1、 ARINC 561-Ll 75 0307617 OOOL91A 9 j -_ - ,- I AIR TR A.N S P O R T INERTIAL NAVIGA,TION SYSTEM - INS i ARINC CHARACTERISTIC PLBLISHED: JANARY 17, 1975 AERONAUTICAL RADIO, IN. - . i . . -. -. : _ ARINC 561-11 75 = O307617 00019L9 O m, AERONAUTICAL- KAOLO, INC. 2551 Riva Road Annapolis, Maryland 2140
2、1 ARINC Characteri s ti c No. 561 -1 1 AIR TRANSPORT INERTIAL NAVIGATION SYSTEM (INS) ARINC CHARACTERISTIC 561-11 was first published Jan. 17, 1975 Prepared by Airlines Electronic Engineering Committee Characteri sti c 561 Approved by the Ai rl i nes El ectroni c Engi neeri ng Committee: December 2,
3、 1966 Characteristic 561 Approved by the Air Lines Communications Administrative Council for Member Airlines on February 28, 1967 Characteri s ti c 561 First published June 1, 1967 Characteristic 561-2 Published: February 1, 1968 Characteristic 561-6 Published: JuTy 15, 1970 Characteristic 561-7 Pub
4、lished: August 31, 1971 Characteristic 561-8 Published: June 30, 1972 Characteristic 561-9 Published: February 1, 1973 Characteristic 561-11 Published: January 17, 1975 ARINC 5b3-11 75 O307637 0003920 7 ADDED: July 1, 1969 I IMPROVED ORGANIZATION OF (Including Supplements) ARINC CHARACTERISTIC 56i-c
5、r Traditionally ARINC Equipment Characteristics and Reports are updated by “Supplements“ which simply describe the nature of the changes. Gen- erally such Supplements do not provide revised text material to replace the obsolete sections. Equipment Characteristic, the routine practice has been to arr
6、ange all of the applicable Supplements in the front of the document without further editorial work. The front location indicates the material in the Supple- ments, which are printed on buff-colored paper, takes precedence over the “White Pages“. In ARINC ,561- (y the changes and new material introdu
7、ced by the Supplements have been incorporated directly into the applicable specification section, commentary and attachments which are reproduced on “White Pages“, lieve the reader will find this new procedure an advantage, in that he wil; have a single bound document fully updated with complete spe
8、cification material, commentary an attachments, all reproduced as new “White Pages“, to reflect current status as of the latest issue date or printing date. When it has become necessary to reprint an ARINC We be- The revisions to the “White Pages“ are identified by a two-part “Change Flag“. change h
9、as been made. The second part uses a “dash number“ which corres- ponds to the number of the Supplement in which the change is described. In addition,a vertical line is used to indicate the extent of the updated text material. The first part consists of the “L$TION DESIGNERS: The ablines do not, repe
10、at DO NOT, want the bttcr!rymyttinstalled in the radio rack1 mounting standards have been established for the purpose of ensuring mechanical interchangeability (in addition to the electrical interchangeability set forth in Section 2.4.3) and to facilitate flight line maintenance, These 8- 2.2 Inmt a
11、nd Outmt Sianal Characteristics A complete tabulation of the analog input and ou3put signal characteristics re- quired to enaure the desired level of interchangeability is set forth in Section 4, lStandard Function Parameter Characteristics“. Section 5,O contains a similar tabuiation of digital sign
12、al standards, /. !/ i - -._I - - - - -_ . .REPLACEMENT PAGE ARINC 563-LL 75 O307637 0003937 2 - 7“ CJlARACTERISTIC 561-7 2.3 Why Standardize InteruIrin$ 2.4.2 fitei-na astfuheatatidfi Ttzifrner; . An internal instrumentation power transformer has been added as an option in the ARINC 571 ISS Spec. th
13、e INS manufacturers should not be surprised to see similar requests from some airline customers for this equipment. Although not a requirement of this document, - 10 - . . . . . . . COMMENTARY REVISED: Abgust 30, 1971 1. The standardized interwiring is perhaps the heart of all ARINC Spec:,. It is i
14、this feature which allows the airline customer to complete his negota.tions,:wS;th the airframe manufactwers so that the latter can proceed uith engineering and initial fabrication stages prior to airline commitment on a specific source of equipment. months in which to complete the final llpolishll
15、on his development program* This provides the equipment manufacturers with many very valuable i .I -3 - - -. The readers attention is directed to Section 5.0 of ARINC Report No. 44, “General Guidance for Equipment and Installation Designerst1 for further details on interwiring, the airframe wiring i
16、nstallations and is sometimes referred to as “Standard Garbage“, n3r that it is material relegated to the garbage dump1 been working with A3EEC for a long time will find it to be the same as in pre- vious Characteristics, But manufacturers who are new to AEEC activities had better read it carefully
17、because, despite its designation as I1garbage1l, your reading it ends up in your customers airplane or on The reader is also cautioned to take due note of the specific notes found in Attachment 1 applying to the standard interwiring, This material defines all of the basic standards utilized in The t
18、erm “Standard Garbage“ doesnlt Imply an odiferous characteristic, Manufacturers who have following it may make the differehce of whether your INS design garbage dump! Attention to Basic Power Characteristics and Requirements is Vital The industry has encountered sufficient grief with a lack of under
19、standing and/or attention to the basic aircraft power supply characteristics and limi- tations to warrant the preparation of the ARINC llPower and Transient Specltl. The equipment and installation designers are urged most emphatically to follow %he guidance set forth in this document, very basic, bu
20、t it has all been overlooked by one designer or another to the mutual grief of all concerned, Admittedly, much of the material is 2.4.1 Variations in Equipment Power Feeds :i . _ .-. D. At least one manufacturer is reported to have found it necessary to depart from the power feed configuration se? f
21、orth in this section. this case the equipment designer chose to split the heater loads and connect some to the primary power input. Unfortunately, the current needed for the primary power input function plus these “full-time“ heaters exceeded the 5 amperes circuit rating, tive was to move the primar
22、y power.input plus “full-time“ heaters to the input normally used for “HEATERS ONLY“ and to put the regular heater load on the input provided for primary power input, i.e., the power In - . Thus, the only alterna- I :feeds were just reversed from those set forth in this section. - , ,. . - *. I - ir
23、) r- il il I il 9 ir) V H IT a .- - 11 - 0307617 0001738 4 2.0 STANDARDS REQUIRED To EFFECT INTERCHANGEABILITY - REVISED: June 23, 1968 _- 2.3 Standard Interwiring . The interwiring nhich should be used in the “Standard Installation“ is set forth in Attachment 2 and the special interwiring notes are
24、 listed in Attachment 1, _- _. -. -. 2.1, Power Circuitrg The aircraft pouer supply characteristics, utilization equipment design limitations, and general guidance material are set forth in AmNC Report No. 413, llGuidance for Aircraft Electrical Power Utilizations and Trans ien t Pro te c t io n11 .
25、 2.4.1 *AC Power inpit _- . -_r - - . . -* - _- . i. -_ - -_ - -,+ _. - NOTE: t least one manufacturer has designed equipment which does not conform to the tahy .- _- circuit breaker provided:as shown in Attachment 2-1. _- - t I I .-. . - - NOTE: The equipment designers should note the possible- fut
26、ure need to accommodate even greater AC power frequency ranges associated with some new AC generator systems. I. ? , -2 -3 . 26 Volt AC Synchro he system responsi- bility and provide the battery charging circuitry in order to minimize the electrical interface problems. In fact, the INS designers uou
27、id pro- bably prefer to incorporate the battery directly uithin the INS equipment, but the airlines have found this approach comDletely unacceDtabiei The - 2.4.1, In such - - .- - . -_ _ - _* - .-_ - - - 2.4.5 Amlication of AirDiane “Computer DC BusL There will likely be very limited utilization of
28、the computer bus “option“ initially, however the airlines have indicated that it is the correct technical solution when and if on-board computer applications develop as anticipated. There mustfof course,be redundant power sources to provide the necessary isolation between redundant INS (or any other
29、 kind of duplicated or triplicated computer) installations. Complete interchangeability must be retained whether the INS is used with a computer bus installation or with its own anixilary battery. In the former case, the airframe manufacturer would have the responsibility for the battery charging sg
30、stem(s). INS installations, it is conceivable that there might be a Captains com- puter bus and a final officers computer bus,/and the third INS would utilize its own standby battery and battery charging system. Someday, requireuents for an aircraft computer bus may be described in ARINC Report No.
31、413, but dont count on it being very soon. 2.4.5.2 A Last Minute Addition However, on an airplane with three I The orovisions set forth in this Section were added, subse- quent to Industry approval of the INS Spec, to meet the needs expressed by some people for a “DC powered“ system. the nature ,of
32、the “Pull-Time Computer Bus“ nor the charac- teristics (quality) of the power to be provided by such a bus have been established, Further work to establish such standards may (or may not!) be undertaken in the future. In the mean time, the equipment and installation designers should recognize that n
33、umerous pit-falls are likely to be encountered due to the lack of Spec details herein. Neither - _ d._. - 2.4.6 The 50-Volt Limit Should Apply to All Gircuits Historically the airlines have made every reasonable attempt to restrict the use of high voltages, those in excess of 50 volts, in all contro
34、l panel circuitry. Although there is every likelihood that the NS display panel Hill be of the techniques should make it possible for the manufacturers to limit all voltages as set forth for the primary input power control. 0- - - _ THIS PAGE WAS INADVERTENTLY NMpEReD 13 - - . j A- -2 1 i(- type, th
35、e use of solid state -.- _. N SUPPLEMENT 7 (SEE MEC LETTER 71-l65/INS-89) ARINC 561-11 75 0307617 OOOL740 2 mi - - 7 I - 2.4.3 hy Refereace a SpecificBattery? Previously reference had been made in this document to a desirability for an electrical equivalency to the Sonotone Unit, PIN CA-51N. only re
36、ason that this part number was referenced was that it was an to be important especially for the design of the charging circuit des- cribed in Section 2.4.4 and in no way is intended to restrict the avail- able capability of the battery. If some supplier can provide a battery with double, triple, or
37、more times the life of this particular referenced unit, then the airlines would prefer the longer life unit provided that other factors such as cost, weight, etc. are not adversely affected. The effort to electrically define the desired interface. This was thought REPLACEMENT PAGE CHARACTERISTIC 561
38、-7 - 13 c REVISED: August 30, 1971 ,- . -2 L _- The provisions set forth in this Section were added, subse- quent to Industry approval of the INS Spec, to meet the needs expressed by some people for a “DC powered“ system. the nature of the “Full-Time Computer Bus“ nor the charac- teristics (quality)
39、 of the power to be provided by such a bus have been established. Further work to establish such standards may (or may not!) be undertaken in the future. In the mean time, the equipment and installation designers should recognize that numerous pit-falls are likely to be encountered due to the lack o
40、f Spec details herein. Neither 2.4.6 “he 50-Volt Limit Should ADDV to All Circuits Historically the airlines have made every reasonable attemptto restrict the we of high voltages, those in excess of 50 volts, in all control panel circuitry. display panel uill be of the ftactivel type, the use of sol
41、id state techniques should make it possible fo-r the manufacturers to limit all Although there is every likelihood that the INS voltages as set forth for the prjmary input-power control. i,. * . . _- .- -u- ,_ 4 LC COMMENTAY Manufacturers of equipment for airline use are quite familiar with the usua
42、l wight reducing techniques whereby high strength and vibration resistance can be provided in airborne equipments without the necessity for heavy castings and structures. It is normally the practice for an ARINC Characteristic to -Y- For the information of the installation designer in selecting prop
43、er shock mounts in those circumstances where shock mounts are required and so that common shock mounts can be used interchangeably with all manufacturers1 units, this Characteristic sets forth the probable range of minhum to maxbnm weight which can be expected for each unit, to be misconstrued as a
44、specification on the acceptable uight limits for the equipment. facturers are asked to keep AFUNC informed regarding any new equipment intended to conform with this Characteristic and uhere the equipment units do not meet the ranges set forth belou. Such information can then be disseminated to: the
45、airlines and airframe manufacturers. This is, however, Manu- NORMBL WEIGHT RANGES EauiDment Units Weight (Lbsi 1 Navigation Unit 30 - 55 15 n4rrri TTn;+ rrm 1) 3n _“Y Y-7. It is most likely that this would occur during alignment (“Moss Number“ - named after _L . - Bill Moss of Pan . ._ Am). - - _ Th
46、e old lessons (re-learned all too frequently!) strongly support the need for a normal continuous ambient operating temperature approximating the 3OoC value set forth in this section, It should be remembered that the rule of thumb on elec- trical component failures indicates a four fold increase in f
47、ailure rates when the normal operating component temperature is increased 30 to 50 C, It is particularly important that the installation designer devote adequate attention to temperatures in the control panel mounting areas. past practically all control panels contained nothing more active (or a gre
48、ater het generator) than the light bulbs. miniaturization, a growing amount of components have-been added within the control panels and the INS panels undoubtedly represent a new high in such complexity, Thus, the installation designer must provide some means of removing the heat -generated by these
49、 panels. Forced cooling shouid.,be provided if necessary the control panel. Likewise, the electro-magnetic interference control problems to- be anticipated in the implementation of INS equipment should not be minimized by either equipment or installation designers. This new equipment will undoubtedly push a portion of its endless supply of itty bitty bita other less obvious circuits. rather hostile environment created by other pulse generating equipment on the aircraft such as relays
