1、CNS/ATM AVIONICS,FUNCTIONAL ALLOCATION ANDRECOMMENDED ARCHITECTURESARINC REPORT 660PUBLISHED: December 15, 1995AN 0 DOCUMENTPrepared byAIRLINES ELECTRONIC ENGINEERING COMMITTEEPublished byAERONAUTICAL RADIO, INC.2551 RIVA ROAD, ANNAPOLIS, MARYLAND 21401This document is based on material submitted by
2、 variousparticipants during the drafting process. Neither AEEC norARINC has made any determination whether these materialscould be subject to valid claims of patent, copyright or otherproprietary rights by third parties, and no representation orwarranty, express or implied, is made in this regard. A
3、ny use ofor reliance on this document shall constitute an acceptancethereof “as is“ and be subject to this disclaimer.Copyright 1995 byAERONAUTICAL RADIO, INC.2551 Riva RoadAnnapolis, Maryland 24101-7465ARINC REPORT 660 CNS/ATM AVIONICS,FUNCTIONAL ALLOCATION ANDRECOMMENDED ARCHITECTURESPublished: De
4、cember 15, 1995Prepared by the Airlines Electronic Engineering CommitteeReport 660 Adopted by the Airlines Electronic Engineering Committee: November 1, 1995Report 660 Adopted by the Industry: December 15, 1995FOREWORDActivities of AERONAUTICAL RADIO, INC. (ARINC)and thePurpose of ARINC Reports and
5、SpecificationsAeronautical Radio, Inc. is a corporation in which the United States scheduled airlines are theprincipal stockholders. Other stockholders include a variety of other air transport companies, aircraftmanufacturers and foreign flag airlines.Activities of ARINC include the operation of an
6、extensive system of domestic and overseasaeronautical land radio stations, the fulfillment of systems requirements to accomplish ground andairborne compatibility, the allocation and assignment of frequencies to meet those needs, thecoordination incident to standard airborne communications and electr
7、onics systems and the exchangeof technical information. ARINC sponsors the Airlines Electronic Engineering Committee (AEEC),composed of airline technical personnel. The AEEC formulates standards for electronic equipment andsystems for airlines. The establishment of Equipment Characteristics is a pri
8、ncipal function of thisCommittee.It is desirable to reference certain general ARINC Specifications or Reports which areapplicable to more than one type of equipment. These general Specifications or Reports may beconsidered as supplementary to the Equipment Characteristics in which they are reference
9、d. They areintended to set forth the desires of the airlines pertaining to components or equipment is concerned.An ARINC Report (Specification or Characteristic) has a twofold purpose which is:(1) To indicate to the prospective manufacturers of airline electronic equipment the consideredopinion of t
10、he airline technical people coordinated on an industry basis concerning requisitesof new equipment, and(2) To channel new equipment designed in a direction which can result in the maximum possiblestandardization of those physical and electrical characteristics which influenceinterchangeability of eq
11、uipment without seriously hampering engineering initiative.iiARINC REPORT 660TABLE OF CONTENTSITEM SUBJECT PAGE1.0 INTRODUCTION 11.1 Purpose of this Document 11.2 Airline Objectives 11.2.1 Fleet-Wide Application 11.2.2 Common Crew Interfaces 11.2.3 Flight Simulators 11.2.4 User Control of System Air
12、craft Certification 11.2.5 Flexibility 11.2.6 Hardware/Software Commonality 11.2.7 Growth 11.2.8 Supplier Competition 11.2.9 High Reliability 11.2.10 Maintainability 11.3 Background of this Document 11.4 Challenges to Industry 21.5 Desired Benefits 21.6 Related Documents 22.0 CNS/ATM FUNCTIONS 42.1
13、Communication 42.1.1 Strategic Data Link 42.1.2 Line-of-Sight Tactical Data Link 42.1.3 Data Link Communication Subnetworks 42.1.4 Communications Functions 42.1.5 Voice Communication 42.2 Navigation 42.2.1 GNSS Navigation 42.2.2 GNSS Precision Approach 42.2.3 GNSS Augmentation 42.2.4 Navigation Func
14、tion 52.3 Surveillance 52.3.1 Automatic Dependent Surveillance (ADS) 52.3.2 Surveillance Functions 52.4 Operational Standards 52.5 Functional Dependencies 53.0 RECOMMENDED ARCHITECTURES AND FUNCTIONAL ALLOCATION 63.1 Introduction 63.2 Functional Allocation 63.2.1 GLS/MMR (ARINC 755) 63.2.2 GNLU (ARI
15、NC 756) 63.2.2.1 GLS Functions 63.2.2.2 Navigation Functions 63.2.2.3 Other Landing Functions 63.2.2.4 ATC Communication Function (optional) 63.2.3 Communications Management Unit (CMU) (ARINC 758) 73.2.3.1 Existing ACARS MU Functions 73.2.3.2 ATC Communication Function (optional) 73.2.3.3 Tactical C
16、ommunication Provisions 73.2.3.4 Network Interfaces 73.2.3.5 Protocols/Router Functions 73.2.3.6 Crew Interfaces 73.2.3.7 FMC Interface Provisions 73.2.3.8 GUI Interface Provisions 73.2.4 FMS (Characteristic 702A) 73.2.4.1 Existing FMS Functions 73.2.4.2 ADS Data 73.2.4.3 GLU I nterface 73.2.4.4 CMU
17、 Interface 73.2.4.5 ATC Communication Function (optional) 73.2.4.6 RNP/ANP 73.2.4.7 RTA 73.2.4.8 Navigation Sensor Filtering 7iiiARINC REPORT 660TABLE OF CONTENTS (contd)ITEM SUBJECT PAGE3.2.4.9 Crew Interface 73.2.5 GNU - (ARINC 760) 7APPENDICESA Document Development Process 14B CNS Benefits Versus
18、 Application Matrix 15C Functional Dependency Matrix 16D Glossary 17E Alternative Architectures (Transitional) 19ivARINC REPORT 660 - Page 11.0 INTRODUCTION1.1 Purpose of this DocumentThe purpose of this document is to define a set of standard aircraft avionics architectures that support acost effec
19、tive evolution to the fully operationalCNS/ATM environment. These architectures areintended to meet near-term requirements (e.g., FANS-1, SCAT-1, etc.) and provide growth for supportingthe full CNS/ATM function set over the long-term.Airlines intend to support the near-term phasedimplementation of t
20、hese architectures. This documentrepresents broad airline consensus for developingavionics equipment providing CNS/ATM operatingcapabilities.1.2 Airline ObjectivesThis section describes the airlines top-level objectivesfor CNS/ATM avionics. Due to the far reachingimpact of each of these objectives,
21、it is imperative thateach one be fully considered when designing avionicsequipment for the CNS/ATM operating environment.1.2.1 Fleet-Wide ApplicationThe airlines must ultimately equip a wide range ofaircraft with CNS/ATM functionality. These aircraftinclude the non-FMS “Classic” aircraft, the limite
22、dgrowth FMS equipped aircraft and the more advancedFMS aircraft with greater growth potential. TheCNS/ATM architecture should provide commonretrofit components for all aircraft types.1.2.2 Common Crew InterfacesTo the extent possible, the CNS/ATM architectureshould provide a user-friendly interface
23、to the crew,including custom user formats. The objective is acommon crew interface and operational methodologyacross all fleet types.1.2.3 Flight SimulatorsFlight simulators are recognized as an important partof the aviation industry. Airlines depend uponsimulators for flight crew and maintenance tr
24、aining.CNS/ATM equipment should be designed for use inflight simulators. Airlines typically desire simulatorsto be available as early as possible to allow for crewtraining prior to introduction into revenue service. Theguidelines of ARINC Report 610A, Guidance for Useof Avionics Equipment and Softwa
25、re in Simulators,apply.1.2.4 User Control of Aircraft System CertificationThe airframe manufacturer has traditionally controlledthe certification of avionics equipment that containaircraft dependent functions. This approach hasreduced system flexibility and has increasedmodification lead times. For
26、CNS/ATM equipment,airlines desire greater involvement in systemdevelopment based on operational need.As the CNS/ATM infrastructure develops, airlineoperational desires will influence equipmentconfigurartion. Software configuration will beinfluenced by aircraft type and aircraft route structure.There
27、fore, it is desired that airlines, airframemanufacturers and avionics suppliers share theresponsibility for selected software changes. The desireis to return a measure of control to the airlines for thedevelopment and certification of software/hardwarechanges.1.2.5 FlexibilityThe CNS/ATM architectur
28、e must be modular in termsof hardware and software. Hardware partitioning, evento the extent of installing separate boxes providessegregation. Software partitioning concepts should beapplied within avionics equipment to segregateindividual applications. This approach will ensureflexible, low cost, s
29、tep-by-step implementation, andtimely modifications in the future. It should berecognized that some airlines may elect to implementonly a portion of the CNS/ATM function set on certainaircraft.1.2.6 Hardware/Software CommonalityThe CNS/ATM avionics should allow commonsoftware and hardware to be used
30、 across all airplaneswithin an airline fleet. Software code should bemodular and reusable.1.2.7 GrowthThe CNS/ATM equipment must provide built-ingrowth capacity to accommodate and support the fullCNS/ATM function set. The need for hardwaremodification should be minimal. The CNS/ATMarchitecture must
31、support a growth path that is costjustified at each step.1.2.8 Supplier CompetitionIt is the desire of the airlines to ensure suppliercompetition by defining AEEC standards for manyindividual components of the CNS/ATM architecture.1.2.9 High ReliabilityThe CNS/ATM architecture must provide optimaldi
32、spatch reliability and availability to reduce life cyclecost to the airlines. Dual configuration should be considered.1.2.10 MaintainabilityThe CNS/ATM architecture must support design andintegration standards that facilitate simplified line andshop maintainability. These standards must provide thes
33、ame high level of system maintainability for bothanalog and digital aircraft.1.3 Background of this DocumentThe origin of this document is traceable to a number ofindustry activities taking place in the late 1980sARINC REPORT 660 - Page 21.0 INTRODUCTION (contd)1.3 Background of this document (contd
34、)through 1995. The ICAO Future Air NavigationSystem (FANS) Committee meetings produced reportsdefining the aeronautical infrastructure for CNS/ATM.Following the FANS activities, the ATA FMS TaskForce and IATA FMS Task Force produced airlineplans for using the FANS infrastructure to gainsignificant e
35、conomic operating benefits. From theseinputs, the AEEC Systems Architecture and Interfaces(SAI) Subcommittee set out to define the avionicsarchitectures that would apply to new and retrofitairplanes. A key input to the SAI Subcommittee wasprepared by a team of airline representatives called theCNS/A
36、TM Transition Team (CATT).The CATT was formed to define a “user-driven”avionics solution for CNS/ATM avionicsimplementation onboard commercial aircraft. Themost significant factor that led to the creation of thisteam was the need to develop cost effectiveCNS/ATM architectures, considering total life
37、 cyclecosts. The architectures conceived by the CATT willprovide the airlines with the flexibility necessary tomeet a wide range of operational requirements andfleet commonality. Significant growth capacity is alsodesired to accommodate or support the full CNS/ATMfunction set.The underlying theme, c
38、ommon to all airlines, is theneed to reduce avionics equipage and associated lifecycle costs. The recommended architectures, describedin this document, reflect the modularity and flexibilitydesired of new avionics. A key element of thisapproach is to significantly reduce softwaremodification cost an
39、d software development time.This goal is valid since future operational benefits willbe determined, in part, by the airlines ability to expandonboard avionics functionality. This documentchallenges the industry to make fundamental changesconsistent with the airlines business environment. Inthis resp
40、ect, the avionics development and certificationprocess must change to meet todays demands.1.4 Challenges to IndustryThe challenges to the industry set forth by thisdocument are:a. To reduce FMS development cost. Airlinesdesire a high-degree of cooperation betweenthe airlines and airframe manufacture
41、rs in thespecification of a new or highly modifiedFMS. Significant cost reductions will onlyoccur if a large degree of softwarecommonality is achieved across multiple fleettypes.b. To allow for supplier competition. A highlyintegrated architecture requires expediteddevelopment of detailed AEEC speci
42、ficationsfor the individual components.c. To provide the airlines with greater controlover the development and certification of selected avionics software, both initially, andduring the process of upgrading to softwarewith new capabilities.d. To enable airlines to accept greater roles inavionics spe
43、cification, integration andcertification. This approach requiressuccessful partnerships between theregulatory authorities, individual airlines,airframe manufacturers and avionicssuppliers.e. To provide access to certifications, at areasonable cost, to airlines that were notinvolved in the initial ce
44、rtification process.Costs should be reduced as a result of theseaforementioned partnerships.f. To provide access to benefits for a wide rangeof aircraft types. The regulatory approvalprocesses and the ATM system mustacknowledge and account for the varyinglevels of integration between the airborneCNS
45、 elements and existing aircraftequipment (e.g., the CPDLC function may bemore tightly integrated with a FMS andautopilot in a B777 than in a B727).These challenges require an unprecedented degree ofcooperation within the industry. The benefits that theairlines expect are reduced avionics acquisition
46、 costs,reduced life cycle costs, early attainment of operationalbenefits, flexible software revisions, fleet commonalityand additional avionics system growth capacity.1.5 Desired BenefitsThere are a number of benefits primarily related tooperational improvements of the airspace system orindividual a
47、irline operation. The airborne functionsand applications required to provide the desiredbenefits were then determined. The results of thisstudy is included as Appendix B - CNS Benefitsversus Application Matrix.1.6 Related DocumentsARINC Report 610A - Guidance for Use of AvionicsEquipment and Softwar
48、e in SimulatorsARINC Specification 618 - Air-Ground Character-Oriented Protocol SpecificationARINC Specification 622 - ATS Data LinkApplications Over ACARS Air-Ground NetworkARINC Specification 623 - Character-Oriented AirTraffic Service (ATS) ApplicationsARINC Report 651 - Design Guidance for Integ
49、ratedModular AvionicsARINC Report 652 - Guidance for Avionics SoftwareManagementARINC REPORT 660 - Page 31.0 INTRODUCTION (contd)ARINC Specification 656 - Avionics InterfaceDefinition for Flight Management andCommunication Management Functions - (Proposed)ARINC Characteristic 702A - Advanced FlightManagement Computer System (AFMC) - (Proposed)ARINC Characteristic 724B - Aircraft CommunicationAddressing and Reporting System (ACARS)ARINC Characteristic 743A- GNSS SensorARINC Characteristic 745 - Automatic DependentSurveillanceARINC Characteristic 755 - Multi-Mode LandingSystem - (Pr
