DESIGN GUIDANCE FOR
`ONBOARD MAINTENANCE SYSTEM
`
`ARINC REPORT 624-1
`
`PUBLISHED: AUGUST 30, 1993
`
`
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`DOCUMENT
`
`
`
`AN
`Prepared by
`AIRLINES ELECTRONIC ENGINEERING COMMITTEE
`Published by
`AERONAUTICAL RADIO, INC.
`2551 RIVA ROAD, ANNAPOLIS, MARYLAND 21401
`
`BOEING
`Ex. 1014, p. 1
`
`

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`
`
`This document is based on material submitted by various
`participants during the drafting process. Neither AEEC nor ARINC
`has made any determination whether these materials could be
`subject to claims of patent or other proprietary rights by third
`parties, and no representation or warranty, express or implied, is
`made in this regard. Any use of or reliance on this document shall
`constitute an acceptance hereof “as is” and be subject to this
`disclaimer.
`
`BOEING
`Ex. 1014, p. 2
`
`

`
`
`
`Copyright 1993 by
`AERONAUTICAL RADIO, INC.
`2551 Riva Road
`Annapolis, Maryland 21401-7465 USA
`
`Supplement 1 will not be made available
`separately due to the extensive changes to
`previous version of the standard. It is
`included in its entirety in Report 624A-1.
`
`ARINC REPORT 624-1©
`DESIGN GUIDANCE FOR ONBOARD MAINTENANCE SYSTEM (OMS)
`
`
`Published: August 30, 1993
`
`
`
`Prepared by the Airlines Electronic Engineering Committee
`
`Report 624
`Report 624-1
`
`Adopted by the Airlines Electronic Engineering Committee: July 17, 1991
`Adopted by the Airlines Electronic Engineering Committee: July 22, 1993
`
`A description of the changes introduced by each supplement is included on Goldenrod paper at the end of this document.
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`BOEING
`Ex. 1014, p. 3
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`

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`
`
`FOREWORD
`
`Activities of AERONAUTICAL RADIO, INC. (ARINC)
`
`and the
`
`Purpose of ARINC Reports and Specifications
`
`
`
`
`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 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 airlines. The establishment of Equipment Characteristics is a principal function of this Committee.
`
`
`
`It is desirable to reference certain general ARINC Specifications or Reports which are applicable to more than
`one type of equipment. These general Specifications and Reports may be considered as supplementary to the Equipment
`Characteristics in which they are referenced. They are intended to set forth the desires of the airlines pertaining to
`components or equipment is concerned and general design, construction and test criteria, in order to insure satisfactory
`operation and the necessary interchangeability in airline service. The release of a Specification or Equipment
`Characteristics should not be construed to obligate ARINC or any airline insofar as the purchase of any components or
`equipment is concerned.
`
`An ARINC Report ( Specification or Characteristic) has a twofold purpose, which is:
`
`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
`
`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
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`(1)
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`(2)
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`BOEING
`Ex. 1014, p. 4
`
`

`
`ITEM
`
`1.0
`1.1
`1.2
`1.3
`1.4
`
`2.0
`2.1
`2.1.1
`2.1.2
`2.1.3
`2.1.4
`2.2
`2.2.1
`2.2.2
`2.2.3
`2.2.4
`2.3
`2.4
`
`3.0
`3.1
`3.2
`3.2.1
`3.2.1.1
`3.2.1.2
`3.2.2
`3.2.2.1
`3.2.2.1.1
`3.2.2.1.2
`3.2.2.1.3
`3.2.2.1.4
`3.2.2.1.5
`3.2.2.2
`3.2.2.2.1
`3.2.2.2.2
`3.2.2.2.3
`3.2.2.2.4
`3.2.2.2.5
`3.2.2.2.6
`3.2.2.2.7
`3.2.3
`3.2.4
`3.2.5
`3.3
`3.3.1
`3.3.1.1
`3.3.1.2
`3.3.1.3
`3.3.1.4
`3.3.1.5
`3.3.1.6
`3.3.1.7
`3.3.1.8
`3.3.1.9
`3.3.1.10
`3.3.1.11
`3.3.2
`3.3.3
`3.3.4
`3.4
`3.4.1
`3.4.2
`
`
`ARINC REPORT 624
`TABLE OF CONTENTS
`
`SUBJECT
`
`INTRODUCTION AND DESCRIPTION
`Purpose of this Document
`Document Organization
`Definition of Terms Used in this Document
`Related Documents
`
`MAINTENANCE CONCEPT
`Maintenance Definition
`
`Advances in Equipment Reliability
`
`Fault - Tolerant Design
`
`Fault Isolation and Corrective Action
`
`Unjustified Removals
`Objectives of an OMS
`
`Role of BITE
`
`Role of Onboard Maintenance Documentation (OMD)
`
`Role of Airplane Condition Monitoring (ACM)
`
`Role of Data Link
`Regulatory Aspects
`Availability Aspects
`
`OMS DESCRIPTION
`OMS Architecture
`OMS Functional Requirements
` Automatic Testing and Isolation of Fault and Failure
`
` Member Systems
`
`
`Non-member Systems
`
`User Initiated Tests (Ground Tests)
`
`
`General Characteristics
`
`
`
`Automation
`
`
` Modular Design
`
`
`
`Ground Support Equipment
`
`
`
`Ground Test Enable
`
`
`
`Safety
`
`
`Specific Test Requirements
`
`
`
`Operational Test
`
`
`
`LRU Replacement Verification Test
`
`
`
`System Test
`
`
`
`Interactive Fault Location Tests
`
`
`
`Alignment and Rigging Tests
`
`
`
`Interface Monitoring
`
`
`
`Hardware and Software Configuration Identification
`
`Onboard Maintenance Documentation
`
`Airplane Condition Monitoring
`
`Event Function Requirements
`OMS User Interface Requirements
`
`CMC Response Modes
`
`
`Present Failures
`
`
`Present Leg Failures
`
`
`Last Leg Failures
`
`
`Failure History
`
`
`Ground Tests
`
`
`Airplane Condition Monitoring
`
` Maintenance Documentation Access
`
`
`LRU List
`
`
`Service Reports
`
`
`Notes
`
`
`Help
`
`OMS Users Input
`
`Maintenance Access Terminal
`
`Printer
`
`Interfaces with Other Airplane Systems
`
`Data Link
`
`Software Loading/Data Loading/Data Retrieval
`
`iii
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`
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`PAGE
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`1
`1
`1
`1
`1
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`3
`3
`3
`3
`3
`3
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`5
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`BOEING
`Ex. 1014, p. 5
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`

`
`ITEM
`
`4.0
`4.1
`4.1.1
`4.1.2
`4.1.3
`4.1.3.1
`4.1.3.2
`4.1.3.3
`4.1.3.4
`4.1.3.5
`4.1.3.6
`4.1.3.7
`4.2
`4.3
`4.4
`4.5
`4.6
`4.7
`
`5.0
`5.1
`5.1.1
`5.1.2
`5.1.3
`5.1.4
`5.1.5
`5.2
`5.2.1
`5.2.2
`5.2.3
`5.2.4
`5.2.5
`5.2.6
`5.3
`5.4
`5.5
`5.6
`5.7
`
`6.0
`6.1
`6.2
`6.3
`6.3.1
`6.3.1.1
`6.3.1.2
`6.3.2
`6.3.2.1
`6.3.2.2
`6.3.3
`6.3.3.1
`6.3.3.2
`6.3.4
`6.3.4.1
`6.3.4.2
`6.3.5
`6.3.5.1
`6.3.5.2
`6.4
`6.5
`6.6
`6.6.1
`6.6.1.1
`6.6.1.2
`
`ARINC REPORT 624
`TABLE OF CONTENTS
`
`SUBJECT
`
`
`
`CMC DESIGN CONSIDERATIONS
`Fault and Failure Data processing
`
`Continuous BITE Monitoring
`
`BITE Data Consolidation
`
`CMC Processing of Supporting Data
`
`
`Failure Indication or Flight Deck Effect Data
`
`
`Flight Leg and Flight Phase Data
`
`
`Time and Date
`
`
`Flight Number and City Pair or Route Number
`
`
`Airplane Identification
`
`
`Flight Parameters
`
`
`Power Interruption Reporting
`CMC Storage Requirement
`CMC Operational Monitoring
`Reliability
`
`CMC Interface with Member Systems
`Software Loading
`Failure Data Retrieval
`
`OMS MEMBER SYSTEM BITE
`General
`
`
`
`Fault/Failure Detection
`
`Fault/Failure Isolation
`
`Return to Service Testing
`
`CMC Support Functions
`
`Ground Support Functions
`BITE Non-Volatile Memory
`
`Detailed Fault Data Storage
`
`Software Anomalies
`
`System Event Monitoring
`
`NVM Size
`
`NVM Erase
`
`NVM First-In-First-Out (FIFO) Data Storage
`System BITE Communication with CMC
`Use of BITE in Shop Maintenance
`Detailed BITE Requirements
`Interface Fault Detection/Classification
`Power Interruption Reporting
`
`OMS COMMUNICATIONS PROTOCOL
`General Requirements
`Protocol Architecture
`Physical and Link Layer Protocol
`
`ARINC 429 Communication
`
`
`Physical Layer
`
`
`Data Link Layer
`
`ARINC 629 Communication
`
`
`Physical Layer
`
`
`Data Link Layer
`
`ARINC 636 (Fiber Distributed Data Interface)
`
`
`Physical Layer
`
`
`Data Link Layer
`
`ARINC 646 (Ethernet LAN)
`
`
`Physical Layer
`
`
`Data Link Layer
`
`Other Buses
`
`
`Physical Layer
`
`
`Data Link Layer
`Network Layer Protocol
`Transport, Session, Presentation and Application Layers
`Application Program
`
`Service and Interface Specification
`
`
`Implementation on ARINC 629
`Implementation on Other Buses
`
`iv
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`
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`PAGE
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`12
`12
`12
`12
`12
`12
`12
`13
`13
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`14
`14
`14
`14
`14
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`15
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`17
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`18
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`19
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`20
`20
`20
`20
`20
`20
`20
`20
`20
`20
`20
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`BOEING
`Ex. 1014, p. 6
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`

`
`ARINC REPORT 624
`TABLE OF CONTENTS
`
`SUBJECT
`
`
`
`PAGE
`
`21
`21
`22
`23
`23
`23
`23
`23
`24
`24
`25
`25
`25
`25
`26
`26
`26
`26
`26
`27
`27
`27
`29
`29
`30
`30
`31
`31
`32
`32
`32
`33
`33
`34
`35
`35
`36
`36
`37
`37
`37
`38
`38
`38
`38
`39
`39
`39
`40
`40
`40
`40
`41
`41
`42
`42
`42
`43
`43
`43
`43
`43
`45
`47
`
`Application Program Requests and Responses
`
`CMC Requests and Member System Responses
`OMS Message Description
`
`General
` Message Structure and Encoding
`
` Message Structure
`
`
`Type
`
`
`
`Type Definitions
`
`
`
`Type Encoding
`
`
`Length Encoding
`
`
`Value Encoding
`
`
`
`SET
`
`
`
`SEQUENCE
`
`
`
`Boolean
`
`
`
`Integer
`
`
`
`Octetstring
`
`
`
`VisibleString
`
`ASN.1 Notation
`
` Message Identification
`
`
`Context-Specific Items
`
`
`Named Sets and Sequences
`
`
`Example Notation
`
`ASN.1 Notation for OMS Messages
`
`
`Flight Leg, Flight Phase and Date/Time
`
`
`
`Flight Leg, Flight Phase and Date/Time Periodic Rep
`
`
`
`Flight Leg, Flight Phase and Date and Time Set
`
`
`Aircraft Identification
`
`
`
`Aircraft Identification Periodic Report
`
`
`
`Aircraft Identification Set
`
`
`Fault Status
`
`
`
`Periodic Fault Reporting
`
`
`
`Aperiodic Fault Reporting
`
`
`
`
`Fault Active Event Report
`
`
`
`
`Fault Inactive Event Report
`
`
`
`
`Fault Latched Event Report
`
`
`
`
`Member System Activity Report
`
`
`
`
`Fault Status Get
`
`
`
`
`Fault Status Status
`
`
`
`
`Fault Status Set
`
`
`
`
`Fault Indeterminate Event Report
`
`
`
`Flight Deck Effect Correlation Report
`
`
`
`Fault Status Unlatch Command Action
`
`
`
`Fault Status Unlatch Command Response
`
`
`Equipment Identification
`
`
`
`Equipment Identification Get
`
`
`
`Equipment Identification Status
`
`
`Initiated Tests
`
`
`
`
`Initiated Test Run Test Command Action
`
`
`
`Initiated Test Inhibited Test Command Response
`
`
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`Initiated Test In-Test Command Response
`
`
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`Initiated Test Display Inhibit Command Action
`
`
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`Initiated Test Test Result Reporting
`
`
`
`
`Systems Using Periodic Fault Reporting
`Systems Using Aperiodic Real-Time Fault Reporting
`
`
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`
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`Initiated Test Abort Command Action
`
`
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`Initiated Test Abort Command Response
`
`
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`Initiated Test Display Command Action
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`
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`Initiated Test Continue Command Action
`
`
`LRU Fault History
`
`
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`LRU Fault History Get
`
`
`
`LRU Fault History Status
`
`
`
`
`ASN.1 Notation
`
`
`
`
`Application of ASN.1 Notation
`
`
`
`LRU Fault History Erase Command Action
`
`
`
` v
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`
`
`ITEM
`
`6.6.2
`6.6.2.1
`6.6.3
`6.6.3.1
`6.6.3.2
`6.6.3.2.1
`6.6.3.2.2
`6.6.3.2.2.1
`6.6.3.2.2.2
`6.6.3.2.3
`6.6.3.2.4
`6.6.3.2.4.1
`6.6.3.2.4.2
`6.6.3.2.4.3
`6.6.3.2.4.4
`6.6.3.2.4.5
`6.6.3.2.4.6
`6.6.3.3
`6.6.3.3.1
`6.6.3.3.2
`6.6.3.3.3
`6.6.3.3.4
`6.6.3.4
`6.6.3.4.1
`6.6.3.4.1.1
`6.6.3.4.1.2
`6.6.3.4.2
`6.6.3.4.2.1
`6.6.3.4.2.2
`6.6.3.4.3
`6.6.3.4.3.1
`6.6.3.4.3.2
`6.6.3.4.3.2.1
`6.6.3.4.3.2.2
`6.6.3.4.3.2.3
`6.6.3.4.3.2.4
`6.6.3.4.3.2.5
`6.6.3.4.3.2.6
`6.6.3.4.3.2.7
`6.6.3.4.3.2.8
`6.6.3.4.3.3
`6.6.3.4.3.4
`6.6.3.4.3.5
`6.6.3.4.4
`6.6.3.4.4.1
`6.6.3.4.4.2
`6.6.3.4.5
`6.6.3.4.5.1
`6.6.3.4.5.2
`6.6.3.4.5.3
`6.6.3.4.5.4
`6.6.3.4.5.5
`6.6.3.4.5.5.1
`6.6.3.4.5.5.2
`6.6.3.4.5.6
`6.6.3.4.5.7
`6.6.3.4.5.8
`6.6.3.4.5.9
`6.6.3.4.6
`6.6.3.4.6.1
`6.6.3.4.6.2
`6.6.3.4.6.2.1
`6.6.3.4.6.2.2
`6.6.3.4.6.3
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`BOEING
`Ex. 1014, p. 7
`
`

`
`ARINC REPORT 624
`TABLE OF CONTENTS
`
`SUBJECT
`
`PAGE
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`LRU Fault History Erase Command Response
`
`Flight Number and Departure/Destination Airport
`Flight Number and Departure/Destination Airport Periodic Report
`
`Flight Number and Departure/Destination Airport Set
`Elapsed Time/Power Cycle
`
`Time Cycle Get
`
`Time Cycle Status
`LRU Parameter Display
`
`Parameter Group Get
`
`Parameter Group Status
`
`Parameter Value Get
`
`Parameter Value Status
`Interactive Menu
`
`Interactive Menu Command Action
`
`Interactive Menu Command Response
`Airplane Parameters
`
`Airplane Parameters Get
`
`Airplane Parameters Status
`
`47
`47
`47
`47
`48
`48
`48
`48
`49
`49
`49
`49
`49
`50
`50
`50
`50
`50
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`51
`51
`51
`51
`51
`51
`51
`51
`52
`52
`52
`52
`52
`52
`52
`52
`52
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`54
`54
`54
`54
`54
`54
`54
`54
`55
`55
`55
`55
`55
`55
`55
`55
`55
`55
`55
`56
`56
`56
`56
`
`ONBOARD MAINTENANCE DOCUMENTATION
`Purpose of Onboard Maintenance Documentation
`ELS Overview
`
`
`
`OMS to ELS Functional Interface
`
`Open Systems Interconnection
`
`OMS Access to Maintenance Documentation
`
`
`Line Replaceable Unit Replacement
`
`
`Fault Isolation
`
`OMD Data Content
`
`
`
`Maintenance Procedures
`
`Supporting Documentation
`
`
`Diagrams
`
`
`
`
`Dispatch Deviation Guide
`
`
`Parts Catalog
`
`
`
`Airline Data (Notes)
`
`
`Electronic Notebooks
`
`OMS to ELS Human Interface
`
`AIRPLANE CONDITION MONITORING SYSTEM
`General
`
`
`
`
`
`ACMS Functions
`
`
`
`
`Data Acquisition/Processing
`
`Event Monitoring
`
`
`
`Data Recording
`
`
`
`Report Generation
`
`
`
`Report Management
`
`
`Report Distribution
`
`
`Onboard Display
`
`
`
`Data Link
`
`
`
`Onboard Programmability
`
`
`User-Defined Parameter Modification
`
`Programmable Reports
`
`
`Data Display
`
`
`Report Access
`
`
`
`Ground Based Support Software
`
`Parameter Definition
`
`
`Control Logic
`
`
`
`Report Generation
`
`
`
`Data Recording
`
`
`
`Onboard Display
`
`
`Consideration of ACMS Requirements in Early Design
`
`vi
`
`
`
`ITEM
`
`6.6.3.4.6.4
`6.6.3.4.7
`6.6.3.4.7.1
`6.6.3.4.7.2
`6.6.3.4.8
`6.6.3.4.8.1
`6.6.3.4.8.2
`6.6.3.4.9
`6.6.3.4.9.1
`6.6.3.4.9.2
`6.6.3.4.9.3
`6.6.3.4.9.4
`6.6.3.4.10
`6.6.3.4.10.1
`6.6.3.4.10.2
`6.6.3.4.11
`6.6.3.4.11.1
`6.6.3.4.11.2
`
`7.0
`7.1
`7.2
`7.3
`7.3.1
`7.3.2
`7.3.2.1
`7.3.2.2
`7.4
`7.4.1
`7.4.2
`7.4.2.1
`7.4.2.2
`7.4.2.3
`7.4.3
`7.4.4
`7.5
`
`8.0
`8.1
`8.2
`8.2.1
`8.2.2
`8.2.3
`8.2.4
`8.2.5
`8.2.6
`8.2.7
`8.2.8
`8.3
`8.3.1
`8.3.2
`8.3.3
`8.4
`8.5
`8.5.1
`8.5.2
`8.5.3
`8.5.4
`8.5.5
`8.6
`
`
`
`BOEING
`Ex. 1014, p. 8
`
`

`
`ARINC REPORT 624
`TABLE OF CONTENTS
`
`SUBJECT
`
`
`
`Onboard Maintenance System
`Database Specific Requirements for OMS Communications Protocol
`Glossary
`
`
`
`
`
`
`Example - OMS Main Menu
`Example - Present Leg Failures Display
`Example - Failure History System Menu
`Example - Failure History System Display
`Example - Failure History Flight Leg Menu
`Example - Failure History Flight Leg Display
`Example - OMS Communications Protocol Application Data
`Examples of OMS Messages on ARINC 629
`Examples of OMS Messages on Buses Other Than ARINC 629
`State Transition Diagrams
`
`Fault Status Reporting Commands
`Initiated Test Commands
`
`
`PAGE
`
`57
`58-64
`65-66
`
`67
`68
`69
`70
`71
`72
`73
`74-84
`85-88
`89
`90
`91
`
`vii
`
`
`
`ITEM
`
`
`
`ATTACHMENTS
`
` 1
`
`
`2
`3
`
`
`
`APPENDICES
`
` A
`
`
`B
`C
`D
`E
`F
`G
`H
`I
`J1
`J2
`J3
`
`
`
`BOEING
`Ex. 1014, p. 9
`
`

`
`ARINC REPORT 624 - PAGE 1
`
`
`in
`information helpful
`this
`Users may also find
`standardizing maintenance planning and procedures, and
`in securing appropriate recognition for such procedures
`from the regulatory agencies. It is particularly important
`that the guidelines set forth herein should be considered
`in terms of the overall perspective of the users’ needs,
`rather than some more limited objective.
`
`1.2 Document Organization
`
`This document presents organizational material in the
`first section. General maintenance concepts are given in
`section 2. OMS description and architecture are described
`in section 3, with specific design requirements on the
`OMS central maintenance computer in section 4. The
`OMS member-systems BITE requirements are listed in
`section 5. The central maintenance computer/member
`system interface is described in section 6.
`
`The other major supporting functions of an OMS, OMD
`and ACMS, are described
`in sections 7 and 8,
`respectively.
`
`1.3 Definition of Terms Used in This Document
`
`Definition of terms and abbreviations used in this
`document are provided in Attachment 3.
`
`
`
`COMMENTARY
`
`Over the years, the term “BITE” has come to
`mean many things to many people. BITE has
`been confused with flight crew confidence tests,
`and
`failure annunciation/warning
`functions.
`Discussions of differences between BITE and
`BIT add to the confusion. To some, BITE means
`the unique hardware
`installed only
`for
`maintenance. Others think of BITE as only the
`simple push to test function. For the purpose of
`the document, BITE
`is used as an all
`encompassing term to describe all maintenance
`functions of a system.
`and
`fault detection
`BITE
`includes
`the
`the
`performance monitoring
`function of
`operational system because these operational
`monitors are the primary source of fault data for
`the BITE
`(maintenance)
`function.
`It
`is
`recognized that from a certification standpoint
`these monitors are part of the basic operational
`function with the appropriate criticality, but for
`the purposes of fault detection integrity they will
`be considered to be part of BITE.
`Throughout this document, the term “BIT” will
`not be used.
`
`
`
`
`
`
`
`1.4 Related Documents
`
`The latest revision of the following documents are
`pertinent to the design of equipment intended to meet this
`standard.
`
`ARINC Specification 429, “Mark 33 Digital
`Information Transfer System (DITS)”
`ARINC Specification 629, “Multi-Transmitter
`Data Bus”
`
`
`
`1.0 INTRODUCTION AND DESCRIPTION
`
`
`1.1 Purpose of This Document
`
`This document sets forth a general philosophy, basic
`guidance and certain specific recommendations for the
`design and use of an onboard maintenance system
`(OMS).
`
`The OMS described incorporates the traditional areas of
`failure monitoring and fault detection, BITE, BITE
`access, and an airplane condition monitoring system
`(ACMS), formerly known as aircraft integrated data
`system (AIDS). It further describes the capability to
`provide onboard maintenance documentation (OMD) and
`the requirement for total integration of these functions. It
`describes the requirements for all the elements of the
`OMS, including a central maintenance computer (or
`CMC function) and all the member systems which
`interface with it.
`
`This document is intended to provide a better mutual
`understanding among the designers and users of the
`specified OMS including all its member systems, with a
`view toward achieving an optimum balance between
`critical factors such as BITE effectiveness, operator
`interface simplicity, cost, and system complexity. A
`description of one possible architecture for an OMS is
`also included in the document. This description is not
`intended to delineate the design for an OMS, but to
`provide an example for understanding the requirements
`for such a system.
`
`This document discusses the role of an OMS in the
`airlines’ maintenance concept and the fault detection and
`BITE characteristics desirable in all avionics equipment
`to support the broader goals of an OMS. Beyond the
`guidance applicable to BITE, this document provides
`specific guidance for the design of an OMS which
`provides for:
`
` 
`
` 
`
` 
`
` A
`user
`standardized, English-language-based
`interface for performing all BITE tests and line
`maintenance functions on the airplane.
` Where appropriate, storage of BITE reported fault
`data within a
`line
`replaceable unit’s
`(LRU)
`nonvolatile memory (NVM) for later use.
` Reporting of fault status in the air and on the ground
`via operator displays and/or electronic/magnetic
`communications links.
`Integration of the fault isolation design to provide
`complete coverage, from fully automatic BITE
`through interactive, BITE assisted fault isolation to
`manual troubleshooting procedures.
` Ground-test capability
`isolation and
`for
`fault
`performance of LRU replacement tests, functional
`tests, and system tests.
` OMD in both displayed and selectively printed
`forms.
` Airplane condition monitoring function integrated
`with the BITE/line maintenance function design.
`
`
`
` 
`
` 
`
` 
`
` 
`
`
`
`
`
`Airframe and equipment designers are encouraged to take
`advantage of this guidance information, beginning with
`the earliest design phases of new equipment.
`
`BOEING
`Ex. 1014, p. 10
`
`

`
`637,
`
`“Internetworking
`
`¢-1
`
`“Specification
`
`for
`
`REPLACEMENT PAGE
`ARINC REPORT 624 - Page 2
`
`
`
`
`REVISED: August 30, 1993
`
`1.0 INTRODUCTION AND DESCRIPTION (cont’d)
`
`
`1.4 Related Documents (cont’d)
`
`ARINC Specification 636, “Onboard Local Area
`Network (OLAN)”
`
`Specification
`ARINC
`Specification”
`
`ARINC Specification 638, “OSI Upper Layer
`Specification”
`
`ARINC Specification 646, “Definition of ISO/8802
`(Ethernet)”
`
`ARINC Project Paper 649, “Design Guidance for
`Electronic Library System (ELS)”
`
`ARINC Characteristic 744A, “Full-Format Printer”
`
`ARINC Characteristic
`748,
`“Communications
`Management Unit (CMU)”
`
`ATA
`Specification
`100,
`Manufacturers’ Technical Data”
`
`ISO 7498, “Information Processing Systems - Open
`Systems Interconnection - Basic Reference Model”
`
`ISO 8208, “Information Processing Systems - Data
`Communications - X.25 Packet Level Protocol for
`Data Terminal Equipment”
`
`ISO 8824 Rev. E, “Information Processing Systems -
`Open Systems
`Interconnection-Specification of
`Abstract Syntax Notation One (ASN.1)”
`
`ISO 8825 Rev. E, “Information Processing Systems -
`Open Systems Interconnection-Specification of Basic
`Encoding Rules for Abstract Syntax Notation One
`(ASN.1)”
`
`ISO 9542 Rev. E, “Information Processing Systems -
`Telecommunications and
`Information Exchange
`Between Systems - End System to Intermediate
`System Routing Exchange Protocol for use in
`Conjunction with Protocol
`for Providing
`the
`Connection Less-Mode Network Service
`(ISO
`8473)”
`
`BOEING
`Ex. 1014, p. 11
`
`

`
`2.0 MAINTENANCE CONCEPT
`
`ARINC REPORT 624 - PAGE 3
`
`
`
`inform
`to
`A fault-tolerant system should be able
`maintenance personnel of
`the
`level of remaining
`redundancy at any given moment to support airplane
`dispatch. Thus the term fault isolation will be used in this
`document to cover isolation of both faults and the broader
`category of failures.
`
`2.1.3 Fault Isolation and Corrective Action
`
`Other essentials elements of an OMS include the
`equipment and methods necessary to assist maintenance
`personnel to provide timely responses. These should be
`fast, accurate, and unambiguous identifications of faulty
`LRUs and recommendations for corrective action.
`
`The increasing complexity of airplane systems and their
`dispersion throughout the aircraft dictate a centralized
`system which can gather, consolidate, store and display
`fault data.
`
`2.1.4 Unjustified Removals
`
`removals of systems components are
`Unjustified
`traditionally a major cost factor. The OMS is expected to
`help in reducing the No Fault Found rates to acceptable
`levels. However, even the best and most carefully
`designed OMS cannot replace the need for well designed
`aircraft systems or appropriate aircraft maintenance.
`
`
`COMMENTARY
`
`This is especially true for the systems software
`functions. Software anomalous behavior
`is
`believed to contribute to unjustified removals
`significantly.
`
`
`
` 
`
`
`Specific design consideration should be given to system
`areas such as:
` Power supply interrupt handlers (short, medium or
`long interrupts)
` Watchdog timers
` Automatic resets
` Manual resets
`
`
`The dynamic behavior of the system components where
`such devices are used should be such that no nuisance
`faults will be generated.
`
`2.2 Objectives of an OMS
`
`An OMS is expected to serve as the tool for consolidation
`and correlation of all the various system BITE results for
`centralized access and display. It is expected that accurate
`fault reporting and isolation via BITE and onboard
`maintenance procedures will result in a reduction of
`unnecessary removals.
`
`It is also expected that the interaction between BITE and
`the operator will be simplified and unified, and that a
`uniform BITE methodology will be established
`throughout the industry which will reduce the training
`needed by maintenance personnel.
`
` 
`
` 
`
` 
`
`2.1 Maintenance Definition
`
`For the purposes of this document, the line maintenance
`function consists of the identification or confirmation of a
`fault condition, the isolation of the fault to a single LRU
`or
`interface,
`the replacement of
`the faulty LRU,
`adjustments required
`to return
`the system
`to an
`operational configuration, and a verification that proper
`system operation has been restored.
`
`The extended maintenance function encompasses the
`same basic functions, but allows for a longer time period
`to accomplish more complex tasks, e.g., troubleshooting
`intermittent problems, identification and isolation of
`software anomalies.
`
`The maintenance planning function refers to the provision
`of such data which is helpful in scheduling maintenance
`actions, either to schedule preventive actions before a
`fault occurs in order to avoid delays, or to prepare for
`unscheduled repairs prior to the airplane’s arrival at a
`maintenance station. This will be particularly applicable
`to fault tolerant systems in which a first failure does not
`affect flight operations immediately.
`
`Shop maintenance is the process of restoring and
`verifying the proper operation of any LRU removed from
`the airplane.
`
`
`COMMENTARY
`
`
`
`The airlines have the primary responsibility for
`developing maintenance operations the best
`utilize the capabilities and limitations of the
`airplane’s systems while accommodating the
`philosophy and requirements of their individual
`situations. Any onboard maintenance system
`should be flexible enough to accommodate the
`needs of individual airlines.
`
`2.1.1 Advances in Equipment Reliability
` necessary step in reducing the maintenance burden is to
`increase the reliability of airplane systems. The objective
`is to eliminate the need for unscheduled maintenance
`actions for system faults and to be able to defer corrective
`actions until scheduled maintenance periods. This area is
`being addressed by
`the suppliers by
`incorporating
`components with greater reliability, and utilizing fault-
`tolerant designs.
`
`As equipment becomes more reliable and the time
`between maintenance actions increases, there will be less
`need for maintenance personnel
`to check system
`performance and perform troubleshooting. Given this
`decrease in opportunities to “practice” on real equipment,
`the proficiency level for fault isolation may thus be
`reduced. This should be a factor in the design of fault-
`detection and isolation systems meant to support line
`maintenance.
`
`2.1. Fault - Tolerant Design
`
`In airplane systems incorporating fault-tolerant designs,
`internal faults will not manifest themselves in a loss of
`functionality until the fault tolerance of the system is
`exhausted and failure occurs.
`
` A
`
`BOEING
`Ex. 1014, p. 12
`
`

`
`
`The OMD function should provide data loading, storage
`and retrieval capabilities allowing for easy access and
`quick documentation updates. Such updates should allow
`individual airlines to include data unique to their
`operations.
`
`2.2.3 Role of Airplane Condition Monitoring (ACM)
`
`Systems that benefit from condition monitoring may
`provide data to be recorded for subsequent analysis.
`
`Performance trends determined from this data can be used
`to monitor the health of systems that are subject to
`degradation. This condition monitoring permits
`the
`planning of timely corrective action, thereby avoiding
`unscheduled maintenance actions that disrupt airplane
`service. Candidates for use of performance trends or
`exceedance reports include:
` Engines
` Airplane aerodynamics
` Auxiliary power units (APU)
` Electrical generators
` Environmental control systems (ECS)
`
` 
`
` 
`
` 
`
` 
`
` 
`
`
`Condition monitoring is also intended to provide data
`that will enable an airline to analyze its overall airplane
`fleet operation, thus improving its operating efficiency.
`
`2.2.4 Role of Data Link
`
`If known in advance of an airplane’s arrival at a terminal,
`selected
`information held
`in
`the OMS central
`maintenance
`
`ARINC REPORT 624 - Page 4
`
`
`2.2 Objectives of an OMS (cont’d)
`
`Integrated condition monitoring within the OMS will
`enable ground personnel to preplan for maintenance,
`rather than merely react to currently detected faults.
`
`Specifically the objectives of an OMS are:
` To provide a cost-effective, user friendly means of
`airplane maintenance. This is achieved by use of a
`centralized maintenance computer system in lieu of
`the various test switches, fault balls, maintenance
`manuals, and ground support equipment, needed to
`maintain both current and previous airplane models.
` To reduce shotgun maintenance by improving fault
`isolation and detection capability. This will improve
`the effectiveness of airplane maintenance by
`reducing the number of spares needed and the
`number of dispatch delays and cancellations.
` To simplify maintenance procedures and reduce
`training requirements to a minimum. The OMS
`should display information in plain English and
`provide a simple, intuitive user input capability. This
`information includes identification of faulty LRUs,
`LRU removal and installation procedures, dispatch
`deviation guides (DDGs), replacement verification
`tests, and troubleshooting procedures.
` To reduce or eliminate most ground support
`equipment, such as rigging adjust boxes and data bus
`readers.
` To provide ACMS including such functions as
`redundancy status, auto-exceedance monitoring, and
`performance monitoring.
` To reduce flow time and manpower required during
`manufacturing functional test.
`
`
`2.2.1 Role of BITE
`
`The role of BITE in airplane maintenance is to assist in
`both the fault detection/isolation and the verification of
`system operation.
`
`It is important that both flight crews and ground crews are
`able to identify improper operations of airplane systems
`according to established priorities and needs. To avoid
`delays and their associated costs, maintenance personnel
`must also be able to isolate the malfunctioning LRU
`quickly and confidently.
`
`Following the installation, adjustment, or replacement of
`an LRU, self-tests to verify proper power, system
`interconnection and, in some cases, system operation, are
`helpful in confirming a successful maintenance action.
`
`The role of BITE in shop maintenance should be to
`promote fault location within a unit to a shop replaceable
`unit (SRU). Where provided, the data in BITE memory
`should be easily accessible in order to read fault
`information. LRU BITE functions should operate in
`concert with shop test equipment.
`
` 
`
` 
`
` 
`
` 
`
` 
`
` 
`
`2.0 MAINTENANCE CONCEPT (cont’d)
`
`
`COMMENTARY
`
`Where practical, shop maintenance techniques
`should take advantage of BITE. Nonetheless,
`designers should avoid adding complexity for
`shop maintenance without good economic
`justifications.
`
`
`2.2.2 Role of Onboard Maintenance Documentation
`
`(OMD)
`
`To streamline and simplify maintenance procedures,
`reference documents needed by
`line maintenance
`personnel to complete repair actions quickly should be
`available through an OMD function. The OMD should
`include:
` Maintenance manual information
` Minimum equipment list (MEL) and/or a dispatch
`deviation guide
` System schematics
` Wiring diagrams
` Part numbers and illustrated parts catalog (IPC) data
`
`
`
` 
`
` 
`
` 
`
` 
`
` 
`
`BOEING
`Ex. 1014, p. 13
`
`

`
`ARINC REPORT 624 - Page 5
`
`
`2.0 MAINTENANCE CONCEPT (cont’d)
`
`
`computer’s memory could be u