AFDX was first developed for the Airbus #A380. Patented by Airbus, it is based on standards from the IEEE 802.3 - commonly known as Ethernet. It can connect Up to 120 LRUs (46 are connected in a B777) with a Clock speed of 100MHz.Īvionics Full-Duplex Switched Ethernet (AFDX), also know as ARINC 664 was designed as the next-generation aircraft data network. This enables sharing of data between units in avionics system to be much more flexible & supports a 2 Mbps data rate. That is, every terminal on the data bus will send data to and receive data from every other terminal. The ARINC 629 bus is a true data bus in that the bus functions as a multiple-source, multiple link system. The specification is based upon the Digital Autonomous Terminal Access Communications (DATAC) development work of Boeing Commercial Aircraft. The ARINC 429 is installed in the Airbus A310/A320 & Boeing 727/737.ĪRINC 629 was launched in May 1995 and is currently being used on he Boeing 777, Airbus A330, and A340. A high speed at 100 kbit/s and a low speed at 12.5 kbit/s, with the ability to connect to upto 20 LRU’s (Line Replaceable Units) to a single ARINC 429 bus. Developed in 1977 for safety-critical applications, it communicated in 32 bits over a twisted pair cable.ĪRINC 429 has 2 speeds of operations. One of the most widely used bus standards used in commercial aircraft is the ARINC (Aeronautical Radio Incorporated) 429 data bus. 🧵Data Bus Specification and Architecture. For this, Data-busses are used to provide High reliability, low weight and low cost. The various avionics equipment and systems communicate with each other on a aircraft.
As cabin pressure decreases below preset value, the valves open under spring tension to allow any water that has collected to drain away. When the cabin pressurizes, the valves are preset to close when cabin differential pressure reaches 2 psi to prevent loss of cabin pressure. The noise is audible due to the drain valves located in forward structure of the nose fuselage from the cockpit collector grid. Drains allow water/condensation to escape so as to avoid corrosion.Ī drainage pipe ensures any fluid entering the grid is carried to the lowest point of forward fuselage. In other words, there is still some fine tuning to be done.Īlso, it leaves me thinking that despite all the hype, Fenix may not be the last word in in A320s for MSFS, and I think there are still opportunities for other developers to step up and compete.Ever noticed the distinct decrease in airflow noise level in cockpit when Δ press is ~2.1psi when climbing & airflow noise level remains same, unchanged, until descending & Δ press decrease to 2.1psi then airflow noise level increase again.Ī modification designed on #A320 prevents water flow into the cockpit & also preventing water flow underfloor into avionics bay is a fluid collector grid & associated water grid rack & drainage at cockpit door. I've also noticed some strange behavior from the managed modes, including ignoring speed restrictions, missing specified speeds (with no indication that it can't make the speed - indeed flying 20 knots below the required speed on a STAR (for example)), accelerating up to 250 knots on approach with Approach mode activated, managed speed engaged, and much lower speeds indicated in the FMC, but if I specifically program all the points from FAF to the RWY it behaves appropriately. I suspect they will get most things worked out and I look forward to seeing how they progress. When you look at their Discord it is sooooo busy with issues. I've communicated with Fenix and they are polite and receptive, but they are also overwhelmed. I think Fenix is on the right track, but I've had 8-10 CTDs (or more) - sometimes doing nothing more than accessing the EFB on the ground.
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