Browse Topic: Air data computers

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702A-6 Advanced Flight Management Computer SystemARINC702A-6 (Current)6/15/2026
The Advanced FMCS provides expanded functions beyond that defined in ARINC 702 to support the anticipated requirements for operation in the CNS/ATM operating environment. GNSS and RNP based navigation, air-to-ground data link for communications and surveillance, and the associated crew interface control/display definitions are included. The NextGen/SESAR concepts and their relative effects on the FMS are addressed in this document. The functional requirements also apply to a Flight Management Function (FMF) in an Integrated Modular Avionics (IMA) architecture with software partitions.
Airlines Electronic Engineering Committee
Leveraging True Altitude Data to Improve Static Pressure Calibration from Dynamic Manoeuvres2026-26-07296/1/2026
The paper presents a method for enhancing the static pressure calibration of a high-performance aircraft. Despite the pre-flight calibration using CFD and Wind Tunnel techniques, position errors are generally observed in the free stream parameters, which necessitate further calibration of air data sensors using flight test data. In the present research, the pressure coefficient is estimated as a time-varying parameter in the flight path reconstruction environment implemented using the Extended Kalman Filtering technique. Aircraft kinematic equations were used for the implementation of the state and measurement models, and flight test data from full flight sorties were used in the estimation process. An extensive validation of the on-board air data calibration tables was conducted. Mean values of the static pressure coefficient were updated using data from multiple sorties, each including computed mean errors from three independent sensors. A comparative analysis between the pre-existing and estimated static pressure coefficients was performed to identify specific flight regimes or manoeuvres where further refinement is required. Finally, the accuracy of the estimated true static pressure was validated by comparing the corresponding pressure altitude with radio altimeter readings at low altitudes, demonstrating strong agreement and validating the effectiveness of the proposed calibration refinement method.
TK, Khadeeja Nusrath, Patel, Dr. Ambalal V, J, Prabhavathi Bhai
Neural Network Enabled Synthetic Air Data System: Development and Validation2026-26-07206/1/2026
Synthetic Air Data System (SADS) provides a smart solution that can be used to predict critical air data parameters in the absence of conventional air data sensors. Traditional air data sensors, such as pitot-static tubes and vanes, are generally expensive, require regular maintenance, and can fail in harsh weather conditions. In addition, these sensors, along with their processor and computers, add weight to the aircraft. To address these issues, a synthetic air data system is proposed using a Recurrent Neural Network (RNN). Several flight variables were checked for Pearson correlation coefficient with respect to the angle-of-attack and angle-of-sideslip, and thereafter, input features were selected based on the thresholding technique. The proposed neural network has two hidden layers and regularization technique was implemented by adding two dropout layers to each hidden layer to prevent overfitting of the model. The neural network was trained using actual flight test data, supplemented with simulated data wherever gaps were observed in the entire flight envelope. The RNN model is trained to predict the aerodynamic flow angles, viz., angle-of-attack and angle-of-sideslip. The proposed model was found to be able to predict the aerodynamic angles with a degree of accuracy. The accuracy was also checked with several complementary actual flight data to check the fidelity of the trained neural network model.
Sahu, Sanju, C, Poornima, Kaliyari, Dushyant, TK, Khadeeja Nusrath, Hebbar, Archana
Flight Test Validation of a Trajectory Control System for Simplified Vehicle Operations on a Tiltwing VTOL AircraftF-0082-2026-01895/5/2026
This paper presents the development, optimization, and flight test validation of a Trajectory Control System (TCS)-based flight control system for a tiltwing unmanned aerial vehicle. The TCS is a configuration-independent middle-loop longitudinal controller for vertical takeoff and landing aircraft and is integrated here with explicit model following inner-loop controllers, inverse propulsor models, and a tiltwing-specific control allocation scheme. The resulting flight control system provides coordinated control across vertical flight mode, hybrid flight mode, transition flight mode, and forward flight mode while relying on a concise feedback set and requiring only airspeed from the air data system. The control laws are obtained using a formal constrained optimization framework and transferred directly from simulation to flight without additional on-site retuning. Flight test results from piloted, semi-autonomous, and fully autonomous operations demonstrate stable and predictable behavior throughout the flight envelope, including tight hover performance, simultaneous climb rate and speed tracking in hybrid flight, and successful departure and arrival transitions at multiple speeds. Selected simulation-versus-flight comparisons further show that the nonlinear model captures the dominant trends in the measured response while also identifying specific aerodynamic and transition regime effects that warrant further refinement. Overall, the results demonstrate that the TCS + EMF architecture provides a practical and effective control solution for tiltwing VTOL aircraft.
Comer, Anthony, Chakraborty, Imon, Kunwar, Bikash, Schmidt, Peter
Static System Error Compensation in Air Data Calibration for Tiltrotor System CertificationF-0081-2025-01285/20/2025
Air data measurement and calibration are fundamental components in the pursuit of accurate and reliable aerodynamic assessments. The systematic collection of essential data regarding air properties are important for evaluating aircraft performance under various conditions and configurations. The scope is to achieve a comprehensive understanding of airflow characteristics, which is fundamental for design improvements and operational strategies, contributing to safer and more efficient flight operations in a several range of scenarios. This type of data measurement is even more challenging for the AW609 Tiltrotor which combines vertical take-off technology capabilities with the fixed-wing flight efficiency. The activity starts from known pitot-static system calibration methodologies for conventional applications and shows what were the difficulties encountered in a non-conventional Tiltrotor approach. The paper goes through the presentation of the original Pitot-Static and Air Data system and all the problematics that driven to a design change. After the presentation of the new architecture and the new data collection activity, it will be discussed the optimization of the data calibration strategy, also related to some peculiarities of the Tiltrotor, and how it drives to infer the calibration curves for the Air Data Computers (ADCs).
Evangelista, Marco, Mori, Massimiliano
Minimum Performance Standard for Automatic Pressure Altitude Reporting Code Generating EquipmentAS8003 (Current)6/19/2023
This Aerospace Standard covers all automatic pressure altitude code generating equipment manufactured under this standard and complying with the requirements specified herein up to the maximum range of pressure altitude as indicated on the equipment nameplate. In those cases where the code generating equipment forms part of an aircraft system, such as a pressure altimeter, an air data computer or an ATC Transponder, this standard applies only to the code generating equipment as defined in paragraph 1.2.
A-4ADWG Air Data Subcommittee
Minimum Safe Performance Over Speed Warning InstrumentsAS8007 (Current)6/19/2023
This AS defines instruments which use inputs of static and pitot pressure equal to those which are utilized to establish the pressure altitude and speed of that aircraft. These pressures are applied to the instrument ports to provide means for generation of an aural warning whenever the aircraft reaches or exceeds the maximum operating limit speed. This Over Speed Warning Instrument function may be incorporated as part of an Air Data Computer, or an Air Speed Indicator, or an Air Speed/Mach Number Indicator, or other instruments. In those cases where the Over Speed Warning Instrument is part of another instrument, the standards contained herein apply only to the Over Speed Warning Instrument function. Each aircraft type and model has a defined maximum operating limit speed curve or curves which are a part of the airframe manufacturer's type certification approval data; this limit speed data shall be available from the subject airframe manufacturer as published in the operating manual for the aircraft type and model number and configuration.
A-4ADWG Air Data Subcommittee
Minimum Performance Standard for Mach MetersAS8018A (Current)6/19/2023
This AS covers subsonic and supersonic Mach meter instruments which, when connected to sources of static (Ps), and total (Pt), or impact (Pt-Ps), pressure provide indication of Mach number. These instruments are known as Type A. This AS also covers servo-operated repeater or digital display instruments which indicate Mach number when connected to the appropriate electrical output of a Mach transducer of Air Data Computer. These instruments are known as Type B.
A-4ADWG Air Data Subcommittee
Descriptions of Systems Integration Test Rigs (Iron Birds) for Aerospace ApplicationsAIR5992 (Current)4/26/2023
This Aerospace Information Report (AIR) provides information on systems integration rigs, commonly referred to as “Iron Birds” for aerospace applications. a It includes background historical information including descriptions of Iron Birds produced to date, important component elements and selection rationale, hydraulic system design and operational modes and illustrates the design approaches to be considered. b It provides illustrations of the various systems that should be considered for Iron Bird testing in the development phase and utilization during the production program. c It includes recommendations for simulation, component development tests, system integration and lessons learned.
A-6A3 Flight Control and Vehicle Management Systems Cmt
735C Traffic Computer, ACAS-X, and ADS-B FunctionalityARINC735C (Current)11/2/2022
This document describes Airborne Collision Avoidance System X (ACAS X) functionality and provides the necessary interface definitions and protocols to accommodate the requirements of RTCA DO-385: Minimum Operational Performance Standards for Airborne Collision Avoidance System X (ACAS X) ACAS Xa and ACAS Xo) (latest version applies) and the requirements of RTCA DO-386: Minimum Operational Performance Standards for Airborne Collision Avoidance System X (ACAS X) ACAS Xu (latest version applies). Additionally, this document describes interfaces and protocols necessary to accommodate Cockpit Display of Traffic Information (CDTI) based on the reception of Automatic Dependent Surveillance-Broadcast (ADS-B) data and Traffic Information Services–Broadcast (TIS-B) data. The equipment becomes ACAS X with ADS-B IN applications added, as defined by RTCA DO-317C: Minimum Operational Performance Standards for (MOPS) for Aircraft Surveillance Applications (ASA) Systems (latest version applies). ACAS X hybrid surveillance is an integral part of RTCA DO-385 and DO-386 MOP.
Airlines Electronic Engineering Committee
Guidance for the Design and Installation of Fuel Quantity Indicating Systems (FQIS)AIR5691B (Current)10/7/2022
This document is applicable to commercial and military aircraft fuel quantity indication systems. It is intended to give guidance for system design and installation. It describes key areas to be considered in the design of a modern fuel system and builds upon experiences gained in the industry in the last 10 years.
AE-5A Aerospace Fuel, Inerting and Lubrication Sys Committee
718A-5 Mark 4 Air Traffic Control Transponder (ATCRBS/Mode S)ARINC718A-5 (Current)10/5/2022
Mark 4 Air Traffic Control Transponder (ATCRBS/MODE S) describes an Air Traffic Control Radar Beacon System/Mode Select (ATCRBS/Mode S) airborne transponder with Extended Interface Functions (EIF). The ATC surveillance system is made up of airborne transponders and ground interrogator-receivers, processing equipment, and antenna systems. Mode S is a cooperative surveillance system for air traffic control with ancillary communications capabilities. ARINC 718A supports elementary surveillance. Provisional enhanced surveillance functionality is also defined as a customer option. The Mark 4 transponder, like its predecessor, will support Collision Avoidance System which includes TCAS and ACAS X functions.
Airlines Electronic Engineering Committee
Minimum Performance Standard for Pitot and Pitot-Static ProbesAS8006A (Current)8/4/2022
This SAE Aerospace Standard (AS) covers the following basic types: Type I - Pitot pressure, straight and L-shaped, electrically heated. Type II - Pitot and static pressures, straight and L-shaped, electrically heated.
A-4ADWG Air Data Subcommittee
Pressure Altimeter SystemsAS8009C (Current)8/4/2022
This SAE Aerospace Standard (AS) specifies minimum performance requirements for pressure altimeter systems other than air data computers. This document covers altimeter systems that measure and display altitude as a function of atmospheric pressure. The pressure transducer may be contained within the instrument display case or located remotely. Requirements for air data computers are specified in AS8002. Some requirements for nontransducing servoed altitude indicators are included in AS791. This document does not address RVSM requirements because general RVSM requirements cannot be independently detailed at the component level. The instrument system specified herein does not include aircraft pressure lines. Unless otherwise specified, whenever the term “instrument” is used, it is to be understood to be the complete system of pressure transducer components, any auxiliary equipment, and display components. The test procedures specified herein apply specifically to mechanical type instruments. Solid state instruments or automatic test instrumentation may require other test procedures. Such differing procedures shall be justified prior to use.
A-4ADWG Air Data Subcommittee
Use of Health Monitoring Systems to Detect Aircraft Exposure to Volcanic EventsAIR6212 (Current)5/13/2021
This document collates the ways and means that existing sensors can identify the platform’s exposure to volcanic ash. The capabilities include real-time detection and estimation, and post flight determinations of exposure and intensity. The document includes results of initiatives with the Federal Aviation Administration (FAA), the European Aviation Safety Agency (EASA), the International Civil Aviation Organization (ICAO), Transport Canada, various research organizations, Industry and other subject matter experts. The document illustrates the ways that an aircraft can use existing sensors to act as health monitoring tools so as to assess the operational and maintenance effects related to volcanic ash incidents and possibly help determine what remedial action to take after encountering a volcanic ash (VA) event. Finally, the document provides insight into emerging technologies and capabilities that have been specifically pursued to detect volcanic ash encounters but are not yet a part of an airplane’s standard fit.
HM-1 Integrated Vehicle Health Management Committee
Flight Management System (FMS)ARP4102/9B (Current)1/14/2021
This document recommends criteria and requirements for a flight management system (FMS) for transport aircraft. The FMS shall provide the functions of lateral navigation, vertical navigation, and performance management and may include time of arrival control. The FMS design shall take human factors considerations into account to produce a fault tolerant system.
S-7 Flight Deck Handling Qualities Stds for Trans Aircraft
Flight Test Procedures for Static Pressure Systems Installed in Subsonic Transport AircraftARP921B (Current)12/22/2020
This SAE Aerospace Recommended Practice (ARP) covers the test procedures and equipment for performing flight testing on pitot-static systems installed in subsonic transport type aircraft.
A-4 Aircraft Instruments Committee
Human Factor Considerations in the Design of Multifunction Display Systems for Civil AircraftARP5364A (Current)12/9/2020
The function of a multifunctional display (MFD) system is to provide the crew access to a variety of data, or combinations of data, used to fly the aircraft, to navigate, to communicate, and to manage aircraft systems. MFDs may also display primary flight information (PFI) as needed to insure continuity of operations. This document sets forth design and operational recommendations concerning the human factors considerations for MFD systems. The MFD system may contain one or more electronic display devices capable of presenting data in several possible formats. MFDs are designed to depict PFI, navigation, communication, aircraft state, aircraft system management, weather, traffic, and/or other information used by the flight crew for command and control of the aircraft. The information displayed may be combined to make an integrated display or one set of data may simply replace another. The information contained in this document can be applied to the design of all MFDs, including electronic flight bags (EFB), regardless of aircraft type. This document makes extensive use of “lessons learned” and information developed and currently in use by systems and airframe manufacturers through the evolutionary development of today’s advanced systems. Some assumptions used in developing this document include: MFDs will incorporate a human-centered design using knowledge gained from previous work and research. This document is intended to apply to new systems or modifications to existing systems. Each function of a MFD is capable of providing accurate and timely information appropriate to the tasks of the flight crew for certain aircraft operations throughout all phases of flight. MFD systems will be based on the aeronautical English language, but other languages may have to be considered. MFD systems will meet international harmonized certification requirements. Use of the information in this document is subject to the certification requirements for a given airplane. The design process should include operator training considerations throughout its development. PFI will be available on the flight deck at all times.
G-10EAB Executive Advisory Group
Air Data Computer – Minimum Performance StandardAS8002B (Current)4/28/2020
This SAE Aerospace Standard (AS) covers air data computer equipment (hereinafter designated the computer) which when connected to sources of aircraft electrical power, static pressure, total pressure, outside air temperature, and others specified by the manufacturer (singly or in combination) provides some or all of the following computed air data output signals (in analog and/or digital form) which may supply primary and/or standby flight instruments: Pressure Altitude Pressure Altitude, Baro-Corrected Vertical Speed Calibrated Airspeed Mach Number Maximum Allowable Airspeed Over-speed Warning Total Air Temperature
A-4ADWG Air Data Subcommittee
Barometry for Altimeter CalibrationAIR1075B (Current)2/20/2020
This SAE Aerospace Information Report (AIR) is concerned only with aspects directly relating to available accuracy. While well-designed photoelectric, inductive or capacitive readers and pressure regulators, and other accessories are highly desirable for convenience and production rate, they are considered to be outside the scope of this AIR.
A-4 Aircraft Instruments Committee
A Research on the Icing Flight Test and Computational Simulation for the Design of Ice Protection System for KUH (Korean Utility Helicopter)F-0075-2019-147385/13/2019
Icing of the fuselage and blades may occur when the helicopter is flying in the icing area. If ice accretion occurs in the ADS(Air Data System) of the fuselage, normal speed and altitude information are lost, making it difficult to flight. When windshield icing occurs, the view of pilot is limited and flight is difficult. Also, the ice accretion of the blades deforms the outer shape of the blades (Ref. 1) and makes the dynamic characteristics unstable due to an abnormal weight increase, resulting in deterioration of performance, deterioration of maneuverability, and structural instability. To avoid this, an anti-icing or de-icing system is required. Therefore, if the aircraft is not fitted with a proper anti-icing system, it is not possible to operate under icing conditions. However, it is difficult to design a proper anti-icing system considering the position of anti-icing protection area and icing phenomenon due to limitation of electric power, weight, thermal damage temperature limit, shape and so on. It is essential of understanding of anti-icing mechanism for selection and design of appropriate anti-ice system considering configuration (impingement limit, collection efficiency), material (thermal fatigue limit, heating source) and icing amount (collection efficiency, stagnation point). This paper introduces the preparation procedure (analysis and simulation, design, scaled model test) of icing certification test and the artificial/natural icing flight test method for proving helicopter icing through KUH case, and describes the characteristics of each system for the de/anti-icing system design of the helicopter, the computational analysis method, comparison with the test result, and the improvement method of the de/anti-icing system.
Park, Nameun, Kim, Jik, Lee, Sang, Woo, Cheol, Kim, Hyung, Hwang, Yoo
743B-1 GNSS Landing System Sensor Unit (GLSSU)ARINC743B-1 (Current)6/22/2018
This document sets forth the characteristics of the GNSS Landing System Sensor Unit (GLSSU) intended for installation in commercial aircraft. The intent of this document is to provide general and specific design guidance for the development of GLSSU for airline use. It describes the desired operational capability of the GLSSU and the standards necessary to ensure interchangeability.
Airlines Electronic Engineering Committee
In-Flight Thrust DeterminationAIR1703A (Current)12/5/2017
In-Flight Thrust Determination, SAE AIR1703 reviews the major aspects of processes that may be used for the determination of in-flight thrust (IFT). It includes discussions of basic definitions, analytical and ground test methods to predict installed thrust of a given propulsion system, and methods to gather data and calculate thrust of the propulsion system during the flight development program of the aircraft. Much of the treatment is necessarily brief due to space limitations. This document and the British Ministry/Industry Drag Analysis Panel (MIDAP) Guide (Reference 1.11), which SAE Committee E-33 used as a starting point, can be used to understand the processes and limitations involved in the determination of in-flight thrust. Application to a specific in-flight thrust determination program will require the use of many important assumptions not fully developed in this document, and these assumptions must be evaluated during the conduct of the program. The determination of in-flight thrust is a complex process. Success depends upon careful planning and meticulous attention to detail throughout the test program. It is important that the participants involved (engine and airframe manufacturers, military service, government agency, etc.) agree at the outset on the definitions and the methods to be used for demonstration. Provisions for flexibility and redundant methods are important to provide for unforeseen difficulties with a particular method.
E-33 In Flight Propulsion Measurement Committee
New Products & Services: December 2017 Aerospace Manufacturing & FabricationTBMG-2793912/1/2017
849 Data Loading Specifications for Aircraft ComponentsARINC849 (Current)7/6/2017
This document defines information required to load data into aircraft components while not installed aboard an aircraft. The objective is to address all levels of data loading processes as related to component maintenance and repair within a shop environment. This new ARINC Standard defines the information required to load software and data to aircraft components when not installed aboard the aircraft. It addresses all forms of data as related to component maintenance and repair within a shop environment.
Airlines Electronic Engineering Committee
Guidance for the Design and Installation of Fuel Quantity Indicating SystemsAIR5691A (Historical)5/18/2017
This document is applicable to commercial and military aircraft fuel quantity indication systems. It is intended to give guidance for system design and installation. It describes key areas to be considered in the design of a modern fuel system, and builds upon experiences gained in the industry in the last 10 years.
AE-5A Aerospace Fuel, Inerting and Lubrication Sys Committee
Data Word and Message FormatsAS15532A (Current)10/21/2016
The emphasis in this standard is the development of data word and message formats for AS15531 or MIL-STD-1553 data bus applications. This standard is intended as a guide for the designer to identify standard data words and messages for use in avionics systems and subsystems. These standard words and messages, as well as the documentation format for interface control document (ICD) sheets, provide the basis for defining 15531/1553 systems. Also provided in this standard is the method for developing additional data word formats and messages that may be required by a particular system but are not covered by the formats provided herein. It is essential that any new word formats or message formats that are developed for a 15531/1553 application follow the fundamental guidelines established in this standard in order to ease future standardization of these words and messages. The standard word formats presented represent a composite result of studies conducted by the U.S. Army, Navy, and Air Force (see References 1, 2 and 3, respectively).
AS-1A Avionic Networks Committee
In-Flight Pitot-Static CalibrationTBMG-252008/1/2016
NASA’s Langley Research Center has developed a new method for calibrating pitot-static air data systems used in aircraft. Pitot-static systems are pressure-based instruments that measure the aircraft’s airspeed. These systems must be calibrated in flight to minimize potential error. Current methods — including trailing cone, tower fly-by, and pacer airplane — are time- and cost-intensive, requiring extensive flight time per calibration. NASA’s method can reduce this calibration time by up to an order of magnitude, cutting a significant fraction of the cost. In addition, NASA’s calibration method enables near-real-time monitoring of error in airspeed measurements, which can be used to alert pilots when airspeed instruments are inaccurate or failing. Because of this feature, the technology also has applications in the health usage and monitoring (HUMS) industry. Flight test engineers can be trained to use this method proficiently in 12 days without costly specialized hardware.
Aircraft Flight Control Systems DescriptionsAIR4094A (Current)7/18/2016
This SAE Aerospace Information Report (AIR) supplies information on the flight control systems incorporated on various current and historic fixed wing, rotary wing, and tilt rotor aircraft. A brief description of the aircraft is followed by a description of the flight control system, some specific components, drawings of the internal arrangement, block diagrams, and schematics. System operation redundancy management is also presented.
A-6A3 Flight Control and Vehicle Management Systems Cmt
Electronic Flight Instrument System (EFIS) DisplaysAS6296 (Current)3/16/2016
This SAE Aerospace Standard (AS) specifies minimum performance standards for Electronic Flight Information System (EFIS) displays that are head-down and intended for use in the flight deck by the flight crew in all 14 CFR Part 23, 25, 27, and 29 aircraft. This document is expected to be used by multiple regulatory agencies as the basic requirement for a technical standard order for EFIS displays. The requirements and recommendations in this document are intended to apply to, but are not limited to, the following types of display functions: Primary Flight and Primary Navigation displays, including vertical situation and horizontal situation functions. Displays that provide flight crew alerts, which may include engine instrument, aircraft systems information/control. Control displays including communication, navigation and system control displays. Information displays, which may include navigation displays used for situation awareness only, supplemental data, and maintenance and documentation displays. Display Systems including a Display Unit (display) and a symbol generator. The display functions herein were based on the display aspects of functions covered by previous TSOs that included an end-to-end system, including sensors. This document does not address video display terminals or video monitors without the means to generate symbols. The symbol generating function may be contained within the display or may be external to the display unit and part of the display system. This document is not intended to address the display of single function equipment (e.g., airspeed). Two functions are required as a minimum. This document does not address the sensors or computational engines (e.g., TAWs computer, navigation computer, or TCAS processor) that transmit their data to the EFIS display. Functions that are not covered in this document include: Overspeed Warning; Air Traffic Control Radar Beacon System (ATCRBS)/Mode Select (Mode S); Automatic Dependent Surveillance - Broadcast (ADS-B); Traffic Information System - Broadcast (TIS-B); Electronic Map Display; Synthetic Vision; Enhanced Vision; Head-Up Displays (HUD); and Head Worn Displays (HWD). This document does address the following types of control functions: Control functions related to the data presented on the EFIS display(s). Control means that are integrated into the displays. NOTE: This document is expected to be used for a technical standard order for EFIS displays. This document does not address the hardware, physical, or optical (ocular) requirements of the EFIS displays. Those requirements are addressed in AS8034B. This document is subject to change to keep pace with experience and technical advances. Many functions often included in an EFIS in existing systems were considered for this MOPS. In general, the functions that were not included here were excluded because it was too complicated to extract and separate the display requirements from the sensor requirements. In other cases, the display requirements in the original MOPS were too extensive to add to this document without essentially replicating the original MOPS. Applicants will need to apply separately for approval for those functions.
A-4EFIS Electronic Flight Instrument System Display
Aircraft Cabin Pressurization CriteriaARP1270B (Historical)10/1/2015
This ARP covers the basic criteria for the design of cabin pressure control systems (CPCS) for general aviation, commercial and military pressurized aircraft.
AC-9 Aircraft Environmental Systems Committee
735B-2 Traffic Computer TCAS and ADS-B FunctionalityARINC735B-2 (Current)8/6/2015
This document defines a Traffic Surveillance capability for NextGen and SESAR airspace environments. Supplement 2 adds hybrid surveillance functionality. It satisfies recent updates to FAA Airworthiness Circular AC 20-151B - Airworthiness Approval of Traffic Alert and Collision Avoidance Systems (TCAS II), and Technical Standard Order TSO-119d requiring the annunciation of a hybrid surveillance failure. Supplement 2 also adds strobe program pinning, updates TCAS inputs status, improves aircraft troubleshooting, and supports recent central maintenance computer function block point updates.
Airlines Electronic Engineering Committee
ARINC Characteristic 759: Aircraft Interface Device (AID)ARINC759 (Current)7/15/2014
This document sets forth the characteristics of an Aircraft Interface Device (AID) intended for installation in commercial aircraft. The intent of the document is to provide general and specific design guidance for the development of an AID for use in retrofit applications associated with aircraft typically developed between the mid-1970s through the 1990s, that primarily utilize ARINC 700 series avionics, and that interface with the aircraft via ARINC 429 and ARINC 717 unidirectional buses and Hi/Lo discrete signals. This document describes the desired operational capability of the AID and the standards necessary to ensure interchangeability.
Airlines Electronic Engineering Committee
Guide to Temperature Monitoring in Aircraft Gas Turbine EnginesAIR1900A (Historical)5/1/2014
This SAE Aerospace Information Report (AIR) provides an overview of temperature measurement for engine monitoring systems in various areas of aircraft gas turbine engines while focusing on current usage and methods, systems, selection criteria, and types of hardware. This document emphasizes temperature monitoring for diagnostics and condition monitoring purposes.
E-32 Aerospace Propulsion Systems Health Management
Tom Flatley, Computer Engineer, Goddard Space Flight Center, Greenbelt, MDTBMG-191252/1/2014
Tom Flatley, computer engineer and current head of the Science Data Processing Branch at Goddard Space Flight Center, leads a group of engineers and programmers in their development of flight and ground-based science data processing systems and applications, including SpaceCube, CubeSats/SmallSats, modeling/simulation/visualization, and other technologies.
660B CNS/ATM Avionics Architectures Supporting NextGen/SESAR ConceptsARINC660B (Current)1/1/2014
This document identifies and describes the aircraft avionics capability necessary for operation in the evolving Communications Navigation Surveillance/Air Traffic Management (CNS/ATM) environment expected for the FAA NextGen program, Single European Sky ATM Research (SESAR) program and considerations of the Japan Collaborative Actions for Renovation of Air Traffic Systems (CARATS). These capabilities are intended to satisfy the industry's long-term CNS/ATM operational objectives.
Airlines Electronic Engineering Committee
438 Guidance For Acceptance of Flight Simulation Training DevicesARINC438 (Current)9/1/2013
This document provides guidance to the flight simulation industry for the acceptance of a Flight Simulation Training Device (FSTD). It may also be used during Request for Proposal (RFP) and contract discussions for an FSTD purchase to define the requirements for acceptance of the device. It is intended to be usable for all FSTD devices - types, repeat, prototype, updated, new, and used - and for different levels of qualification being sought.
Flight Simulator Engineering and Maintenance Committee
Guidelines for the Integration of Electronic Engine Control Systems for Transport Category (Part 25) and General Aviation (Part 23) AircraftAIR5924A (Historical)1/16/2013
This SAE Aerospace Information Report (AIR) provides methodologies and approaches that have been used to install and integrate full-authority-digital-engine-control (FADEC) systems on transport category aircraft. Although most of the information provided is based on turbofan engines installed on large commercial transports, many of the issues raised are equally applicable to corporate, general aviation, regional and commuter aircraft, and to military installations, particularly when commercial aircraft are employed by military users. The word “engine” is used to designate the aircraft propulsion system. The engine station designations used in this report are shown in Figure 1. Most of the material concerns an Electronic Engine Control (EEC) with its associated software, and its functional integration with the aircraft. However, the report also addresses the physical environment associated with the EEC and its associated wiring and sensors. Since most of today’s transport category engines use dual-channel full-authority digital engine control (FADEC) systems, this is the configuration which is addressed. A typical FADEC system configuration is shown in Figure 2.
E-36 Electronic Engine Controls Committee
Guidance for the Design and Installation of Fuel Quantity Indicating SystemsAIR5691 (Historical)1/4/2013
This document is applicable to commercial and military aircraft fuel quantity indication systems. It is intended to give guidance for system design and installation. It describes key areas to be considered in the design of a modern fuel system, and builds upon experiences gained in the industry in the last 10 years.
AE-5A Aerospace Fuel, Inerting and Lubrication Sys Committee
429P4 Digital Information Transfer System (DITS), Part 4, Archive of ARINC 429 SupplementsARINC429P4 (Current)10/29/2012
This document was prepared in conjunction with Supplement 18 to ARINC Specification 429, Part 1. It is an archive of all ARINC Specification 429 Supplements, currently published in parts. The technical content of each Supplement (unchanged in contents and in form) are reproduced for historical reference.
Airlines Electronic Engineering Committee
Data Word and Message FormatsAS15532 (Historical)11/15/2011
The emphasis in this standard is the development of data word and message formats for AS15531 or MIL-STD-1553 data bus applications. This standard is intended as a guide for the designer to identify standard data words and messages for use in avionics systems and subsystems. These standard words and messages, as well as the documentation format for interface control document (ICD) sheets, provide the basis for defining 15531/1553 systems. Also provided in this standard is the method for developing additional data word formats and messages that may be required by a particular system but are not covered by the formats provided herein. It is essential that any new word formats or message formats that are developed for a 15531/1553 application follow the fundamental guidelines established in this standard in order to ease future standardization of these words and messages. The standard word formats presented represent a composite result of studies conducted by the U.S. Army, Navy, and Air Force (see References 1, 2 and 3, respectively).
AS-1A Avionic Networks Committee
Fault Isolation in Environmental Control Systems of Commercial TransportsAIR1266A (Historical)6/20/2011
This SAE Aerospace Information Report (AIR) outlines concepts for the design and use of fault isolation equipment that have general application. The specific focus is on fault isolation of environmental control systems (ECS) in commercial transports. Presented are general fault isolation purposes, design principles, and demonstration of compliance criteria. These are followed by three design examples to aid in understanding the design principles. Future trends in built-in-test-equipment (BITE) design are discussed, some of which represent concepts already being implemented on new equipment.
AC-9 Aircraft Environmental Systems Committee
768-2 Integrated Surveillance System (ISS)ARINC768-2 (Current)6/1/2011
This document defines an Integrated Surveillance System (ISS) capable of providing traffic, terrain and weather information to the flight deck crew. Supplement 2 provides enhancements in the traffic surveillance area to support ADS-B Out and ADS-B In functionality, ADS-Re-broadcast capability, and Traffic Information Services  Broadcast (TIS-B).
Airlines Electronic Engineering Committee
664P8-1 Aircraft Data Network, Part 8, Interoperation with Non-IP Protocols and ServicesARINC664P8-1 (Current)11/1/2010
This Specification was written to support future aeronautical applications and services beyond those using Transmission Control Protocol/Internet Protocol (TCP/IP). The initial focus is to support air/ground applications using the Aeronautical Telecommunications Network (ATN). These include Controller-Pilot Data Link Communication (CPDLC), Flight Information System (FIS), and Context Management Application (CMA). Supplement 1 was written to allow interoperation with non-IP protocols and services and upper layer services with respect to the OSI reference model. Supplement 1 reflects ICAO Aeronautical Communication Panel recommendations.
Airlines Electronic Engineering Committee
743A-6 GNSS SensorARINC743A-6 (Current)6/22/2009
This document sets forth the characteristics of the integrated Global Positioning System (GPS)/Global Orbiting Navigation Satellite System (GLONASS) sensor unit (GNSSU) portion of a GNSS system intended for installation in commercial aircraft. The intent of this document is to provide general and specific design guidance for the development of GNSS sensors for airline use. It describes the desired operational capability of the GNSS system and the standards necessary to ensure interchangeability.
Airlines Electronic Engineering Committee
Estimation of Total Error in AltimetryAIR1608A (Historical)2/16/2008
AIR1608 ESTIMATION OF TOTAL ERROR IN ALTIMETRY proposes a method of estimating overall error of altimetry in order to provide a basis for safe vertical separation of aircraft.
A-4 Aircraft Instruments Committee
Air Data Computers, MPSAS417A (Current)2/16/2008
This Standard covers air data equipment (hereinafter designated the instrument) which when connected to sources of aircraft electrical power, static pressure, total pressure and outside air temperature (singly or in combination) provides some or all of the following computed air data output signals: Pressure Altitude* Total Temperature* Pressure Altitude (Reporting) Altitude Rate Baro-Corrected Pressure Altitude* Overspeed Warning Vertical Speed* Altitude Hold Computed Airspeed* Airspeed Hold Mach Number* Mach Hold Maximum Allowable Airspeed* qc (impact pressure) Static Air Temperature (*when used as an alternate for total temperature) True Airspeed Others
A-4 Aircraft Instruments Committee
Remote Servoed Air Data Instruments for Subsonic AircraftAS791 (Current)2/16/2008
This standard provides minimum performance criteria for air data instruments intended to provide cockpit indication of: a Indicated airspeed (Vi) b Computer airspeed (Vc) c True airspeed (Vt) d Equivalent airspeed (Ve) e Mach number (M) f Altitude (H) g Vertical speed (Hpr) h Maximum operating limit speed (Vmo) i True angle of attack (αt) j Free air temperature (Tfat) k Total temperature (Tt) These functions shall be derived from a central air data computer (AS 417) and through system wiring applied to the respective indicator.
A-4 Aircraft Instruments Committee
Flight Management System (FMS)ARP4102/9A (Historical)7/10/2007
This document recommends criteria and requirements for a Flight Management System (FMS) for transport aircraft. The FMS shall provide the functions of Lateral Navigation, Vertical Navigation, and Performance Management and may include Time of Arrival Control. The FMS design shall take Human Factors considerations into account to produce a fault tolerant system.
S-7 Flight Deck Handling Qualities Stds for Trans Aircraft
Pressure Altimeter SystemsAS8009B (Historical)9/21/2005
This SAE Aerospace Standard (AS) specifies minimum performance requirements for primary pressure altimeter systems other than air data computers. This document covers altimeter systems that measure and display altitude as a function of atmospheric pressure. The pressure transducer may be contained within the instrument display case or located remotely. Requirements for air data computers are specified in AS8002. Some requirements for nontransducing servoed altitude indicators are included in AS791. The instrument system specified herein does not include aircraft pressure lines. Unless otherwise specified, whenever the term “instrument” is used, it is to be understood to be the complete system of pressure transducer components, any auxiliary equipment, and display components. The test procedures specified herein apply specifically to analog type instruments. Digital instruments or automatic test instrumentation may require other test procedures. Such differing procedures shall be justified prior to use.
A-4ADWG Air Data Subcommittee
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