SIST EN 4660-001:2011

SLOVENSKI STANDARD
SIST EN 4660-001:2011
01-december-2011
Aeronavtika - Modularne in odprte letalske elektronske arhitekture - 001. del:
Arhitektura
Aerospace series - Modular and Open Avionics Architectures - Part 001: Architecture
Luft- und Raumfahrt - Modulare und offene Avionikarchitekturen - Teil 001: Architektur
Série aérospatiale - Architectures Avioniques Modulaires et Ouvertes - Partie 001:
Architecture
Ta slovenski standard je istoveten z: EN 4660-001:2011
ICS:
49.090 2SUHPDLQLQVWUXPHQWLY On-board equipment and
]UDþQLKLQYHVROMVNLKSORYLOLK instruments
SIST EN 4660-001:2011 en
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

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SIST EN 4660-001:2011

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SIST EN 4660-001:2011


EUROPEAN STANDARD
EN 4660-001

NORME EUROPÉENNE

EUROPÄISCHE NORM
February 2011
ICS 49.090
English Version
Aerospace series - Modular and Open Avionics Architectures -
Part 001: Architecture
Série aérospatiale - Architectures Avioniques Modulaires et Luft- und Raumfahrt - Modulare und offene
Ouvertes - Partie 001: Architecture Avionikarchitekturen - Teil 001: Architektur
This European Standard was approved by CEN on 26 June 2010.

CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this European
Standard the status of a national standard without any alteration. Up-to-date lists and bibliographical references concerning such national
standards may be obtained on application to the CEN-CENELEC Management Centre or to any CEN member.

This European Standard exists in three official versions (English, French, German). A version in any other language made by translation
under the responsibility of a CEN member into its own language and notified to the CEN-CENELEC Management Centre has the same
status as the official versions.

CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia,
Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland,
Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom.





EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION

EUROPÄISCHES KOMITEE FÜR NORMUNG

Management Centre: Avenue Marnix 17, B-1000 Brussels
© 2011 CEN All rights of exploitation in any form and by any means reserved Ref. No. EN 4660-001:2011: E
worldwide for CEN national Members.

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SIST EN 4660-001:2011
EN 4660-001:2011 (E)
Contents Page
Foreword .4
0 Introduction .4
0.1 Purpose .5
0.2 Document Structure .6
1 Scope .7
2 Normative references .7
3 Terms, definitions and abbreviations .7
3.1 Terms and definitions .7
3.2 Abbreviations .8
3.3 Definitions .9
4 IMA Drivers and Characteristics .9
4.1 Drivers .9
4.2 Introduction to IMA Concepts . 10
4.2.1 Non-IMA Systems . 10
4.2.2 Characteristics for an IMA System . 11
4.2.3 IMA System Design. 11
5 Requirements and the Architecture Standard . 13
5.1 Software Architecture . 13
5.2 Common Functional Module . 15
5.3 Communication / Network . 15
5.4 Packaging . 16
6 Guidelines . 16
6.1 System Management . 17
6.2 Fault Management . 17
6.3 System initialisation and shutdown. 17
6.4 System Configuration / reconfiguration . 18
6.5 Time Management. 18
6.6 Security Aspects . 18
6.7 Safety . 19
Annex A (informative) Power Distribution Architecture . 20
A.1 General Description . 20
A.2 The Double Conversion Architecture . 20
A.3 The Line Replaceable Chamber . 21

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SIST EN 4660-001:2011
EN 4660-001:2011 (E)
Table of Figures Page
Figure 1 — ASAAC Standard Documentation Hierarchy . 5
Figure 2 — A Typical Federated Aircraft System . 10
Figure 3 — IMA Core System . 12
Figure 4 — IMA System . 12
Figure 5 — An IMA System . 13
Figure 6 — Three Layer Software Architecture . 14
Figure A.1 — Double Conversion Architecture . 20

Table of Tables Page
Table 1 — Architectural Characteristics . 11
Table 2 — Software Layer Independence . 14

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SIST EN 4660-001:2011
EN 4660-001:2011 (E)
Foreword
This document (EN 4660-001:2011) has been prepared by the Aerospace and Defence Industries Association
of Europe - Standardization (ASD-STAN).
After enquiries and votes carried out in accordance with the rules of this Association, this Standard has
received the approval of the National Associations and the Official Services of the member countries of ASD,
prior to its presentation to CEN.
This European Standard shall be given the status of a national standard, either by publication of an identical
text or by endorsement, at the latest by August 2011, and conflicting national standards shall be withdrawn at
the latest by August 2011.
Attention is drawn to the possibility that some of the elements of this document may be the subject of patent
rights. CEN [and/or CENELEC] shall not be held responsible for identifying any or all such patent rights.
According to the CEN/CENELEC Internal Regulations, the national standards organizations of the following
countries are bound to implement this European Standard: Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech
Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia,
Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain,
Sweden, Switzerland and the United Kingdom.


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SIST EN 4660-001:2011
EN 4660-001:2011 (E)
0 Introduction
0.1 Purpose
This document was produced under the ASAAC Phase II Contract.
The purpose of the ASAAC Programme is to define and validate a set of open architecture standards,
concepts and guidelines for Advanced Avionics Architectures (A3) in order to meet the three main ASAAC
drivers. The standards, concepts and guidelines produced by the Programme are to be applicable to both new
aircraft and update programmes.
The three main drivers for the ASAAC Programme are:
 Reduced life cycle costs,
 Improved mission performance,
 Improved operational performance.
The Standards are organised as a set of documents including:
 A set of agreed standards that describe, using a top down approach, the Architecture overview to all
interfaces required to implement the core within avionics systems,
 The guidelines for system implementation through application of the standards.
The document hierarchy is given hereafter: (in this figure, the current document is highlighted)
Standards for Architecture
Standards for Software Guidelines for System Issues
System Management
−
Fault Management
−
− Initialisation / Shutdown
− Configuration / Reconfiguration
Standards for Packaging
− Time Management
− Security
− Safety
Standards for Communications and
Network
Standards for Common Functional Modules

Figure 1 — ASAAC Standard Documentation Hierarchy
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SIST EN 4660-001:2011
EN 4660-001:2011 (E)
0.2 Document Structure
The document contains the following clauses:
Clause 1, gives the scope of the document,
Clause 2, identifies normative references,
Clause 3, gives the terms, definitions and abbreviations,
Clause 4, presents the set of architecture drivers and characteristics as well as an introduction to IMA,
Clause 5, defines the architecture standard, and introduces the other standards,
Clause 6, introduces the guidelines for implementing an IMA architecture,
Annex A, presents the power supply architecture.
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SIST EN 4660-001:2011
EN 4660-001:2011 (E)
1 Scope
The purpose of this standard is to establish uniform requirements for the architecture for Integrated Modular
Avionic (IMA) systems as defined by the ASAAC Programme.
The IMA architecture can be built by using common components. These components are specified in separate
standards. Ways of using these components are described in a set of guidelines. This document gives
references to these Standards and Guidelines as well as a short introduction to IMA.
2 Normative references
The following referenced documents are indispensable for the application of this document. For dated
references, only the edition cited applies. For undated references, the latest edition of the referenced
document (including any amendments) applies.
EN 4660-002, Aerospace series — Modular and Open Avionics Architectures — Part 002: Common
Functional Modules
EN 4660-003, Aerospace series — Modular and Open Avionics Architectures — Part 003:
Communications/Network
EN 4660-004, Aerospace series — Modular and Open Avionics Architectures — Part 004: Packaging
EN 4660-005, Aerospace series — Modular and Open Avionics Architectures — Part 005: Software
1)
ASAAC2-GUI-32450-001-CPG Issue 01, Final Draft of Guidelines for System Issues
— Volume 1 — System Management.
— Volume 2 — Fault Management.
— Volume 3 — Initialisation and Shutdown.
— Volume 4 — Configuration / Reconfiguration.
— Volume 5 — Time Management.
— Volume 6 — Security.
— Volume 7 — Safety.
3 Terms, definitions and abbreviations
3.1 Terms and definitions
Use of “shall”, “should” and “may” within the standards observe the following rules:
 The word SHALL in the text expresses a mandatory requirement of the standard.

1) Published by: Allied Standard Avionics Architecture Council.
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SIST EN 4660-001:2011
EN 4660-001:2011 (E)
 The word SHOULD in the text expresses a recommendation or advice on implementing such a
requirement of the standard. It is expected that such recommendations or advice will be followed unless
good reasons are stated for not doing so.
 The word MAY in the text expresses a permissible practice or action. It does not express a requirement of
the standard.
3.2 Abbreviations
A3 : Advanced Avionics Architectures
AM : Application Management
AL : Application Layer
APOS : Application Layer / Operating System Layer Interface
ASAAC : Allied Standard Avionics Architecture Council
BIT : Built-In Test
BW : Band-Width
CFM : Common Functional Modules
CNI : Communication / Navigation / Identification
COMSEC : Communication Security
COTS : Commercial Off The Shelf
CPU : Computer Processing Unit
DC : Direct Current
DPM : Data Processing Module
EO : Electro-Optic
EMI : Electro-Magnetic Interference
EW : Electronic Warfare
GPM : Graphic Processing Module
GSM : Generic System Management
HDD : Head-Down Display
HUD : Head-Up Display
HW : Hardware
IED : Insertion / Extraction Device
IF : Interface
IFF : Identification Friend or Foe
IMA : Integrated Modular Avionics
LRC : Line Replaceable Chamber
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SIST EN 4660-001:2011
EN 4660-001:2011 (E)
LRM : Line Replaceable Module
MMM : Mass Memory Module
MOS : Module Support Layer / Operating System Layer Interface
MPI : Module Physical Interface
NSM : Network Support Module
OS : Operating System
PCM : Power Conversion Module
PCU : Power Conversion Unit
PSE : Power Supply Element
SPM : Signal Processing Module
TD&T : Target Detection and Tracking
TRANSEC : Transmission Security
UAV : Unmanned Aerial Vehicle

3.3 Definitions
3.3.1
IMA System
full system that is built from an IMA Core System and non-Core equipment
3.3.2
IMA Core System
avionics system comprising one or a series of avionic racks containing sets of standardised CFMs linked
together by a unified communication network and executing reusable functional applications that are hardware
independent, operating systems and system management software
3.3.3
Common Functional Modules (CFM)
line replaceable items and provide an IMA Core System with a computational capability, network support
capability and power conversion capability
3.3.4
Software Layered Architecture
common software model based on the concept of a layered software architecture. Within this model, the
layers are separated by standardised interfaces in order to provide independence of these layers
3.3.5
System Management
management of the resources and services of an IMA Core System during initialisation, all operational phases
in flight and on ground, and system shutdown
4 IMA Drivers and Characteristics
4.1 Drivers
The three principle drivers for the architecture are:
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SIST EN 4660-001:2011
EN 4660-001:2011 (E)
 Reduced Life Cycle Cost:
 A major objective is to reduce the accumulated costs over the life cycle of a system i.e. the
development, acquisition and support costs.
 Improved Mission Performance:
 The system must be capable of fulfilling the missions and satisfy all possible airborne platforms in
terms of functionality, capability, reliability, accuracy, configurability and interoperability under the full
scope of operating conditions.
 Improved Operational Performance:
 The goal adopted is that the system (aircraft) should achieve a combat capability of 150 flying hours
or 30 days without maintenance, with an availability of at least 95 %.
 This goal far exceeds that achievable today and an IMA System will be required to exhibit fault
tolerance so that it can survive the occurrence of faults with the required level of functionality.
4.2 Introduction to IMA Concepts
4.2.1 Non-IMA Systems
Non-IMA systems (e.g. federated systems) often comprise avionics units supplied by different equipment
suppliers. These units invariably contain custom embedded computer systems in which the functional
software is habitually bound to the hardware. It is not uncommon practice for these units to communicate via a
number of different data busses, with perhaps two or three communication standards being the norm. Figure 2
depicts a simplified federated system architecture.
S2
S6
S6
S3 S5
S1 S2 S4
S6
S6
Sn - Supplier number
S2
Data Bus – Comms Standard ‘A’
Data Bus – Comms Standard ‘B’
Data Bus – Comms Standard ‘C’

Figure 2 — A Typical Federated Aircraft System
It is widely accepted within the aerospace community that the consequences of continuing to develop aircraft
along these lines are: frequent maintenance, low aircraft availability, low hardware and software re-use and
large spares inventories - all of which contribute to higher costs for the initial production and the subsequent
maintenance of avionics systems. Aircraft systems are becoming increasingly larger and more complex,
driven as they are by current mission and operational requirements, while market availability of components is
getting so short that systems are often becoming obsolete during their development.
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4.2.2 Characteristics for an IMA System
The first step in defining a solution to meet the drivers defined in 4.1 is to establish a suite of derived
requirements or architecture characteristics that would collectively lend themselves to the main drivers being
met.
The key architectural charact
...