ARINC 624 PDF

ARINC REPORT – Page 6 OMS DESCRIPTION OMS Architecture The OMS should consist of the following equipment:?. Buy ARINC DESIGN GUIDANCE FOR ONBOARD MAINTENANCE SYSTEM from SAI Global. Avionics maintenance practices continue to improve through On-Board Maintenance System (OMS) recording. This standard defines the OMS.

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Request a specific member system to perform ground tests such as the replacement verification test, the system operational test, system functional test, alignment and rigging.

Display all hardware and software configuration identification data as sent by member systems, including part and serial numbers. These functions are also designed to facilitate maintenance troubleshooting procedures in those systems arind automatic means would not be cost effective. Thus the OMS functional requirements are broken down into the following categories: A member system is any system which interfaces with the CMC – arijc directly or through a communications gateway.

Systems or LRUs which do not interface directly with the CMC, but which report faults and failures via another LRU or system, are considered, for the purpose of this report, to be a part of the member system which has the direct CMC interface.

Non-member systems are those systems with no electronic interface for fault reporting via the CMC. Non-member systems are those which typically have no automatic BITE. The CMC should also: Receive fault and failure data from other members. Sort and consolidate fault and failure data. Correlate fault and failure data with flight deck arimc. No supporting carry-on documentation, such as cue cards, operations notes, or other documents should be needed to use the OMS to access airplane systems BITE or maintenance documentation.

The consolidation of data, the correlation with flight deck effects and supplementary fault isolation to an LRU or interface if appropriate, will be done by aginc CMC. The CMC will aronc initiate automatic tests within the member system by means of test request message s to the member system.

The OMS designer aginc ensure that the proper manual troubleshooting procedures are automatically made available from applicable OMD data. The goal for the OMS must always be a cost effective combination of automatic BITE and manual procedures to ensure efficient maintenance of all airplane systems.

The following user-initiated functions should be provided: Interactive Fault Location Tests? Alignment and Rigging Tests? Hardware and Software Configuration Identification The operator may select specific tests, as provided for by the OMS menu and instruction displays. After selection, the OMS will display test prerequisites and interactive instructions as appropriate.

The CMC will provide the requests and data to the member system in order to accomplish the test or tests. The member system will run the appropriate test or tests and will send operational status and test results data to the CMC display. This should be considered in the areas of degree of automation, design for ease of arijc of required tests, minimization of required ground support equipment, and personnel safety provisions.

This will have the effect of reducing time and logistics needs for airplane maintenance. The interlocks will vary by system.

Onboard Maintenance Systems for Modern Aviation

Member systems should protect themselves from inadvertent ground test commands issued by the CMC. Ground tests should be enabled by selections via the OMS 642 interface. Subordinate selections should permit operator selection of the airplane system, the category of ground test, and the specific test.

Normally, this is met by the operational monitoring within the system. Be simple and brief, comparable to flight crew preflight tests Not wrinc ground support equipment Be automatic, if possible 3.

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Specifications for system operation on an in-service airplane should allow for reasonable degradation due to continued use, and tolerance variation due to environmental differences in temperature, pressure, humidity, vibration, and similar factors. Ground support equipment GSE may be used as required to accomplish the system test, although the goal arrinc still be to minimize the use of such GSE.

If 264 is used, this should not require any equipment removal. ACMS may be used to allow analysis of trends and prediction of future maintenance needs. Access to current fault level of fault tolerant systems. Fault tolerance is the built-in capability of a system or LRU to continue to perform its required functions with a specified number of faults. A typical fault-tolerant system status page should display the actual health status of the system. This data should include information such as system status including redundancy status for fault tolerant systems and other specified parameter values.

The full provisions of an ACMS are described in section 8. This function should meet the following requirements: The Event function may be initiated by arihc manual Event button activation or may be triggered by the OMS on the occurrence of a predetermined set of conditions.

The CMC should provide arimc Event command as either a broadcast or an equipment specific signal on the digital bus.

ARINC – Wikipedia

When an Event command is received, each commanded member system should store software trace and other relevant pre-event data. Stored Event data should be available from each member system when requested by the CMC.

Event data should not be interpreted but should be in the format of the digital bus. The member systems should transmit hardware and software configuration identification data to the Arinnc upon request.

This data should include hardware and software part numbers or combined part number, serial number, modification status, and programmable options in effect e. The detailed provisions needed of the OMD are described in section 7. The potential exists for multiple users to independently request access to CMC functions. Any reporting LRU should not be required to respond to multiple users at the same time. Faults which do not impact operational functionality are reported through the ACMS.

This information should include: Failure indication or flight-deck effect, if any Failed function Failed LRU, part number or serial number, or 6244 ATA reference Onboard maintenance documentation reference The human user, through the OMS control panel and display unit or MAT, should be able to further request or select: Display of detailed failure data.

Specific ground tests, such as LRU replacement verification tests, operational tests, system functional tests, or alignment and rigging.

Interactive failure isolation if a group of LRUs was indicated. Downlink of selected maintenance data. If the information is to be printed, retrieved, or downlinked, the following information should be added: Failure data and time Flight phase Aircraft identification Flight number and city pair or route number?

The CMC should format and display this page when selected by a user. Basic information should include: Failure indication or flight-deck effect, if any Failed function Failed LRU, part number and serial number, or interface A machine user e. For example, a request via data link for detailed atinc on a specific fault should be completed by the OMS with only one original request as input, and should not require interactive operations via the data link. Access to OMD should be provided in a categorical manner, similar to access for in-flight failure history and ground test.

Therefore, in addition to the actual maintenance function, the OMS should provide service reports on systems where sensors are available for normal operation, or where the addition of suitable sensors is economically feasible for this purpose. Typical candidates for service reports are engine oil quantity, hydraulic quantity, oxygen system, tire pressures, and others. Loading of this memory should be accomplished through a standard software loader or through the OMS control panel keyboard.

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Editing should also be possible through the control panel keyboard in order to allow entry of data which is unique for one individual airplane. This should explain any features of the OMS operation or user interaction which arknc not be obvious to a user. An easy method to input alpha-numeric data should be provided.

Aircraft identification Flight number and city pair or route number Failures should be identified as hard or intermittent. Appendix B shows an example Present Leg Failures display. This data should be available by system ATA chapterflight leg, date and time, as requested by the operator.

The data displayed should include a failure history of at least the last 64 flight legs or a total of failures, including the maintenance action taken if recorded. The display format should be consistent with that for other OMS functions. System acknowledgment to a user request should be in the order of two seconds or less. Through the MAT, the operator can view faults, either current or historical; initiate aircraft, system, ariinc LRU specific tests; and view the results of any tests conducted.

The MAT should provide text and graphics for schematics, component location, wiring diagrams, and assembly diagrams as required for Afinc. The location of the MAT should support airline needs for quick turnaround and extended maintenance. A MAT on the flight deck should provide a central station for maintenance activities, such as coordination with the flight crew or checks of displays and controls.

Ports should be provided for optional remote or portable MATs to facilitate maintenance at other locations. From this location, a test could be conducted to isolate the fault, appropriate maintenance action could be taken, and finally, the test could be conducted again to verify the maintenance action. Ports may be provided at service interphone panels whose locations are already in place. Through concurrent operations with ELS, the maintenance technician would be able to access the Onboard Maintenance Documentation contained in ELS to view troubleshooting procedures, wiring or schematic diagrams, as well as removal and replacement procedures once the fault is isolated.

Arimc printer should be ainc of reproducing any text and graphics screens displayed to the operator. The OMS should also provide for receipt of uplinked data requests from the ground. The data to be passed from the aircraft to the ground should include failure data, failure history data, reports from the ACMS, and other appropriate aircraft maintenance status data. The uplinks passed to OMS from Data Link may consist of specific requests for data, specific condition monitoring reports, and other appropriate OMS functions.

The Data Link should be treated as an outside communications interface terminal such as a control and display terminal for the OMS.

The desire of some airlines to require flight crew interaction prior to release of maintenance or failure data for downlinking should be provided for by OMS.

When appropriate criteria have been met, the OMS should respond to a data retrieval request if OMS data is to be dumped.