FLIGHT MANAGEMENT
`COMPUTER SYSTEM
`
`ARINC CHARACTERISTIC 702-6
`
`PUBLISHED: JUNE 10, 1994
`
`DOCUMENT
`
`AN
`Prepared by
`AIRLINES ELECTRONIC ENGINEERING COMMITTEE
`Published by
`AERONAUTICAL RADIO, INC.
`2551 RIVA ROAD, ANNAPOLIS, MARYLAND 21401
`
`BOEING
`Ex. 1016, p. 1
`
`

`
`REVISED: June 10, 1994
`
`Copyright© 1994 by
`AERONAUTICAL RADIO, INC.
`2551 Riva Road
`Annapolis, Maryland 21401-7465 USA
`
`ARINC CHARACTERISTIC 702-6©
`FLIGHT MANAGEMENT COMPUTER SYSTEM
`
`Published: June 10, 1994
`
`Prepared by the Airlines Electronic Engineering Committee
`
`Characteristic 702
`
`Adopted by the Airlines Electronic Engineering Committee:
`
`December 7, 1978
`
`Characteristic 702
`
`Adopted by the Industry:
`
`February 28, 1979
`
`Characteristic 702-1
`
`Adopted by the Airlines Electronic Engineering Committee:
`
`August 29, 1979
`
`Characteristic 702-2
`
`Adopted by the Airlines Electronic Engineering Committee:
`
`March 12, 1981
`
`Characteristic 702-3
`
`Adopted by the Airlines Electronic Engineering Committee:
`
`December 9, 1981
`
`Characteristic 702-4
`
`Adopted by the Airlines Electronic Engineering Committee:
`
`October 25, 1989
`
`Characteristic 702-5
`
`Adopted by the Airlines Electronic Engineering Committee:
`
`January 31, 1992
`
`Characteristic 702-6
`
`Adopted by the Airlines Electronic Engineering Committee:
`
`June 10, 1994
`
`BOEING
`Ex. 1016, p. 2
`
`

`
`ITEM
`
`1.0
`1.1
`1.2
`1.3
`1.4
`1.4.1
`1.4.2
`1.4.3
`1.5
`1.5.1
`1.5.2
`
`1.5.3
`1.6
`1.7
`
`2.0
`2.1
`2.2
`2.2.1
`2.2.2
`2.2.3
`2.3
`2.4
`2.4.1
`2.4.2
`2.4.3
`2.4.4
`2.5
`2.5.1
`2.5.1.1
`2.5.1.2
`2.6
`2.7
`2.8
`
`3.0
`3.1
`3.1.1
`3.1.2
`3.1.3
`3.2
`3.2.1
`3.2.1.1
`3.2.1.2
`3.2.1.3
`3.2.1.4
`3.2.2
`3.2.2.1
`3.2.2.2
`3.2.3
`3.2.3.1
`3.2.3.2
`3.2.4
`3.2.5
`3.2.6
`3.2.7
`3.2.8
`3.2.9
`3.3
`3.3.1
`
`REVISED: June 10, 1994
`
`ARINC CHARACTERISTIC 702
`TABLE OF CONTENTS
`
`SUBJECT
`
`PAGE
`
`INTRODUCTION AND DESCRIPTION
`Purpose
`Summary of Operational Characteristics
`Brief Description of the System
`Unit Description
`Flight Management Computer (FMC) Unit
`Control/Display Unit (CDU)
`Flight Data Storage Unit (Optional)
`Interchangeability
`General
`Interchangeability Desired for the ARINC 702
`Flight Management Computer System
`"Generation Interchangeability" Considerations
`Integrity and Availability
`Regulatory Approval
`
`INTERCHANGEABILITY STANDARDS
`Introduction
`Form Factor, Connectors and Index Pin Coding
`Flight Management Computer
`Control/Display Unit (CDU)
`Optional Flight Data Storage Unit (FDSU)
`Interwiring
`Power Circuitry
`Primary Power Input
`Power Control Circuitry
`The Common Ground
`The AC Common Cold
`Environmental Conditions
`Thermal Interface and Design
`FMC
`CDU
`
`Weights
`System Functions and Signal Characteristics
`Grounding and Bonding
`
`SYSTEM DESIGN CONSIDERATIONS
`System Configurations
`Single System Configuration
`Single System/Dual CDU Configuration
`Dual System Configuration
`Basic System Functions
`Performance Management
`General
`Performance Data Base
`Optimum Flight Path
`Performance Data Control and Display
`Lateral Navigation and Guidance
`Lateral Navigation
`Lateral Guidance
`Vertical Navigation and Guidance
`Vertical Navigation
`Vertical Guidance
`Thrust Axis Control
`4D Guidance (Growth Option)
`Electronic Flight Instrument System Management
`Data Update Interface
`IRS Initialization and Heading Set
`GNSS Initialization
`Operational Features and Technical Considerations
`Performance Management Computation
`
`iii
`
`1
`1
`1
`1
`2
`2
`2
`2
`2
`2
`2
`
`2
`2
`2
`
`3
`3
`3
`3
`3
`3
`3
`4
`4
`4
`4
`4
`4
`4
`4
`4
`4
`5
`5
`
`6
`6
`6
`6
`6
`6
`6
`6
`6
`6
`7
`7
`7
`7
`7
`7
`7
`7
`7
`8
`8
`8
`8
`8
`8
`
`BOEING
`Ex. 1016, p. 3
`
`

`
`ITEM
`
`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
`3.3.5
`3.3.6
`3.3.7
`3.3.8
`3.3.9
`3.3.10
`3.3.11
`3.4
`3.4.1
`3.4.1.1
`3.4.1.2
`3.4.1.2.1
`3.4.1.2.2
`3.4.1.2.3
`3.4.1.2.4
`3.4.1.2.5
`3.4.1.2.6
`3.4.1.2.7
`3.4.1.3
`3.4.1.3.1
`3.4.1.3.2
`3.4.1.3.3
`3.4.1.3.4
`3.4.1.3.5
`3.4.1.4
`3.4.1.4.1
`3.4.1.4.2
`3.4.1.4.3
`3.4.1.4.4
`3.4.1.4.5
`3.4.1.5
`3.4.1.6
`3.4.1.7
`3.4.1.8
`3.4.2
`3.4.3
`3.5
`3.5.1
`3.5.2
`3.6
`3.7
`3.8
`3.9
`
`4.0
`4.1
`4.1.1
`
`REVISED: June 10, 1994
`
`ARINC CHARACTERISTIC 702
`TABLE OF CONTENTS
`
`SUBJECT
`
`PAGE
`
`General
`Take Off Function
`Altitude Intercept Distance and Time
`Optimum Climb
`Optimum Cruise Altitude
`Maximum Range
`Maximum Endurance
`Fuel Remaining Over Destination
`Top of Descent
`Engine-Out Performance
`Turbulent Air Performance
`Flight Planning
`Data Retrieval and Verification
`Supplemental Navigation Information
`Slant Range Correction
`Automatic Station Selection and Tuning
`"Direct To" Function
`Detection of a Power Interrupt
`Self Test
`Immunity from Flight Path Perturbation
`Manual Override Inputs
`System Inputs
`Management and Control (Pilot and Program Inputs)
`System Initialization
`Initial Data Inputs
`Present Position
`Gross Weight
`Zero Fuel Weight
`Outside Air Temperature
`Airport Elevation
`Cost Index
`Greenwich Mean Time
`Waypoint Definition
`Waypoint Identifier
`Waypoint Latitude and Longitude
`Waypoint Reference Fix
`Waypoint Bearing from Station (Theta)
`Waypoint Distance from Station (Rho)
`Navaid Definition
`Station Identifier
`Station Frequency
`Station Elevation
`Station Declination
`Station Latitude and Longitude
`Cross Track Offset Distance
`Along Track Offset Distance
`Assigned Time at a Fix
`Manual Override Inputs
`Sensor Inputs
`Sensor Warning Inputs
`System Outputs
`System Integrity Monitoring and Failure Warning Outputs
`System Control Signals
`Growth Features
`Sensor Failures
`FMC Equipment Accuracy
`System Status Alert
`
`STANDARD SIGNAL CHARACTERISTICS
`General Accuracy and Operating Ranges
`Resolution
`
`iv
`
`8
`8
`8
`8
`8
`8
`9
`9
`9
`9
`9
`9
`9
`9
`9
`9
`10
`10
`10
`10
`10
`10
`10
`10
`11
`11
`11
`11
`11
`11
`11
`11
`11
`11
`11
`11
`11
`11
`11
`11
`11
`11
`11
`12
`12
`12
`12
`12
`12
`12
`12
`12
`12
`12
`13
`13
`13
`
`14
`14
`14
`
`BOEING
`Ex. 1016, p. 4
`
`

`
`ITEM
`
`4.1.2
`4.1.2.1
`4.1.2.2
`4.1.2.3
`4.1.2.4
`4.2
`4.2.1
`4.2.1.1
`4.2.1.2
`4.2.1.3
`4.2.1.4
`4.2.1.5
`4.2.1.6
`4.2.1.7
`4.2.1.8
`4.2.1.9
`4.2.1.10
`4.2.1.11
`4.2.1.12
`4.2.1.13
`4.2.1.14
`4.2.2
`4.2.2.1
`4.2.2.2
`4.2.2.3
`4.2.2.4
`4.2.2.5
`4.2.2.6
`4.2.2.7
`4.2.2.8
`4.2.3
`4.2.4
`4.3
`4.3.1
`4.3.2
`4.3.2.1
`4.3.2.1.1
`4.3.2.1.2
`4.3.2.1.3
`4.3.2.1.4
`4.3.2.1.5
`4.3.2.1.6
`4.3.2.1.7
`4.3.2.1.8
`4.3.2.1.9
`4.3.2.1.10
`4.3.2.2
`4.3.2.3
`4.3.2.4
`4.3.2.4.1
`4.3.2.5
`4.3.2.5.1
`4.3.2.5.2
`4.3.3
`4.3.4
`4.4
`4.5
`
`5.0
`5.1
`5.2
`
`REVISED: June 10, 1994
`
`ARINC CHARACTERISTIC 702
`TABLE OF CONTENTS
`
`SUBJECT
`
`PAGE
`
`Standardized Signals
`Digital Data Standards
`Standard "Applied Voltage"
`"Standard Ground" Signal
`"Standard Open" Signal
`Data Signals
`FMC Digital Data Inputs
`VOR Input Ports
`DME Input Ports
`ILS Input Port
`Air Data Input Ports
`IRS/AHRS Input Ports
`Flight Control System Input Ports
`Control Display Unit Input Ports
`Data Update Input Ports
`Intersystem Data Input Ports
`Propulsion/Configuration Data Input Ports
`Electronic Flight Instrument System Input Ports
`Digital Clock Input
`Reserved Ports for Growth Inputs
`GPS Input Ports
`FMC Digital Data Outputs
`FMC Intersystem Output
`General Data Output #1
`General Data Output #2
`Instrument Data Output
`CDU Output Port "A"
`CDU Output Port "B"
`Data Loader Output
`Data Link Output
`CDU Digital Data Inputs
`CMU Digital Data Outputs
`Control Signals
`Digital Control Inputs
`Discrete Inputs and Outputs
`Specifically Assigned FMC Discrete Inputs
`Off-side CDU Enable
`Autotone Master/Slave Discrete
`Oleo Strut Switch
`Maintenance Test Discrete
`Manual/Audio Discretes
`MAG/True Input Discrete No. 1
`Source/Destination Identifier
`Navigation Data Base Update Enable
`Operating Program Update Enable
`Performance Data Base Update Enable
`Reserved FMC Discrete Inputs for Future Specific Assignments
`Reserved FMC Discrete Inputs for Application-Unique Functions
`FMC Discrete Outputs
`CDU Message Alert Discrete
`CDU Discretes
`CDU Active Input Identification Discrete
`CDU Primary/Secondary Status Input Discrete
`Digital Control Outputs
`FMC "Data Loader Connected" Function
`FMC/FMC Intersystem Communications
`FMC/ACARS Interface
`
`CONTROL DISPLAY UNIT (CDU) DESIGN
`General
`Form Factor
`
`v
`
`14
`14
`14
`14
`14
`14
`14
`14
`14
`14
`14
`14
`15
`15
`15
`15
`15
`15
`15
`15
`15
`15
`15
`15
`15
`16
`16
`16
`16
`16
`16
`16
`16
`16
`16
`16
`16
`16
`16
`16
`16
`16
`17
`17
`17
`17
`17
`17
`17
`17
`17
`17
`17
`17
`17
`17
`17
`
`18
`18
`18
`
`BOEING
`Ex. 1016, p. 5
`
`

`
`REVISED: June 10, 1994
`
`ARINC CHARACTERISTIC 702
`TABLE OF CONTENTS
`
`SUBJECT
`
`PAGE
`
`18
`18
`18
`18
`18
`18
`
`19
`19
`19
`19
`
`20
`20
`20
`20
`20
`
`21
`21
`21
`21
`21
`21
`21
`21
`21
`21
`21
`22
`22
`22
`22
`22
`22
`22
`22
`23
`23
`23
`23
`23
`23
`23
`24
`24
`24
`
`25
`26
`27
`28-33
`34-34A
`35-40
`41-43
`44-48
`49
`50-60
`
`ITEM
`
`5.3
`5.4
`5.5
`5.6
`5.7
`5.8
`
`6.0
`6.1
`6.1.1
`6.2
`
`7.0
`7.1
`7.2
`7.2.1
`7.2.2
`
`8.0
`8.1
`8.2
`8.3
`8.4
`8.4.1
`8.4.2
`8.4.3
`8.4.4
`8.4.5
`8.4.6
`8.4.7
`8.5
`8.5.1
`8.5.2
`8.5.3
`8.6
`8.6.1
`8.6.2
`8.6.3
`8.6.4
`8.6.5
`8.6.6
`8.6.7
`8.6.8
`8.6.9
`8.6.9.1
`8.6.9.2
`8.6.10
`
`Cooling
`Panel Illumination
`Keyboard
`Mode and Function Controls
`CDU Interface
`CDU Confidence Test
`
`DATA BASE STORAGE CONSIDERATIONS
`Performance Data
`Performance Data Update
`Navigation Data
`
`PROVISIONS FOR AUTOMATIC TEST EQUIPMENT
`General
`Unit Identification
`Pin Allocation
`Use of ATLAS Language
`
`ELECTRONIC FLIGHT INSTRUMENT INTERFACE
`Introduction
`FMC Outputs to EFI
`FMC Inputs from EFI
`EFI Design Features
`Map
`Plan
`Map Scales
`Map Projection
`Option Selection
`Symbol Repertoire
`EFI Data Conditioning
`FMC Design Features
`Navigation Data Base
`Flight Plans
`Map Display Edit Areas
`Interface Design
`General
`Map Data Updating
`Background Data Prioritizing
`Background Data Editing
`Mode Change Response
`Map Translation and Rotation Data
`Resolution
`Interface Data Errors
`FMC-to-EFI Data Transfer Protocol
`Data Block Format
`Data Type Word Formats
`EFI-to-FMC Data Transfer
`
`ATTACHMENTS
`
`1A
`1B
`1C
`2
`
`3
`4
`5
`6
`
`FMC Connector Positioning - Rear View
`Control/Display Unit (CDU)
`FDSU Connector Position
`Standard Interwiring
`Notes Applicable to the Standard Interwiring
`Connector Insert Pin Layouts
`Flight Management System
`Data Input/Output FMC Inputs
`Environmental Test Categories
`FMC/EFI Interface
`
`vi
`
`BOEING
`Ex. 1016, p. 6
`
`

`
`ITEM
`
`ATTACHMENTS (cont’d)
`
`7
`8A
`8B
`
`APPENDICES
`
`1
`
`ARINC CHARACTERISTIC 702
`TABLE OF CONTENTS
`
`SUBJECT
`
`FMC/FMC Intersystem Communications
`FMC/ACARS Information Exchange
`Table-Based Formats for FMC IMI/IEI Messages
`
`Chronology and Bibliography
`
`REVISED: June 10, 1994
`
`PAGE
`
`61
`62-67
`68-134
`
`135
`
`vii
`
`BOEING
`Ex. 1016, p. 7
`
`

`
`1.0 INTRODUCTION AND DESCRIPTION
`
`REVISED: June 10, 1994
`ARINC CHARACTERISTIC 702 - Page 1
`
`1.1 Purpose
`
`This document sets forth the characteristics of a Flight
`Management Computer System specifically designed for
`installation in new generation commercial
`transport
`aircraft. The system is not designed for retrofit in any
`aircraft other than those utilizing ARINC 700 series
`equipment.
`
`1.2 Summary of Operational Characteristics
`
`The Flight Management Computer System (FMS)
`described herein is designed to provide performance data
`and fuel management display and control functions, and
`navigation and guidance to a desired flight plan based on
`energy efficient profiles.
`
`NOTE: This Characteristic describes an FMS which is
`capable of providing performance management
`and navigation/guidance functions from take-off
`to final approach. It is recognized, however, that
`a need also exists for a simpler version of the
`system designed
`to
`provide
`performance
`management combined with limited navigation
`and guidance. The intent
`in developing the
`simpler system is to achieve a lower cost system
`with reduced operating logistics compared with
`the more sophisticated system described.
`It is
`anticipated that equipment cost may be reduced
`by:
`
`a. Less complex software design
`
`b. Minimum bulk data storage requirements
`
`c. Simpler Control Display Unit (CDU)
`
`Operating logistics impact may,
`reduced by:
`
`in turn, be
`
`a. Minimized bulk data cost
`
`b. Less frequent data update
`
`c. Reduced crew training needs
`
`the intent herein to develop a
`is not
`It
`"Characteristic within a Characteristic", nor is it
`intended to describe two separate systems.
`Manufacturers wishing to develop the simpler
`system should decide which functions are needed
`for such a system, and design the system in
`accordance with the relevant sections of this
`Characteristic.
`It
`should be
`emphasized,
`however, that all systems should conform to the
`interchangeability standards set forth in Section 2
`of this Characteristic.
`
`The energy management functions performed by the FMS
`includes the computation of target parameters, flight
`profiles and guidance commands to optimize performance
`during all phases of flight. The optimization should, by
`selection, be based on cost,
`time,
`fuel or
`range.
`Provisions should also be included to enable overall
`
`modification of these computations by a factor based on
`individual airline operating economics, local fuel costs,
`etc. To achieve this performance optimization within the
`constraints of the air traffic environment,
`the energy
`management
`functions are integrated with a three
`dimensional, earth oriented navigation system employing
`mixing of available navigation sensor system inputs.
`Primary data for this function are IRS/AHRS, GNSS, air
`data, and bearing and distance data derived from ground
`based VORTACS and VOR and/or DME facilities, with
`provisions for growth inputs from additional sensors.
`
`The system provides for the automatic selection and
`tuning of VOR, DME and ILS systems. The FMS
`receives continuous inputs of altitude, airspeed, ground
`speed, fuel flow and fuel quantity, Engine Pressure Ratio
`(EPR) or revolution (N1), airplane configuration, etc. as
`required to support the energy management calculations.
`
`A data base is stored in the Flight Management Computer
`(FMC) unit which may include performance and limit data
`for a variety of engine types and airplane configurations
`and navigation data to support the airline requirements.
`
`Lateral guidance is computed with respect to great circle
`paths defined by the flight plan, and to transitional paths
`between the great circle paths, or to a preset heading or
`course. Vertical guidance is computed with respect to
`altitudes assigned to waypoints, or to paths defined by
`stored or computed profiles. Speed control along the
`desired path is provided during all phases of flight.
`
`Lateral and vertical guidance and speed/thrust commands
`are computed for automatic control through the Flight
`Control Computer System (FCCS) and Thrust Control
`Computer System (TCCS).
`Deviation signals are
`computed for display on flight instruments.
`
`Engagement of the FMS modes for automatic flight via
`the FCCS and TCCS is controlled through the FCCS
`Controller on the Mode Control Panel (MCP). Flight
`planning data entry and flight performance mode selection
`for FMC use
`is
`performed
`through
`the FMS
`Control/Display Unit (CDU).
`
`The system should be designed with growth potential to
`add real-time constraints to the guidance modes to provide
`a four-dimensional (4D) guidance capability.
`
`The system also has the optional capability to provide all
`the necessary signal processing the input/output functions
`to support a multi-function electronic display.
`
`1.3 Brief Description of the System
`
`The ARINC 702 Flight Management Computer System
`(FMS) comprises two units, one a rack-mounted computer
`unit and the other a cockpit-located control and display
`unit. The computer unit provides storage capability for all
`data needed for system operation.
`
`BOEING
`Ex. 1016, p. 8
`
`

`
`ARINC CHARACTERISTIC 702 - Page 2
`
`1.0 INTRODUCTION AND DESCRIPTION (cont’d)
`
`REVISED: June 10, 1994
`
`1.5.2 Interchangeability Desired for the ARINC 702
`Flight Management Computer System
`
`System interchangeability of the FMC and the CDU with
`respect
`to the standard aircraft
`installation is desired,
`regardless of the manufacturing source. The standards
`necessary to ensure this level of interchangeability are set
`forth in Section 2 of this Characteristic.
`
`1.5.3 "Generation Interchangeability" Considerations
`
`The air transport industry desires that future evolutionary
`equipment improvements and the inclusion of additional
`functions in new equipments during the next few years do
`not violate the interwiring and form factor standards set
`forth in this document. Provisions to ensure forward-
`looking "generation interchangeability" (as best can be
`predicted) are included in this document
`to guide
`manufacturers in future developments.
`
`1.6 Integrity and Availability
`
`Since it is anticipated that this equipment may become the
`primary means of navigation on some aircraft, the utmost
`attention should be paid to the need for integrity and
`availability in all phases of system design, production, and
`installation.
`
`1.7 Regulatory Approval
`
`The equipment should meet all applicable regulatory
`requirements. This Characteristic does not and cannot set
`forth the specific requirements that an equipment must
`meet to be assured of approval. Such information must be
`obtained from the appropriate regulatory authority.
`
`1.4 Unit Description
`
`1.4.1 Flight Management Computer (FMC) Unit
`
`The Flight Management Computer (FMC) unit should
`contain all of
`the components, electronic circuitry,
`memory, etc. incident to the functioning of the system.
`The unit should also contain, as a minimum, sufficient
`data storage for all required active engine and airplane
`performance data, all navigation data required to support
`the active flight plan, and any alternate flight plan which
`may have been entered into the system. The design goal
`should be that the FMC should be capable of storing all
`data required by the system. The computer should be
`designed such that normal and abnormal power switching
`transients and other primary power interruptions as defined
`in RTCA Document DO-160 do not cause essential
`memory contents to be lost.
`
`COMMENTARY
`
`Provisions should be made in the design of the
`computer to allow for future growth of the system.
`Expanding the capabilities of the computer should be
`possible with a minimum of
`rework and at a
`minimum cost to the airline customer. Section 3.6 of
`this Characteristic describes some possible "growth
`features".
`
`1.4.2 Control/Display Unit (CDU)
`
`The CDU should provide means for manually inserting
`system control parameters and selecting modes of
`operation. In addition, it should display various computer
`outputs as well as for the verification of data entered into
`memory.
`Certain annunciations
`related to system
`operation may also be included.
`
`When the FMC is used in conjunction with an IRS and/or
`GNSS Sensor, the CDU may also be used to control this
`equipment. Series control may be employed; i.e., the
`CDU interfaces only to the FMC and all communications
`with the IRS and/or GNSS are made via the FMC/IRS
`and/or FMC/GNSS interface.
`
`NOTE: This method of series control may also be applied
`to other systems inputs, such as Omega, referred
`to in Section 3.6 of this Characteristic.
`
`1.4.3 Flight Data Storage Unit (Optional)
`
`Section deleted by Supplement 2.
`
`1.5 Interchangeability
`
`1.5.1 General
`
`One of the primary functions of an ARINC Equipment
`Characteristic is to designate,
`in addition to certain
`performance parameters, the interchangeability desired for
`aircraft equipment produced by various manufacturers.
`The degree of interchangeability considered necessary is
`specified
`in
`the
`pertinent ARINC
`Equipment
`Characteristic.
`
`BOEING
`Ex. 1016, p. 9
`
`

`
`REVISED: June 10, 1994
`ARINC CHARACTERISTIC 702 - Page 3
`
`2.0 INTERCHANGEABILITY STANDARDS
`
`2.1 Introduction
`
`2.2.2 Control/Display Unit (CDU)
`
`This section of this Characteristic sets forth the specific
`form factor, mounting provisions, interwiring, input and
`output interfaces and power supply characteristics desired
`for the complete Flight Management Computer System.
`These standards are necessary to ensure the continued
`independent design and development of both the
`equipment and the airframe installations.
`
`The CDU should be packaged as a standard dzus-mounted
`control panel 9" high by 5.75" wide. The depth behind
`the panel
`should not exceed 10.5", excluding the
`connector. A connector type M83723/72R18-31N should
`be used having pin assignments as shown in Attachment
`2. Outline drawings showing the connector location are
`included in Attachment 1B to this Characteristic. More
`details on CDU design may be found in Section 5.0.
`
`Manufacturers should note that although this Characteristic
`does not preclude the use of different form factors and
`interwiring features, the practical problem of redesigning
`what will
`then be a standard aircraft
`installation to
`accommodate some special system could very well make
`the use of that other design prohibitively expensive for the
`customer. They should recognize, therefore, the practical
`advantages of developing equipment in accordance with
`the form factor, interwiring and signal standards of this
`document.
`
`2.2 Form Factor, Connectors and Index Pin Coding
`
`2.2.1 Flight Management Computer
`
`The FMC should comply with the dimensional standards
`in ARINC Specification 600, "Air Transport Avionics
`Interfaces" for the 8 MCU form factor. The FMC should
`also comply with ARINC 600 with respect to weight,
`racking attachments,
`front and rear projections and
`cooling.
`
`As an alternative, the 4 MCU form factor may be used.
`Equipment packaged in the 4 MCU form factor should be
`designated "ARINC 702S".
`The same functional
`guidelines and interwiring apply.
`
`The FMC should be provided with a low insertion force,
`size 2 shell ARINC 600 service connector.
`This
`connector should be located on the center grid of the FMC
`rear panel, and index code 04 should be used. The top
`and center inserts of the connector (TP and MP) should
`each provide 150 socket-type contacts. The lower insert
`(BP) should provide 11 pin-type contacts and spaces for
`two small diameter coaxial contacts. Attachment 1A to
`this
`document
`shows
`the
`connector
`arrangement.
`Attachment 2 shows the pin assignments.
`
`If functions not assigned pins on the service connector in
`Attachment 2 to this document are needed to be brought
`to the "outside world" to facilitate testing the FMC, they
`should be assigned pins on an auxiliary connector whose
`type
`and location is
`selected by the
`equipment
`manufacturer. The manufacturer should refer to ARINC
`Specification 600 when choosing the location for this
`connector and note that, other than to accommodate the
`needs for equipment identification by the ATE described
`in this document, he is free to make whatever pin
`assignments he wishes. The airlines do not want the
`unassigned ("future spare") pins of the service connector
`used for functions associated solely with ATE use.
`
`NOTE: As stated in Section 1.2 of this Characteristic, a
`need exists to allow manufacturers the flexibility
`to develop FMC systems with differing levels of
`capability in an effort to reduce airline cost and
`logistic problems.
`Part of
`the system cost
`reduction may be achieved by developing a
`smaller, simpler CDU. Differing feelings exist in
`the industry concerning the relative merits of
`dedicated key versus shared function alpha-
`numeric keyboards, and also on the trade-off
`between the amount of keyboard area versus
`display area. Thus, equipment manufacturers
`may be asked by their airline customers to supply
`CDUs of less than 9" panel height. Airframe
`manufacturers, however, should design cockpits
`to accommodate CDUs of the standard 9" height.
`
`2.2.3 Optional Flight Data Storage Unit (FDSU)
`
`Section deleted by Supplement 2.
`
`2.3 Interwiring
`
`the ARINC 702 Flight
`interwiring for
`The overall
`Management Computer System is set forth in Attachment
`2. The interwiring for a given installation, however, need
`only ensure interconnection with the sub-systems chosen
`to support operation of
`the FMC system. Wiring
`associated with alternate sub-systems shown in Attachment
`2 need not be installed. Equipment manufacturers are
`cautioned not to rely on special wires, cabling or shielding
`for their particular units because they will not exist in an
`ARINC 702 installation.
`
`COMMENTARY
`
`Why Standardize Interwiring?
`
`The standardized interwiring is perhaps the heart of
`all ARINC Characteristics.
`It is this feature which
`allows
`the
`airline
`customer
`to complete his
`negotiations with the airframe manufacturer so that
`the latter can proceed with engineering and initial
`fabrication prior to airline commitment on
`
`BOEING
`Ex. 1016, p. 10
`
`

`
`ARINC CHARACTERISTIC 702 - Page 4
`
`2.0 INTERCHANGEABILITY STANDARDS (cont’d)
`
`2.3 Interwiring (cont’d)
`
`2.4.4 The AC Common Cold
`
`REVISED: March 22, 1982
`
`a specific source of equipment. This provides the
`equipment manufacturer with many valuable months
`in which to put the final "polish" on his equipment in
`development.
`
`The reader’s attention is directed to the interwiring
`guidance in ARINC Report 414, Section 5.0. This
`material defines all of the basic standards utilized in
`airframe wiring installations and all equipment manu-
`facturers should make themselves familiar with it.
`
`The reader’s attention is also directed to the guidance
`in Section 2.2.1 and Appendix 1 of ARINC
`Specification 429 concerning the basic standards for
`digital interfaces in airframe wiring installations.
`
`The wire connected to the FMC connector pin labelled
`"115 VAC Cold" will be grounded to the same structure
`that provides the DC chassis ground but at a separate
`ground stud. Airframe manufacturers are advised to keep
`AC ground wires as short as practicable in order to
`minimize noise pick-up and radiation.
`
`2.5 Environmental Conditions
`
`The FMC and CDU should meet the requirements of
`RTCA Document DO-160.
`Attachment 5 of
`this
`Characteristic
`tabulates
`the
`relevant
`environmental
`categories.
`
`2.5.1 Thermal Interface and Design
`
`2.4 Power Circuitry
`
`2.4.1 Primary Power Input
`
`The FMC and the CDU should be designed to use 115
`volt 400Hz single phase power from a system designed for
`Category
`(A)
`utilization
`equipment
`per ARINC
`Specification 413A.
`
`The primary power inputs to the FMC and the CDU will
`each be protected by a circuit breaker of the size shown
`in Attachment 2 to this Characteristic.
`Installation
`designers should note that the FMC circuit breaker should
`also be capable of handling the current drain of an ARINC
`603 data loader. When such a device is used with the
`FMC, it derives its power from the FMC power source.
`
`The equipment designer should be aware that severe
`switching and other transient
`interruptions to primary
`power occur during normal aircraft operations. He should
`ensure that such interruptions do not cause the computer
`to lose the contents of its memory or impose the need to
`provide an external battery to maintain operations. No
`pilot action should be needed to cause the system to return
`to normal operation following such normal power
`interruptions.
`
`NOTE: Airframe installation designers should verify that
`the aircraft power systems satisfy the primary
`power
`interruption
`criteria
`of ARINC
`Specification 413A.
`
`2.4.2 Power Control Circuitry
`
`There should be no master on/off power switching within
`the FMC system. Any user desiring on/off control should
`provide, through the medium of an external switching
`function installed in the airframe, a means of interrupting
`the primary AC power to the system.
`
`2.4.3 The Common Ground
`
`The wire connected to the FMC connector pin labelled
`"Chassis Ground" should be employed as the DC ground
`return to aircraft structure. It is not intended as a common
`return for circuits carrying heavy AC currents, and
`equipment manufacturers should design their equipment
`accordingly.
`
`2.5.1.1 FMC
`
`The FMC should be designed to utilize, and the airframe
`installation should provide, cooling air in the manner
`described in Section 3.5 of ARINC Specification 600.
`The airflow rate provided to the FMC in the aircraft
`installation should be 44 Kg per hour and the pressure
`drop of the coolant airflow through the equipment should
`be 25 ± 5 mm of water at this rate. The unit should be
`designed to expend the pressure drop in a manner to
`maximize the cooling effect within the equipment.
`Adherence to the pressure drop standard is needed to
`allow interchangeability of equipment.
`
`COMMENTARY
`
`loss of
`The FMC should be designed such that
`cooling air flow does not produce immediate failure.
`Having made this statement,
`the airlines wish to
`remind airframe manufacturers that they may not
`interpret it as a release from the need to provide
`cooling air for the FMC as specified above.
`
`2.5.1.2 CDU
`
`The internal power dissipation of the CDU should not
`exceed 92W. The CDU cooling and thermal design
`should be in accordance with ARINC Specification 408A,
`Sections 2.3, 3.6 and 3.10. These sections define case
`temperature limits, the equipment cooling method, the
`thermal appraisal procedure and expected high temperature
`exposure conditions which should be considered for the
`equipment design.
`
`COMMENTARY
`
`ARINC 408A defines the standard interface between
`the aircraft and indicators; however,
`the thermal
`interface described should also be applied to the
`CDU.
`
`2.6 Weights
`
`System manufacturers should take note of the guidance
`information on weights contained in ARINC Specification
`600.
`
`BOEING
`Ex. 1016, p. 11
`
`

`
`2.0 INTERCHANGEABILITY STANDARDS (cont’d)
`
`ARINC CHARACTERISTIC 702 - Page 5
`
`2.7 System Functions and Signal Characteristics
`
`A complete list of the system functions and signal
`characteristics required to ensure the desired level of
`interchangeability is set forth in Sections 3.0 and 4.0.
`
`2.8 Grounding and Bonding
`
`The attention of equipment and airframe manufacturers is
`drawn to the guidance material in Section 3.2.4 of ARINC
`Specification 600 and Appendix 2 of ARINC Specification
`404A on the subject of equipment and radio rack
`grounding and bonding.
`
`COMMENTARY
`
`A perennial problem for the airlines is the location
`and repair of airframe ground connections whose
`resistances have risen as the airframe aged. A high
`resistance ground usually manifests itself as a system
`problem that
`resists
`all usual
`approaches
`to
`rectification, and invariably consumes a wholly
`unreasonable amount of time and effort on the part of
`maintenance
`personnel
`to
`fix.
`Airframe
`manufacturers are urged,
`therefore,
`to pay close
`attention to assuring the longevity of ground
`connections.
`
`BOEING
`Ex. 1016, p. 12
`
`

`
`ARINC CHARACTERISTIC 702 - Page 6
`
`3.0 SYSTEM DESIGN CONSIDERATIONS
`
`REVISED: June 10, 1994
`
`3.1 System Configurations
`
`Three different configurations of the ARINC 702 Flight
`Management Computer System illustrated in Attachment
`3 to this Characteristic are described in this section. The
`FMC is
`expected
`to
`be
`capable
`of
`operating
`interchangeably in all three.
`
`3.1.1 Single System Configuration
`
`In this configuration, the FMC accepts inputs from one,
`two or three ARINC 704 IRS or ARINC 705 AHRS, one
`or two ARINC 743A GNSS Sensors, two each ARINC
`706 Air Data System, ARINC 711 VOR, and ARINC 709
`DME and one ARINC 710 ILS to compute the lateral and
`vertical navigation functions.
`
`Inputs of fuel quantity, fuel flow and engine and airplane
`configuration parameters and inputs from the thrust control
`computer combined with the air data inputs are used to
`compute the performance data and fuel management
`display or control outputs. Initial condition inputs may be
`inserted manually via the CDU or automatically from
`airplane sensor systems.
`
`3.2 Basic System Functions
`
`3.2.1 Performance Management
`
`3.2.1.1 General
`
`The Flight Management Computer should have the
`capability to calculate parameters for display or control
`purposes, compute the flight profiles and provide the
`guidance outputs for airplane performance in all phases of
`flight,
`including climb, cruise, holding, and descent.
`These computations may be optimized based on such
`criteria as: minimum trip fuel, minimum trip cost,
`minimum trip time, maximum rate of climb or descent,
`maximum angle of climb or descent and maximum
`holding endurance, either singly or in combination. The
`FMC may also provide data for turbulence penetration and
`engine-out conditions. These functions will be integrated
`with the flight planning function of the FMC (see Section
`3.3.2 of
`this Characteristic). All performance data
`computations may be modified according to the Cost
`Index function defined in Section 3.4.1.2.6 of
`this
`document.
`
`3.1.2 Single System/Dual CDU Configuration
`
`3.2.1.2 Performance Data Base
`
`In this configuration, the interface is the same as for the
`single system, with the addition of a second CDU. Both
`CDUs will have the capability of
`requesting and
`displaying data independently, and simultaneously on a
`time shared basis.
`
`NOTE: The question of which CDU is in command,
`particularly when changing data related to the
`engaged mode or active leg is one which requires
`study. Control authority may be delegated by
`means of a cockpit mounted switch or by
`software determination through keyboard action.
`Manufacturers are urged to review the thoughts
`of airlines and airframe manufacturers on this
`subject before a design decision is made. Most
`airlines will not want the switch, but for those
`that do, a discrete has been reserved for this
`function and is defined in Section 4.3.2.2 of this
`Characteristic.
`
`3.1.3 Dual System Configuration
`
`The basic interface for each FMC is the same in the dual
`config