没有合适的资源?快使用搜索试试~ 我知道了~
首页ARINC 701-1-1983.pdf
ARINC429总线协议又称ARINC是美国航空电子工程委员会(Airlines Electronic Engineering Committee)于1977年7月提出的,并于同年节月发表并获得批准使用。它的全称是数字式 信息传输系统DITS。协议标准规定了航空电子设备及有关系统间的数字信息传输要求。ARINC429广泛应用在先进的民航客机中,如B-737、B757、B-767,俄制军用飞机也选用了类似的技术。我们与之对应的标准是HB6096-SZ-01。
资源详情
资源推荐
![](https://csdnimg.cn/release/download_crawler_static/11646317/bg1.jpg)
FLIGHT CONTROL
COMPUTER SYSTEM
ARINC CHARACTERISTIC 701-1
PUBLISHED: APRIL 1, 1983
AN DOCUMENT
Prepared by
AIRLINES ELECTRONIC ENGINEERING COMMITTEE
Published by
AERONAUTICAL RADIO, INC.
2551 RIVA ROAD, ANNAPOLIS, MARYLAND 21401
![](https://csdnimg.cn/release/download_crawler_static/11646317/bg2.jpg)
Copyright© 1992 by
AERONAUTICAL RADIO, INC.
2551 Riva Road
Annapolis, Maryland 21401
ARINC CHARACTERISTIC 701-1
FLIGHT CONTROL COMPUTER SYSTEM
Published: April 1, 1983
Prepared by the Airlines Electronic Engineering Committee
Characteristic 701 Adopted by the Airlines Electronic Engineering Committee: December 7, 1978
Characteristic 701 Adopted by Industry: March 1, 1979
Characteristic 701-1 Adopted by the Airlines Electronic Engineering Committee: December 10, 1981
![](https://csdnimg.cn/release/download_crawler_static/11646317/bg3.jpg)
FOREWORD
Activities of AERONAUTICAL RADIO, INC. (ARINC)
and the
Purpose of ARINC Characteristics
Aeronautical Radio, Inc. is a corporation in which the United States scheduled airlines are
the principal stockholders. Other stockholders include a variety of other air transport companies,
aircraft manufacturers and foreign flag airlines.
Activities of ARINC include the operation of an extensive system of domestic and
overseas aeronautical land radio stations, the fulfillment of systems requirements to accomplish
ground and airborne compatibility, the allocation and assignment of frequencies to meet those
needs, the coordination incident to standard airborne compatibility, the allocation and assignment
of frequencies to meet those needs, the coordination incident to standard airborne communications
and electronics systems and the exchange of technical information. ARINC sponsors the Airlines
Electronic Engineering Committee (AEEC), composed of airline technical personnel. The AEEC
formulates standards for electronic equipment and systems for the airlines. The establishment
of Equipment Characteristics is a principal function of this Committee.
An ARINC Equipment Characteristic is finalized after investigation and coordination with
the airlines who have a requirement or anticipate a requirement, with other aircraft operators,
with the Military services having similar requirements, and with the equipment manufacturers.
It is released as an ARINC Equipment Characteristic only when the interested airline companies
are in general agreement. Such a release does not commit any airline or ARINC to purchase
equipment so described nor does it establish or indicate recognition of the existence of an
operational requirement for such equipment, not does it constitute endorsement of any
manufacturer’s product designed or built to meet the Characteristic/ An ARINC Characteristic
has a twofold purpose, which is:
(1) To indicate to the prospective manufacturers of airline electronic equipment the
considered opinion of the airline technical people, coordinated on an industry
basis, concerning requisites of new equipment, and
(2) To channel new equipment designs in a direction which can result in the
maximum possible standardization of those physical and electrical characteristics
which influence interchangeability of equipment without seriously hampering
engineering initiative.
ii
![](https://csdnimg.cn/release/download_crawler_static/11646317/bg4.jpg)
ARINC CHARACTERISTIC 701 - Page 1
1.0 INTRODUCTION AND DESCRIPTION
1.1 Purpose of this Document
This document sets forth the characteristics of a Flight
Control Computer System (FCCS) portion of the larger
Automatic Flight System (AFS) specifically designed to
provide autoland capability for commercial transport
aircraft.
The intent of this document is to provide general and
specific design guidance for the development and
installation of an FCCS primarily for airline use. This
document will make reference to and state need for
assumptions or prerequisites for the Flight Augmentation
Computer System (FACS), the Flight Management
Computer System (FMCS), and the Thrust Control
Computer System (TCCS), but those elements of the total
Automatic Flight System (AFS) will be defined in separate
ARINC characteristics. As such, this guidance will
include the desired operational capability of the system
and the standards necessary to ensure limited
interchangeability.
Equipment manufacturers should note that this document
encourages them to produce maintenance-free, high
performance equipment rather than that of minimal weight
and dimensions. They are at liberty to accomplish this
objective by means of design techniques they consider to
be the most appropriate, as their airline customers are
interested primarily in the end result rather than the means
employed to achieve it.
1.2 General System Description
The Flight Control Computer System (FCCS) described in
this document is necessarily a subset of the more
extensive overall automatic and manual control system of
the aircraft and, therefore, must have reasonable and well-
defined subsystem boundaries. These boundaries for the
"Basic Autopilot" have an arbitrary aspect and have been
chosen with the objective of attaining the highest integrity
of operation for the overall flight control of the aircraft.
Because of vagaries of airframe design generally, and
honest differences of designers’ opinion in particular,
different configurations of FCCS may be required
although the functions and sensors for the various possible
configurations may be identical.
COMMENTARY
The airlines have indicated that the AFS for the
"next" airplane should automate or eliminate many of
the operating modes and manual mode selections to
reduce cockpit work load, thereby facilitating better
pilot management of the AFS and progress of the
flight. Furthermore, the basic autopilot or building
block of the digital AFS should include the autoland
functions. It is assumed that airframe manufacturers
will build and certify an ICAO Category 3 aircraft,
but the airlines will probably buy a Category 2
version. In addition, certain "outer loop" functions of
the FCCS have been determined by the airlines to be
more properly located in the FMC elements of the
AFS. Thus, the FCCS design is predicated on
installations having an FMC installed. However, it
should be noted that a small but vocal group of
airlines (and manufacturers) desire a more
conventional and self-contained FCCS. The
differences between these concerns will be made
evident elsewhere in this characteristic.
1.3 Elements of Automatic Flight System
The Auto Flight System (AFS) is made up of the
component systems shown in Attachment 1. The Flight
Augmentation Computer System (FACS) provides all the
functions needed to assure suitable aircraft handling
qualities for manual control, i.e., when the "autopilot" is
not engaged. Such functions are obviously unique to a
particular airframe type and may include (but are not
necessarily limited to) pitch trim, stability augmentation,
aileron gain programming and flap load limiting. Its
airframe type dedication makes the FACS less than
amenable to form, fit, and function standardization of the
ARINC type. Only the electrical interfaces for this
system are defined in Attachment 3.
All other AFS functions are distributed between the Flight
Control Computer System (FCCS), the Flight Management
Computer System (FMCS), and the Thrust Control
Computer System (TCCS). The basic FCCS provides the
"basic autopilot" functions and those functions involved in
or associated with landing the aircraft automatically. In
the basic system the remaining AFS functions are located
in the FMCS and TCCS. In this way a failure of a
nonautoland function will not prevent the dispatch of the
aircraft. Further, such failures can be corrected without
the need for autoland capability requalification. The
FCCS, the FMCS, and the TCCS are amenable to form,
fit, and function standardization. ARINC Equipment
Characteristic Nos. 701, 702, and 703 are devoted
respectively to them. The FCCS and TCCS may also be
defined in an expanded configuration which allows either
to be installed and operated independently of an FMCS
which this configuration does not include.
The AFS consists of possible configurations of line
replaceable units (LRUs) as outlined in Attachment 1.
This attachment shows in greater detail the relationships
among the LRUs of the AFS. Note that the glare shield
controller and the mode annunciator panel, if desired,
provide the pilot input/output interface for the whole AFS.
Note also that the FCCU interfaces with the pitch, roll and
yaw servos, even though these units are components of the
FACS. This is made possible by the AFS interface
standardization.
The FMCS consists of the several units described in
ARINC 702. It derives the sensor and other basic data it
needs to perform its functions independently (parallel) of
the FCCU. The FMCS also exchanges data with the
FCCU.
A more detailed description of the possible AFS
partitionings is provided in Attachment 1.
COMMENTARY
Despite widespread airline desire for a "universal" and
"interchangeable" autopilot, the variations in opinions
about modes, functions, and displays which are "basic
to autoflight, along with varying airframe and airline
positions about the amount of desirable
![](https://csdnimg.cn/release/download_crawler_static/11646317/bg5.jpg)
ARINC CHARACTERISTIC 701 - Page 2
1.0 INTRODUCTION AND DESCRIPTION (cont’d)
1.3 Elements of Automatic Flight System (cont’d)
redundancy, have forced the AFS Subcommittee to a more
configuration tolerant position. Accordingly, the
configurations presented in Attachment 1 have (hopefully)
been arranged to allow the airframes to meet all of their
customers’ needs while still retaining interface
standardization.
1.4 Unit Description
1.4.1 Flight Control Computer (FCCU)
The Flight Control Computer Unit should house all of the
components, electronic circuitry, etc., incident to the
functioning of the system, including the circuitry for
processing sensor inputs. In addition, this unit should
originate all of the outputs defined in Sections 3 and 4 of
this document. The computer should be designed such
that power switching transients do not cause essential
memory contents to be lost. Further details are contained
in Section 7.0.
1.4.2 Controller
The Controller should provide means for mode selection
and control functions to the FCCS. In addition, controls
are provided for the operator to select desired levels of
flight parameters, such as heading, course, altitude,
vertical speed, etc., for command of those functions of the
AFS system located in the FMC. Further details are
contained in Section 5.0.
1.4.3 Annunciator Unit
The Annunciator Unit should provide means for informing
the crew of the selected AFS modes and the operational
status of the system. Further details are contained in
Section 6.0.
1.4.4 CWS Force Sensor
The CWS Force Sensor should provide means for sensing
roll and pitch forces applied to the aircraft controls by the
pilot. The units (two - one for pilot, one for copilot) may
be mounted in the hub of the respective aircraft control
wheels. Each sensor should provide completely isolated
electrically redundant outputs for the pitch axis and for the
roll axis. No rudder pedal force sensors are required.
1.4.5 Wheel Disconnect Button
The Wheel Disconnect Button(s) is provided as a means
for disengaging the FCCS surface servos by the pilot
without removing hands from the control wheel.
1.4.6 Throttle Actuator Unit
The Throttle Actuator Unit is to be packaged separately
from the FCCS and is described in ARINC Characteristic
703 (TCCS).
1.4.7 Status/Maintenance Panel
The Status/Maintenance Panel provides a human interface
for the FCCS BITE. It consists of an alpha numeric
display and keyboard for initiation of automated tests, post
flight recall of inflight failures, and presentation of
instructions for maintenance actions.
1.5 Interchangeability
Limited system interchangeability is specified in this
characteristic for the FCCU, regardless of the
manufacturing source. The standards necessary to ensure
this interchangeability are set forth in Section 2 of this
characteristic. The definition of "system"
interchangeability is as stated in Section 2 of ARINC
Report 403 "Guidance for Designers of Airborne
Electronic Equipment." Because of the complex nature of
the FCCS and the number of multiple interfaces with
other subsystems, a further breakdown in categories of
interchangeability has been adopted for this specification.
The categories of "System Interchangeability" as they
stand now are:
a) COMPLETE - System interchangeability between
aircraft types. Systems available from more than one
supplier.
b) SEMI-COMPLETE - System interchangeability
between all triplex of an airframe or dual/dual of an
airframe model and its derivatives.
c) LIMITED - System interchangeability between
various models of an aircraft type, i.e., dash numbers.
d) PROVISIONAL - Specified form, fit, and interface
(easier to accomplish for FCC alone).
e) PARTIAL - Some unit interchangeability between
aircraft types and units available from more than one
supplier.
1.6 Regulatory Approval
The equipment should meet all applicable government
regulatory requirements. This characteristic does not and
cannot set forth the specific requirements that an
equipment must meet to be assured of government
regulatory agency approval. Such information must be
obtained from the government regulatory agency directly.
剩余90页未读,继续阅读
![pdf](https://img-home.csdnimg.cn/images/20210720083512.png)
![pdf](https://img-home.csdnimg.cn/images/20210720083512.png)
![](https://csdnimg.cn/download_wenku/file_type_ask_c1.png)
![](https://csdnimg.cn/download_wenku/file_type_ask_c1.png)
![](https://csdnimg.cn/download_wenku/file_type_ask_c1.png)
![](https://csdnimg.cn/download_wenku/file_type_ask_c1.png)
![](https://csdnimg.cn/download_wenku/file_type_ask_c1.png)
![](https://csdnimg.cn/download_wenku/file_type_ask_c1.png)
![](https://csdnimg.cn/download_wenku/file_type_ask_c1.png)
![](https://csdnimg.cn/download_wenku/file_type_ask_c1.png)
![](https://csdnimg.cn/download_wenku/file_type_ask_c1.png)
![](https://csdnimg.cn/download_wenku/file_type_ask_c1.png)
![](https://csdnimg.cn/download_wenku/file_type_ask_c1.png)
![](https://csdnimg.cn/download_wenku/file_type_ask_c1.png)
![](https://csdnimg.cn/download_wenku/file_type_ask_c1.png)
![](https://csdnimg.cn/download_wenku/file_type_ask_c1.png)
![](https://csdnimg.cn/download_wenku/file_type_ask_c1.png)
![](https://csdnimg.cn/download_wenku/file_type_ask_c1.png)
![](https://profile-avatar.csdnimg.cn/default.jpg!1)
摸鱼王者318
- 粉丝: 21
- 资源: 17
上传资源 快速赚钱
我的内容管理 展开
我的资源 快来上传第一个资源
我的收益
登录查看自己的收益我的积分 登录查看自己的积分
我的C币 登录后查看C币余额
我的收藏
我的下载
下载帮助
![](https://csdnimg.cn/release/wenkucmsfe/public/img/voice.245cc511.png)
最新资源
- AirKiss技术详解:无线传递信息与智能家居连接
- Hibernate主键生成策略详解
- 操作系统实验:位示图法管理磁盘空闲空间
- JSON详解:数据交换的主流格式
- Win7安装Ubuntu双系统详细指南
- FPGA内部结构与工作原理探索
- 信用评分模型解析:WOE、IV与ROC
- 使用LVS+Keepalived构建高可用负载均衡集群
- 微信小程序驱动餐饮与服装业创新转型:便捷管理与低成本优势
- 机器学习入门指南:从基础到进阶
- 解决Win7 IIS配置错误500.22与0x80070032
- SQL-DFS:优化HDFS小文件存储的解决方案
- Hadoop、Hbase、Spark环境部署与主机配置详解
- Kisso:加密会话Cookie实现的单点登录SSO
- OpenCV读取与拼接多幅图像教程
- QT实战:轻松生成与解析JSON数据
资源上传下载、课程学习等过程中有任何疑问或建议,欢迎提出宝贵意见哦~我们会及时处理!
点击此处反馈
![](https://img-home.csdnimg.cn/images/20220527035711.png)
![](https://img-home.csdnimg.cn/images/20220527035711.png)
![](https://img-home.csdnimg.cn/images/20220527035111.png)
安全验证
文档复制为VIP权益,开通VIP直接复制
![](https://csdnimg.cn/release/wenkucmsfe/public/img/green-success.6a4acb44.png)