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By Andrew D. Parker August 1, Send Feedback. The ARINC commercial aviation standard for testing line replaceable units is being revised to accommodate the expanding role of electronics in new aircraft design. The resulting approach will be more inclusive and generic.

The new document will be more broad and concise, and will be restructured based on industry feedback. The pace of technological evolution constantly accelerates. Electronics systems are already pervasive in modern aircraft. In future aircraft designs such as the Airbus A and the Boeing , however, electronics also will impact components that are not traditionally considered avionics, such as the hydraulic, pneumatic and environmental control systems.

In the "more electric" aircraft, for example, the hydraulic system will be connected to an actuator that is controlled by an electronic module, using fly-by-wire technology, instead of a mechanical link.

ARINC seeks to define test specifications for next-generation aircraft programs, such as the A and B, but also will continue to apply to current and legacy aircraft. It covers the technical support and data packages TSDPs that avionics original equipment manufacturers OEMs should supply to third-party test program set TPS providers as the prerequisite for high-quality test solutions. ARINC groups take a fresh look at standards about every five years, and in the working group published an update known as For , the working group is seeking to make the document more generic and easier to work with, relating to all types of test programs.

The implementation-specific data will be moved into appendices or attachments at the end of the document. Expanding the scope beyond ATE will allow the working group to provide a "dependable, complete test information tool" for operators who want to develop their own test solutions or rehost a test on a different piece of test equipment from that used by the OEM.

This is typically referenced in the component maintenance manual CMM , as well, Mueller says. The emergence of more electronics on aircraft and the airlines' interest in having more control of their assets will probably increase the number of ARINC applications.

Those growth areas could even include motors or generators, he adds. Because it was published after , ARINC contains parts that overlap with some of the material in For instance, includes references to a number of procedures and guidelines to determine equivalency between an independent test provider and OEM test specifications defined in the CMM. According to Mueller, ARINC contains a much more detailed and clearer version of similar overlapping material in Because of that duplication, the committee is adding a reference to in Another problem with previous versions of ARINC was that manufacturers would send incomplete information to the operator or third-party TPS provider.

In , the working group will define the TSDPs to include test specifications and any additional information needed to implement a test. The methodologies used to evaluate avionics test equipment are changing rapidly with the advancement of technology, as well. In some cases these days, once a standard is adopted, it has already been surpassed by technological evolutions.

The revision sought to close the gap between ATLAS-provided data and the actual specifications needed by test engineers. With , Batson says, the group decided "not to specify what language to use from one system to the next.

The working group also is looking at ways to minimize costs for the TPS provider. If the AMC group defines methods that make it easy for the TPS provider to understand the OEM-supplied document, he continues, "then that reduces the cost of the equivalency verification, because it becomes more obvious how the implementations are equivalent. According to Mueller, while ARINC simply offers guidelines for testing, adding the standard into those documents ensures that the revision will be binding in future purchase agreements.

With more aircraft systems shifting to electronic controls, software implementation issues are coming to the fore. There's almost no electronic box these days where you don't have to load software to make it run," says Axel Mueller, chairman of the Avionics Maintenance Conference AMC working group, which is drafting a more inclusive and generic test standard known as ARINC He adds that applications using "onboard loading," where the actual box remains in the aircraft for software loading and updates, are increasing.

Some avionics units can be updated via onboard loading, but in cases where an avionics unit is removed from the aircraft, shop technicians must be able to reload the software into the unit.

Because of the increased use of software, the AMC group is seeking to add "requirements related to software loading in the shop," Mueller says. Another issue the working group plans to discuss is configuration management, involving software loaded into avionics units. Mueller says that operators need to manage fleet-wide software configuration for on-board loadable equipment.

And all data and procedures have to be consistent with software configuration management procedures on the aircraft workshop level. The working group plans to examine software loading, security and configuration management related to ARINC at its next meeting in September.

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IT Assessment report B Date of Delivery Neither AEEC nor ARINC has made any determination whether these materials could be subject to valid claims of patent, copyright or other proprietary rights by third parties, and no representation or warranty, express or implied, is made in this regard. ARINC was incorporated in by four fledgling airlines in the United States as a privately-owned company dedicated to serving the communications needs of the air transport industry.


Product Development

The equivalent commercial tool or equipment specifications must only satisfy the measurement or test requirements in the AMM procedures. This is how functional equivalency is established between the commercial tools and equipment in question and those recommended in the AMM procedures. For determining equivalency, a comparison should be made between the technical specifications of the tooling or test equipment recommended by the manufacturer and those proposed by the maintenance organisation. The tooling or test equipment may look different, be made of different materials, be a different color, etc. At the end of the course the student will have a detailed knowledge on the guidelines for the establishing TTE Equivalency. A reliable computer with internet connection is necessary to complete the online elements of the training. Danny Goergen has over 10 years of experience in the aviation industry.


Product Focus: Expanding Scope of ARINC 625 Test Equipment

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