contains possible
`fault indications. The user is lead through logic tree
`
`4,675,675
`2
`formatted pages containing yes/no type questions. The
`end result of a fault analysis is an eight digit code which
`represents a speci?c fault condition. The user then ra
`dios this code to the ground and/or records it in the
`?ight’s log book.
`On the ground, the maintenance personnel apply the
`fault code to the FIM (Fault Isolation Manual, or equiv
`alent) which further isolates the fault. At this point, if
`the exact cause of the fault is not known, the mainte
`nance personnel are given a general idea of what the
`cause(s) of the problem is and what maintenance ac
`tion(s) will be required when the airplane arrives,
`thereby tending to minimize the possibility of a delayed
`or grounded ?ight.
`The FRM is bulky and dif?cult to use. EX: Present
`FRMs are somewhat large and total approximately 600
`8%,)(11 inch pages. The book is divided by Airline
`Transport Association (ATA) chapter. Each chapter
`contains a pictorial contents, an alphabetic contents,
`and the fault code diagrams (which make up approxi
`mately 4/5 of the manual). The fault code diagrams
`(logic trees) contain an average of 5 to 10 fault codes
`each. There are roughly 2500 fault codes in' each air
`plane copy. On short ?ights a ?ight crew may wait until
`the ?ight has landed and is taxiing to the terminal before
`using the FRM. This creates two problems: viz. (l) The
`crew may ‘not have seen or remembered all conditions,
`actions, and indications when the fault occurred, thus
`creating an unreliable fault code; and (2) the fault codes
`are designed to be radioed in the air in order to allow
`the maintenance personnel time for part procurement,
`planning, etc, If the fault is of an intermittent type, a
`future failure may be indicated. If the fault is too
`quickly gone, the ?ight crew will likely not see all indi
`cations, if any at all.
`It can be seen that the present FRM requires 100%
`human interpretation and fault code communication,
`thereby ‘leading to possible inaccurate or incomplete
`fault codes.
`Accordingly, it is an object of the present invention
`to reduce the aforementioned FRM/FIM operator
`workloads.
`,
`It is a further object of the present invention to pro
`vide an automatic fault reporting system (AFRS) for
`maximizing the amount of data available for fault detec
`tion and analysis while reducing both the required un
`derstanding and workload of the operator below that of
`present FRM/FIM.
`In accordance with a preferred embodiment of the
`present AFRS:
`(a) presently installed digital and analog system out
`puts are monitored;
`(b) presently programmed fault indications are de
`tected;
`(c) by comparing all fault data, a most likely cause is
`determined and assigned a fault code (e.g. an eight
`digit alpha numeric code);
`(d) a “send data” discrete signal is awaited from the
`aircraft’s onboard FMC (Flight Management Com
`Puter);
`.
`(e) on command, a “data present” discrete signal is
`sent to the aircraft’s onboard ARINC Communica
`tions Addressing and Reporting System (ACARS)
`and a “transmission available” discrete signal is
`awaited;
`(f) on command, the aforementioned fault code is sent
`to ACARS which transmits data via VHF commu
`nications to the ARINC network on the ground
`
`35
`
`45
`
`50
`
`65
`
`Page 7 of 12
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`

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`5
`
`4,675,675
`3
`4
`FRM type manuals and portions of presently used
`which, in turn, couples fault code via land wires to
`FIM type manuals.
`applicable airline; and, then -
`(g) a “transmission complete and received” represen
`SITA-(Societie Internationale de Telecommunica
`tative discrete signal from ACARS is awaited,
`tions Aeronautiques) European equivalent of ARINC
`otherwise the step is repeated until received.
`which will soon provide a worldwide ground-based
`A full understanding of the present invention, and of
`digital air/ground communication network for sub
`scribing airplane operators.
`its further objects and advantages and the several
`FMC-(Flight Management Computer) Primary ?ight
`unique aspects thereof, will be had from the following
`description when taken in conjunction with the accom
`management system. Used to plan route pro?le,
`panying drawings in which:
`speed, altitudes, etc.
`FIG. 1 is a block schematic diagram of a Phase II and
`FCC-(Flight Control Computer) System which pro
`Phase III preferred embodiment of the present auto
`vides electronic control of all control surfaces (i.e.
`matic fault reporting system deemed helpful in showing
`rudder, elevators, ailerons, etc.) per instructions of
`functional responsibilities of the system and showing, in
`FMC.
`dotted line representation, the added components and
`TMC-(Thrust Management Computer) System which
`hardware wiring modi?cations required to present sys
`provides electronic control of engine thrust per in
`terns;
`structions of FMC.
`FIG. 2 is a front view of the management unit for the
`DFDAU-(Digital Flight Data Acquisition Unit) Sys
`Phase II and Phase III AFRS system shown in FIG. 1,
`tern used to acquire real time airplane data, format it
`showing AFRS system ground management controls
`per airline requests, and provide selectable output to
`(the system has no dedicated control panel);
`the ?ight recorders.
`FIG. 3 is a system block diagram showing aircraft
`EFIS-(Electronic Flight Instrument System) Primary
`installation of the present AFRS wherein the Phase I,
`navigation data displaying system (attitude, altitude,
`Phase II, and Phase III aspects of the installation are
`course, etc.)
`detailed to facilitate an understanding of system opera
`ElCAS-(Engine Indicating and Crew Alerting Sys
`tion and also how the present system concept may be
`tem) Primary caution, warning, and status condition
`adapted in steps, and wherein these modi?cations are
`displaying system.
`shown in dotted line representation;
`EEC-(Electronic Engine Control) System which pro
`FIG. 4 is a block diagram of the present AFRS sys
`vides actual control logic to engines per various sys
`tem illustrated from a functional operation viewpoint
`tem inputs (i.e. TMC, Pitot Static, etc.).
`believed helpful in further understanding system opera
`ADC-—(Air Data Computer) Senses environmental
`,'tion; and,
`conditions around the airplane (i.e. airspeed, altitude,
`FIG. 5 is exemplary of an IRU-Right fail, e. g. illustra
`etc.) from data provided by pitot static system.
`tive of a typical fault condition in detail within the
`IRS-(Inertial Reference System) System which senses
`complexity of the present system to enable a better
`airplane movement and is used to calculate altitude,
`understanding of subsystem operation with the present
`position, speed, etc. for navigation purposes.
`AFRS.
`FQPU-(Fuel Quantity Processing Unit) System used
`Prior to description of the present AFRS system and
`to calculate fuel quantity.
`operation thereof, a Glossary of terms utilized hereinaf
`DME-(Distance Measuring Equipment) Provides
`ter in the description and FIGURES is now presented:
`radio distance from airplane to ground-based DME
`stations.
`.
`
`30
`
`GLOSSARY OF TERMS
`ACARS-(ARINC Communications Addressing and
`Reporting System) System presently installed on
`45
`many airplanes at operator’s option. Used for two
`way digital communications from airplane to ground
`station via ARINC communications network.
`ARINC-(Aeronautical Radio Inc.) North American
`organization which, among other services, provides a
`ground-based digital air/ ground communications
`network for subscribing airplane operators and stan
`dards for airplane design.
`BITE-(Built In Test Equipment) Monitoring circuits,
`on a system level, which periodically check the oper
`ation of that system. In the event-of a failure, a signal
`is sent to display a ?ag and/or store the fault in that
`system’s or another system’s memory for mainte
`nance referral.
`FIM-(Fault Isolation Manual) Aircraft manufacturing
`company, e.g. Boeing Airplane Company prepared
`manual presently used by operator’s ground person
`nel on airplanes. The manual is used to decode the
`fault codes transmitted by the ?ight crews and to
`determine the corrective maintenance actions re
`quired when the airplane arrives.
`AFRS-(Automatic Fault Reporting System) System
`of fault reporting which also replaces presently used
`
`65
`
`ILS—-(Instrument Landing System) Radio navigation
`aid system used to guide airplane to runway during
`landings.
`RA—(Radio Altimeter) Provides radio distance from
`airplane to ground.
`WXR—-(Weather Radar) Provides pictorial presenta
`tion of weather patterns ahead of the airplane.
`VOR--(Very High Frequency Omni Range) System
`provides bearing to ground-based VOR station for
`navigation.
`APU—-(Auxiliary Power Unit) System used to generate
`ground and emergency power.
`WEU-(Warning Electronics Unit) Controls warning
`indications (lights and aurals).
`ADF--(Automatic Direction Finder System) Provides
`bearing to selected ADF ground stations for naviga
`tion purposes.
`PSEU-(Proximity Switch Electronics Unit) Monitors
`airplane proximity switch logic.
`CSEU-(Control Surface Electronics Unit) Monitors
`control surfaces.
`BPCU-(Bus Power Control Unit) Controls aircraft
`electrical power distribution.
`FSEU-(Flap Slat Electronics Unit) Controls flaps and
`slats.
`
`Page 8 of 12
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`

`

`4,675,675
`5
`6
`MCDP-(Maintenance Control Display Panel) System
`3. By comparing all fault data, determine most likely
`used to isolate and display autopilot faults on ground
`cause and assign a fault code (e.g. an eight-digit
`only.
`alpha numeric code).
`PES/PSS-(Passenger Entertainment System/Passen
`4. Await “send data” discrete from presently installed
`ger Service System) Controls intercom, call lights,
`Flight Management Computer (FMC) (12).
`etc.
`5. On command, send “data present” discrete to pres
`SSM-(Sign Status Matrix) Bit on data bus transmission
`ently installed ARINC Communications Address
`which represents sending units status (OK/ Fail).
`ing and Reporting System (ACARS) (13) and
`Proceeding now to FIG. 1 and the present AFRS and
`await “transmission available” discrete.
`a more detailed description and operation hereinafter
`6. On command, send fault code to ACARS which
`discussed in FIGS. 2-5:
`transmits data via VHF communication (14) to
`presently installed ARINC/SITA (15) network on
`ground which in turn routes fault code via land
`lines to applicable airline (16).
`7. Await “transmission complete and received” dis
`, crete-from. ACARS, else repeat until received.
`C. Equipment Description
`1. Mechanical Description
`The Phase II and III AFRS is housed in a standard
`ARINC 600 size (TED) MCU case and is equipment
`rack mounted. Electrical connections are made through
`an ARINC 600 connector (P/N-TBD) located at the
`rear of the unit.
`The unit consists of an aluminum chassis with at
`tached front panel and top plate, removable circuit >
`cards, and a one-piece dust cover. The front panel con
`tains a swing-out handle for ease of installation/remo
`val, and two push-button switches (SELF TEST and
`DATA DUMP) located on the upper portion of the
`panel, as seen in FIG. 2. Cooling air inlet holes are
`located on the bottom of the unit with outlet holes
`located on‘the top of the unit. The importance of this
`system is the automatic reporting of presently available
`on-airplane fault information to the individual airline by
`using presently installed systems for the detection of
`faults and the unique transmission of the fault data. The
`unique control and processing of the data on the air
`plane will require a new box (i.e. AFRS) (10).
`2. Electrical Description
`The Phase I AFRS (as seen in FIG. 3) utilizes the
`software provided in the presently installed MCDP.
`The data will be transmitted from ACARS via ARINC
`429 digital data buses and compatible with ARINC 724.
`The Phase II and III AFRS monitors and compares
`the ARINC 429 low-speed outputs of various airplane
`systems (depending on phase-see FIG. 3). The AFRS
`provides outputs for transmission by ACARS when
`ever a difference between monitored system outputs
`exceed a predetermined value, and/or a warning ?ag
`condition is detected.
`The rear connector is mounted on a multilayer circuit
`card which provides interface between the rear connec
`tor and internal circuit cards.
`The internal circuits are ARINC multilayered circuit
`cards with a self-contained power supply. The power
`supply converts the single phase 115 V AC, 400 Hz
`input power to regulated +12 V, —12 V, +5 V, and
`+5 V DC keep alive voltages.
`The internal circuits monitor and compare the low
`speed ARINC 429 outputs of the applicable airplane
`systems based on discrete inputs. The monitoring and
`comparison functions result in the transmission to
`ACARS of parameter warnings via discrete and serial
`outputs.
`
`AFRS DESCRIPTION AND OPERATION
`A. General
`The Phase I AFRS, as seen in FIG. 3 by the dotted
`line through connection, has no dedicated management
`unit. Where this portion only of the AFRS is used, it
`utilizes the software and inputs of the presently installed
`MCDP. The changes which are required are as follows:
`1. Software changes to the MCDP in order to com
`municate with the ACARS per ARINC speci?ca
`tion 724.
`2. Software changes to the MCDP in oder to format
`the fault data output so that it will conform to
`Airline Transport Association (ATA) speci?cation
`100 (as presently written and including any poten
`tial future changes caused by AFRS production).
`3. Addition of two ARINC 429 low-speed data buses
`and the associated I/O hardware between the
`MCDP and ACARS to facilitate two-way commu
`nications.
`'
`The Phase II and III Automatic Fault Reporting
`System (AFRS) (FIG. 1) is an all solid-state rack
`mounted unit that monitors and compares the data out
`puts of various airplane systems (depending on phase).
`The AFRS provides fault outputs when data presence,
`validity, or tolerance errors are detected.
`B. Purpose of Equipment
`The AFRS provides automatic comparing/monitor
`ing of various aircraft data parameters during ?ight, and
`supplies fault outputs when failures are detected to the
`ACARS for transmission to ground-based maintenance
`operations. This AFRS system is one to be installed on
`airplanes and used in conjunction with presently in
`stalled airplane systems with the objective of reporting
`airplane system fault conditions prior to landing. The
`system would be completely automatic, thus relieving
`the flight crew from the responsibility of isolating and
`reporting BITE detectable fault conditions during
`flight. In addition, the information received by ground
`maintenance personnel will be much more exact, allow
`ing more time for parts acquisition and the scheduling
`of maintenance personnel. Depending on how the infor
`mation is used on the ground and the individual capabil
`ities of each airline, this information can be fed into their
`main computer and used to assist in inventory control,
`airplane scheduling, ?ight crew scheduling, passenger
`scheduling, periodic maintenance scheduling, etc. The
`60
`primary objective of the present AFRS system, how
`ever, is that of automatic airplane fault reporting. The
`functional responsibilities of the system are as follows
`(See FIG. 1):
`1. Monitor presently installed digital and analog sys
`tem outputs which include fault data or data which
`could be used in fault isolation (11).
`2. Detect presently programmed fault indications.
`
`55
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`Page 9 of 12
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`7
`3. Control and Indicators
`Refer to FIG. 2 for a view of the Phase II and III
`AFRS front panel controls and Table I for their de
`scrlptlon.
`
`4,675,675
`8
`equipment are received via program pin selections in
`the aircraft wiring. Failure outputs are provided if data
`inputs are not present, not valid, or excessive differ
`ences are detected between monitored inputs.
`TABLE II
`
`5
`
`DATA DUMP switch
`
`TABLE I
`-
`CONTROL/INDICATOR FUNCTION
`SELF-TEST switch
`A momentary pushbutton switch
`used to manually initiate an
`end-to-end test of the AFRS.
`A momentary pushbutton switch
`that momentarily disables all
`fault monitoring circuits in
`the AFRS, and resets any fault
`output to a no fault condition.
`When the DATA DUMP switch is
`released, any fault condition
`detected by the AFRS for the
`past (TBD) ?ights will result
`in a fault warning output.
`
`D. Theory of Operation
`
`AFRS SYSTEM INPUTS
`PHASE 1]
`PHASE l1]
`EPIS
`ATC
`Includes data from:
`ADP
`
`PHASE 1
`MCDP
`10 Incl data
`from.
`IRS
`RA
`ADC
`ILS
`
`DME
`ILS
`RA
`WXR
`
`window Hl
`Com. Uni.
`Brake Temp
`Com Unil
`'
`
`I
`Him Mgr; y
`Equi c601
`5 go I
`'
`n '
`
`15
`
`P
`ADC
`TMC
`IRS
`FMC
`HYD PWR FQPU
`FLT
`EICAS
`CONTROLS
`20 ACARS
`
`Equip. Cool.
`Includes data from:
`Temp. Cont.
`A/O
`LNDG GEAR Unit
`Auto Flt
`Elec. Pwr NAV
`Cabin Press.
`F‘ P t.
`OXY
`Co . U '
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`VHR COM XCVR
`ENGINES
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`Pack Com.
`Unit
`BPCU
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`IZJZiie Temp.
`FSEU
`APP Com
`831;“
`
`Cont.
`
`1. General
`.
`.
`_ The baslc theory of operatlon for the Phase I AFRS
`is the same as that of Phases II and III, although the 25
`processing is provided by the MCDP rather than a
`dedicated AFRS box (10).
`The Phase II and III AFRS monitor and compares
`outputs from various aircraft electronic units. Failure
`‘outputs are provided to the ACARS whenever faults or 30
`excessive differences are detected between monitored
`‘inputS'
`
`-
`
`55
`
`65
`
`2. System Installation
`Due to the potential change impact on present air- 35
`plane installations, the system can be installed in three
`‘ phases (Phases I, II, and III). The ?rst phase will only
`the software changes to the MCDP and two new
`4. Phase II and n1 AFRS Functional Theory of
`,1; “ARINC data b“se.s (2?) when the MCDP (22) and the
`0 eration (refer to FIG 4)
`ACARS (13). T1118 will be used to prove the concept 40
`_
`_
`_
`_
`'
`"'f‘and will provide all autopilot (FCC (17), FMC (12),
`The internal clrcults monitor and compare the dlgltal
`"*TMC (9)) fault data to the ground via ACARS (13) and
`serial outputs from the systems listed in Table II-
`_
`ARlNC/SITA (10). The second phase will require the
`The internal circuits consist of the below listed six
`new AFRS box (10) (hardware) which will basically be
`a data management computer. This will also require 45 maJOr sectlons, plus the power supply
`new wiring (20) from the DFDAU (9) inputs (21) and
`8- PYOCeSSOI'
`_
`reprogramming of some of the inputting systems. Phase
`b. Memory (Electrlcally Programmable Read Only
`II will provide fault data from a majority of the Naviga-
`Memory) (EPROM) and Random Access Memory
`tion and Warning Systems (2). Phase III will include the
`(RAM)_
`fault data from every system on the airplane (23). This 50
`c. Input discretes
`d. Output discretes
`phase is presently considered as a future evolvement of
`the system due to extensive wiring (24) and software
`e. Serial I/O
`f. Clock and timing
`changes which will be required to presently installed
`The processor obtains instructions from the ROM
`system. The AFRS (10), however, will be designed to
`accommodate this future expansion capability. In con
`and performs operation on data from read-write mem
`clusion, for present airplanes (i.e. 757/767), the present
`ory and the I/O devices. The processor is a complete
`plan is to proceed through Phase II in order to provide
`(TBD) bit parallel device with “a (TBD) microsecond
`instruction cycle.
`the greatest amount of fault data while requiring the
`least amount of change to the airplane.
`The memory consists of (TBD) K EPROM and I
`(TBD) K RAM. A (TBD) bit latch is included in the
`3. Simplified Theory of Operation (refer to FIG. 3)
`memory section to hold the lower address bits because
`Digital inputs to the AFRS are received from the
`the processor bus is multiplexed. The memory section
`system listed in Table II (by phase) via ARINC 429
`also includes a select decoder that addresses the correct
`low-speed data buses. Also, analog and discrete inputs
`memory locations, and provides enable inputs for the
`are received via standard airplane wiring. Each phase
`I/O devices.
`will include the information received by the previous
`The input discretes are ground or open inputs from
`phase(s). The digital inputs are monitored for signal
`program pins and the front panel switches. (T BD) spare
`presence and validity. Input discretes from various
`input discretes are provided. The input discretes are
`
`Page 10 of 12
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`25
`
`30
`
`20
`
`4,675,675
`9
`10
`used by the processor to determine the operating char
`Ex. left/right/center inertial reference system) data is
`within tolerance (33).
`acteristics of the AFRS. The input discretes are multi
`b. This will be accomplished by preprogrammed
`plexed into (TBD) groups of (TBD), applied to the
`programmable peripheral interface (PPI) input port,
`tolerance values (generally set by the certi?cation agen
`and onto the processor data bus.
`cies--FAA/CAA).
`'
`The output discretes are obtained from the processor
`c. If no problems are found and no previous fault data
`data bus, and applied through the PPI output port to
`is stored in memory, the transmit logic will be inhibited
`(34).
`drivers that provide a ground or open output. (TBD)
`discretes outputs are available; (TBD) left system fault
`d. If a problem is found, the AFRS will provide the
`outputs, (TBD) right system outputs, (TBD) center
`following information to ACARS when the send data
`system fault outputs, and one AFRS fault warn output.
`sequence occurs (35):
`The serial I/O section consists of ARINC receivers,
`(1) Time, ?ight number, leg, etc. when fault oc
`transmitters, a multiplexer, a Universal Asynchronous
`curred.
`Receiver-Transmitter (UART), and interface devices.
`(2) An eight-digit numeric fault code which repre
`The ARINC 429 digital serial inputs are applied
`sents the fault’s cause.
`through separate receivers, an eight channel multi
`(3) What box or. wire failed in English (optional)?
`(4) What caused the fault in English (Ex. circuit card)
`plexer, and a latch to the processor data bus. The pro
`(optional)?
`cessor data bus outputs are buffered and applied to the
`(5) The speci?c maintenance manual procedure refer
`UART. The UART outputs are modi?ed by transmit
`ters to provide ARINC 429 digital serial outputs to the
`ence (Ex. Removal Installation, Fault Isolation,
`etc.) (optional).
`ACARS.
`The clock and timing section provides outputs for
`(6) Any other information concerning the fault de
`sired by operator (Ex. occurrences, etc.) (optional).
`proper AFRS operation. The clock 1 output is 6.25
`MHz for the processor, and a 20 Hz processor interrupt
`e. Also, a manual memory dump switch (36) will be
`output. The clock 2 output is 2.0 MHz for the operation
`installed. When pressed this will dump all faults which
`of the serial I/O section, as well as other timing outputs.
`occurred in the last X (TBD) number of ?ights to an
`optionally installed printer (ACARS) including all fault
`Extensive internal monitoring circuits are used to
`determine the operational condition of the AFRS. The
`information. This will also erase all faults stored in
`monitoring circuits include the following:
`memory.
`a. Input and output digital data wraparound loops
`f. Once a fault has been stored, a discrete will be sent
`b. Processor activity monitor
`to the AFRS transmittal logic (37) stating that fault data
`is present. The AFRS will then wait, for an “attempt-to
`c. Processor instruction execution monitor
`d. Memory checksum tests
`send” discrete (38). This discrete will most likely be
`e. Power supply monitors
`from the FMC at a (TBD) time in the ?ight. It could,
`Failure of a monitored function or circuit results in an
`however, be a manual command from the ?ight crew or
`a polled request from the ground via ACARS. Once the
`AFRS fault warn output, and/or an appropriate data
`send discrete is veri?ed, AFRS will poll ACARS for
`fault or annunciator output.
`The power supply converts the 115 V AC, 400 Hz
`transmit time. When time is available, ACARS will
`command AFRS to dump all fault data for that ?ight
`aircraft power to +5, +5 KA, +12, and -—l2 V DC
`power required for AFRS operation. The +5 KA is a
`leg (39). AFRS will repeat this until ACARS returns a
`40
`keep-alive voltage applied to the RAM to maintain
`“Transmission Complete and Received” discrete.
`memory during power switching or transients. The '+ 5,
`g. On the ground, the operator will use this informa
`tion to aid his maintenance scheduling, parts acquisi
`+12, and — 12 V outputs are short circuit protected by
`regulator/limiter/ shutdown circuits. Monitor circuits
`tion, and control ?ight crew and passenger reschedu
`ling (if required) and any other application desired to
`will inhibit the AFRS and cause an AFRS fault warn
`45
`reduce airplane turnaround time.
`output if the power supply voltages are not correct.
`6. Example Situation: IRU-Right FAIL (FIG. 5)
`5. AFRS Logic (FIG. 4)
`Note: Due to system and system output redundancy,
`a. To illustrate a typical fault and the complexity of a
`system’s installation, the following example and simpli
`cross channel checks are used to isolate faults between
`?ed block diagram is provided:
`wiring or box problems. Also, due to redundancy and
`the vast number of systems and wiring, it is impossible
`(1) IRU-Right detects an internal fault and sets its
`SSM (Sign Status Matrix) bit to fail.
`to illustrate the entire airplane’s systems.
`~
`a. The AFRS (10) will continuously receive and mon
`(2) This will be transmitted on both BUS 1 and BUS
`itor real time fault data from each of the inputting sys
`2 to the FCC-Right, the TMC, and the FMC-Right
`and Left.
`tems. All data will be formatted