ARINC 561-11: 1975年航空运输惯性导航系统规范
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"ARINC 561-11 是一本关于航空运输惯性导航系统的技术规范书，首次发布于1975年1月17日。此规范由美国航空电子工程委员会(Airlines Electronic Engineering Committee, ARINC)制定，详细规定了空中航行惯性导航系统(INS)的技术要求和标准。ARINC 561-11是该系列规范的第11次修订版，之前的版本包括561-2、561-6、561-7、561-8和561-9等，分别在不同年份发布，反映出该领域技术的持续发展和更新。此规范对航空公司和相关制造商设计、制造和集成惯性导航系统具有指导意义。"
ARINC 561-11 规范是航空行业中惯性导航系统的重要参考，它详细定义了系统接口、数据传输、误差控制和系统性能等方面的标准。惯性导航系统是基于物理学原理，通过测量飞行器的加速度来计算位置、速度和方向的自主导航系统，不依赖外部信号，因此在航空领域有着广泛的应用。
在ARINC 561-11中，可能会涵盖以下关键知识点：
1. **系统架构**：描述了惯性导航系统的硬件组件，包括惯性测量单元(IMU)、数据处理单元(DPU)以及它们与其他航空电子设备的接口。
2. **数据格式与传输**：规定了系统内部和系统间数据通信的协议，可能涉及到ARINC 429总线协议，这是一种广泛应用于航空电子设备的串行数据传输标准。
3. **精度与误差修正**：详细说明了如何确保和校准惯性导航系统的精度，包括误差模型、补偿算法和定期校准程序。
4. **环境适应性**：规定了系统必须能在各种飞行条件和环境条件下稳定工作，包括高温、高海拔、振动和电磁干扰等。
5. **冗余与可靠性**：为了确保飞行安全，规范可能包含关于系统冗余设计和故障检测恢复机制的要求。
6. **人机交互界面**：描述了飞行员和维护人员如何与惯性导航系统交互，包括显示信息的格式和操作控制。
7. **测试与认证**：规定了系统测试的程序和标准，以满足适航认证的要求。
8. **维护与升级**：提供了关于系统维护、故障诊断和软件更新的指南。
ARINC 561-11 的应用不仅限于民航客机，也可能涉及军用飞机，如提及的俄制军用飞机也可能采用了类似的技术标准。了解并遵循这些规范对于开发符合行业标准、安全可靠的惯性导航系统至关重要。
--
ARINC
5bL-31 75 0307637 0003933
5
W
-
.6
-
COW-TÀRY
2.0
Rnuhasis on Interchangeability
Manufacturers must indeed be wondering why
ye
have.to emphasize the subject
of interchangeability on every alternate page
in
this Equipment Characteristic.
The reason
is
this equipment may be produced
by
manufacturers
(or
their sub-
divisions) who have not worked
too
closely with
ARINC
in
the past and
are
not
fully aware
of
the interchangeability requirements which the airline industry
has established on radio
Eiystems,
2.1
Airline Customers Still Feel
Very
Strongly about
Dog
Houses
and Cabooses!
It
must
be emphasized that the airline customers do
I&
like
"dog housest1
even on the
front
of
equipment (See Section
3.3
of
ARINC
Specification
No,
404)
and
for
this particular equipment the iadustry
will
not even grudgingly accept
front dog house
or
a
rear
protrusion
(known
as
a
llcaboosell)
even
if
they con-
form
to
all
the
limits
of
ARINC
404.
Provision of a Retractable
Reap
Handle
is
Suggested
The airlines have noted the weight of the Navigation Untt'is anticipated
to
be
higher than normally considered acceptable.
It
is
suggested that the equipment
designer may be able to offset,
to.
some
limited
extent,
the airline objections
to
such excess weight by providing
some
type of handle on the
rear
of
the navi-
gation
unit
to
assist in handling, particularly uhile inserting the unit in the
radio rack,
must
not result in
any
kind of a llCaboosell
or
protrusion from the rear surface
of
the navigation unit.
suitably meet their needs provided
it
Is
spring loaded
to
provide automatic
retraction when installed and provided the handle provides an adequate grip and
sufficient strength
to
adequately support the unit.
If
such a handle
is
provided
it
must
normally not extend beyond
the form factor envelop
set
forth in this section, In particular, the handle
..
The airlines have indicated a folding handle may
NOTE:
Some airlines have been known to insist upon
free
replacement
of
black boxes damaged
as
a direct
result
OF
flimsy
handles which
do-not adequately support the unit1
Four Point Mounting was Considered and Rejected
I
The airlines and manufacturers considered the possible
use
of
a
four-point pre-
cision mounting arrangement in place
of
the method
set
forth
in
this document.
Thwe was, however, only relatively
minor
support
for
the four-point mounting
since
it
uould present significantly
more
difficult tolerance control problem,
--
.r
-.
-
..
A
NEW
LAW!
In the process
of
discussing the platform mounting subject an Old
Lav
was rediscovered by Clint Burdick
of
Sperry and hereby
newly
recorded
for
Pos
ter
i
ty
:
CLINT'S
LAW:
llItll
never be happy unless you do
it
my
wayllt
(or,
put
it
on' the flow
like
any
other self-respecting
I
.I
gYroI)*
1.
-
~
._
-
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