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Integrated standby instrument system

The Integrated Standby Instrument System (ISIS) is an electronic backup instrument in modern aircraft cockpits, designed to provide pilots with essential flight data—including attitude, altitude, and airspeed—in a single compact display unit when primary flight instruments fail.^[1] It operates independently using internal inertial and barometric sensors to compute its parameters, ensuring reliability during instrument flight rules (IFR) operations and powered by the aircraft's emergency bus for redundancy.^[2]^[3] Developed as a response to the shift toward glass cockpits in commercial aviation, the ISIS consolidates traditional standalone standby instruments (such as mechanical altimeters, airspeed indicators, and attitude indicators) into one low-power LCD-based device with LED backlighting for enhanced readability in various lighting conditions.^[1] First certified solutions emerged in the late 1990s, with systems like Thales' Integrated Electronic Standby Instrument (IESI) achieving compliance with DO-254 hardware and DO-178B Level B software standards, enabling widespread adoption in airliners, helicopters, and emerging urban air mobility vehicles.^[1] Over 40,000 units have been installed globally, accumulating more than 250 million flight hours, primarily in Airbus models such as the A320 family, A330, A340, and A350.^[1]^[2] Key features of the ISIS include minimal space and power consumption (typically under 30 watts), which supports sustainable aircraft design and reduces maintenance needs, while its self-contained architecture minimizes single points of failure compared to older electromechanical standbys.^[1] In regulatory contexts, such as airworthiness directives from the European Union Aviation Safety Agency (EASA) and the Federal Aviation Administration (FAA), the ISIS is mandated for safe continued operations in scenarios like unreliable airspeed indications, where its operative status is required for dispatch relief.^[4]^[5] Manufacturers like Thales and L3Harris (formerly L-3 Avionics) produce variants tailored for specific platforms, emphasizing integration with broader avionics suites for seamless data cross-checking during emergencies.^[1]^[6]

Overview

Definition and Purpose

The Integrated Standby Instrument System (ISIS) is an electronic, self-contained aircraft instrument that combines essential flight displays—such as attitude (artificial horizon), airspeed, altitude, and in some designs heading—into a single compact unit. This integration replaces the traditional array of separate mechanical standby instruments, including gyroscopic attitude indicators and pitot-static altimeters and airspeed indicators, thereby reducing cockpit clutter and overall aircraft weight while maintaining redundancy for critical flight information.^[1]^[7]^[8] The primary purpose of the ISIS is to serve as a reliable backup in modern glass cockpit aircraft, where primary flight displays (PFDs) may fail due to electrical faults, software glitches, or sensor errors, ensuring pilots retain access to vital data under instrument flight rules (IFR) conditions. By providing this emergency functionality, the ISIS enhances overall flight safety, particularly in scenarios involving total primary avionics loss, and is certified to stringent standards like DO-254 and DO-178B for high reliability in civil and military applications.^[1]^[9]^[7] To achieve operational independence, the ISIS incorporates dedicated internal sensors for attitude, pressure (for altitude and airspeed), and sometimes inertial measurements, along with separate power sources that do not rely on the main avionics buses, allowing continued function even during widespread system failures. This self-sufficiency distinguishes it from primary systems and aligns with regulatory requirements for standby instrumentation to guarantee uninterrupted primary flight information availability to the crew.^[10]^[7]^[9]

Advantages

The integrated standby instrument system (ISIS) offers significant space and weight savings by consolidating the functions of multiple traditional standby instruments—such as attitude, altitude, airspeed, and heading indicators—into a single compact unit, typically measuring 3 inches by 3 inches (3 ATI format). This replaces four separate analog gauges, each often requiring 3-inch panels, thereby freeing up valuable cockpit real estate for other avionics or controls.^[7] The overall weight reduction is notable, with ISIS units weighing approximately 3.0 pounds (1.36 kg), compared to the cumulative mass of multiple mechanical instruments and their associated mounting hardware.^[7]^[11] A key advantage lies in enhanced situational awareness, as the ISIS's unified display layout closely resembles that of the primary flight display, enabling pilots to transition seamlessly during emergencies without reorienting to disparate instrument formats. This intuitive presentation reduces cognitive workload by providing a cohesive view of critical flight parameters, such as attitude and airspeed, in a single, readable format under varying lighting conditions.^[1]^[11] Cost efficiencies are realized through simplified design and installation, including reduced wiring complexity and fewer parts, which lower both initial certification expenses and ongoing maintenance requirements. For example, the integration minimizes the number of line-replaceable units, streamlining logistics and cutting operational costs over the aircraft's lifecycle.^[1] Compliance with standards like DO-254 and DO-178B at Design Assurance Level B further expedites certification processes.^[1] Reliability metrics underscore the ISIS's robustness, with mean time between failures (MTBF) exceeding 25,000 flight hours in commercial use and power consumption as low as 11.2 watts at 28 VDC, enabling efficient operation without routine servicing.^[7] These attributes contribute to safety improvements by ensuring independent functionality that avoids common-mode failures with primary systems, thereby meeting Federal Aviation Regulations (FAR) Part 25 redundancy mandates for transport-category aircraft.^[11] Over 40,000 units in service have accumulated more than 250 million flight hours, demonstrating proven dependability in backup roles.^[1]

History

Origins in Glass Cockpits

The adoption of glass cockpits in commercial aviation during the 1980s introduced electronic flight instrument systems (EFIS) that replaced traditional mechanical gauges with digital displays, fundamentally altering cockpit design. Aircraft such as the Boeing 767, which entered service in 1982 with Collins Avionics EFIS, and the Airbus A310, certified in 1983 featuring a two-crew glass cockpit, exemplified this transition by minimizing the space and maintenance demands of electromechanical instruments.^[12]^[13] These systems enhanced situational awareness and reduced pilot workload but eliminated many robust mechanical backups, heightening dependence on electrical power for essential flight data like attitude, airspeed, and altitude.^[14] This shift amplified vulnerabilities to electrical failures, where a single power disruption could render primary displays inoperable, as highlighted in early studies of digital avionics reliability. The motivation for developing integrated standby instrument systems (ISIS) arose directly from these concerns, aiming to provide a compact, self-contained electronic backup that could operate independently during total primary system outages. In the late 1980s, avionics firms pursued prototypes to address such risks, driven by the need to retain analog-like reliability in an increasingly digital environment while complying with regulatory mandates for redundant instrumentation.^[11]^[10] A pivotal example was the Airbus A320, which entered service in 1988 as one of the first fully fly-by-wire aircraft with an all-digital primary cockpit but retaining traditional mechanical standby instruments. These concerns motivated Thales, formerly Thomson-CSF, to develop early ISIS variants during this period to meet FAA requirements under 14 CFR § 25.1303 for visible, independent flight and navigation instruments at each pilot station, ensuring continued access to critical data even under electrical anomalies observed in test flights of advanced airliners. First certified solutions, such as Thales' Integrated Electronic Standby Instrument (IESI), emerged in the late 1990s, enabling integration into the A320 family and replacement of the original mechanical standbys.^[13]^[15]^[1] Similarly, the Boeing 777's 1995 debut further emphasized the demand for such systems, as its comprehensive EFIS setup prompted hybrid solutions to bridge mechanical heritage with digital integration.^[11] ISIS thus served as a transitional technology, encapsulating essential standby functions—airspeed, altitude, attitude, and heading—into a single unit powered by dedicated batteries and sensors, thereby mitigating the single-point failure risks inherent in pure glass cockpits. This design retained the proven dependability of mechanical systems while incorporating digital precision, facilitating safer adoption of EFIS across wide-body and narrow-body fleets.^[16]

Key Developments and Adoption

The development of integrated standby instrument systems (ISIS) accelerated in the 2000s, building on the foundational concepts from 1980s glass cockpits by introducing compact, electronic backups that consolidated multiple analog instruments into single units. Thales Avionics' Integrated Electronic Standby Instrument (IESI) achieved certification for the Airbus A320 family, replacing four traditional standby instruments with a unified display providing attitude, airspeed, and altitude data. Similarly, GE Aviation introduced early 3ATI (3-inch Attitude and Heading Reference Indicator) units tailored for business jets, offering a lightweight, self-contained backup solution compliant with aviation standards.^[1]^[7] During the 2010s, ISIS adoption expanded significantly through retrofits and new installations, driven by the need for enhanced redundancy in aging fleets. Thales reported over 40,000 IESI units in service worldwide by 2020, accumulating more than 250 million flight hours across commercial and regional aircraft. A notable example was the Rockwell Collins retrofit package for Boeing 757 and 767 aircraft, part of broader cockpit modernization efforts including for UPS Airlines' fleet to improve reliability and reduce maintenance.^[1]^[17]^[18] Recent advancements up to 2025 have focused on lighter, more efficient designs and broader platform integration. GE Aviation's fourth-generation ISIS features reduced power consumption at 11.2W and weighs just 1.36 kg, enhancing suitability for diverse applications while maintaining DAL B certification. Thales has integrated IESI into helicopters, with ongoing selections for models like the Airbus H135, H145, and H160, and extended compatibility to urban air mobility (UAM) platforms for safe backup in emerging electric vertical takeoff and landing vehicles.^[7]^[19]^[1] Key drivers of ISIS adoption include regulatory emphasis on improved standby redundancy following the 2009 Air France Flight 447 crash, which highlighted vulnerabilities in instrument data during sensor failures, prompting updates to pitot-static systems and backup requirements in EASA and FAA guidelines. Additionally, the surge in general aviation glass cockpit upgrades has fueled retrofit demand, as operators seek cost-effective ways to meet certification standards for electronic primary flight displays without vacuum-driven analogs.^[20]^[19]^[21]

Design and Components

Display Technology

The integrated standby instrument system (ISIS) employs a high-resolution active matrix liquid crystal display (AMLCD) as its core visual interface, typically measuring 2.4 to 3 inches diagonally to provide a compact yet detailed presentation of critical flight data.^[7]^[22] This display utilizes LED backlighting to achieve a wide dimming range, often exceeding 3000:1, ensuring visibility from low ambient light levels below 0.05 foot-lamberts up to over 150 foot-lamberts for optimal performance in varying cockpit conditions.^[7]^[1] Additionally, the AMLCD is designed to be NVIS-compatible, adhering to standards like NVIS B Class 1, which minimizes interference with night vision imaging systems used in low-light operations.^[7] The display layout integrates multiple flight instruments into a single primary flight display (PFD)-like format, centralizing pilot attention and reducing scan workload. At its core is the attitude director indicator (ADI), which depicts pitch attitudes up to ±90 degrees and roll angles up to ±180 degrees, alongside a vertical speed indicator (VSI) and slip-skid indicator for precise orientation and coordination feedback.^[23]^[22] Complementary scales include an airspeed tape spanning 0 to 490 knots and an altitude tape ranging from -2,000 to +59,000 feet, presented with anti-aliased graphics for enhanced clarity and accuracy in dynamic flight environments.^[7] Readability is prioritized through sunlight-readable construction, incorporating anti-glare coatings and adaptive brightness controls via ambient light sensors to maintain legibility even in direct sunlight.^[22]^[1] Symbology is customizable through software configuration, allowing adaptation to specific aircraft types and operational needs while preserving standardized visual cues.^[22] The unit adheres to a standardized 3ATI (3-inch by 3-inch) form factor, facilitating straightforward panel mounting and integration into diverse avionics layouts, which further streamlines pilot interaction compared to traditional separate gauges.^[24]^[7]

Sensors and Power Systems

The Integrated Standby Instrument System (ISIS) relies on dedicated, embedded sensors to provide independent flight data, ensuring reliability without dependence on the aircraft's primary air data computers or attitude heading reference systems. These typically include solid-state gyroscopes and accelerometers within an inertial measurement unit (IMU) for precise attitude (pitch and roll) determination, along with magnetometers for heading reference.^[22] Barometric pressure transducers measure altitude, while pitot-static sensors capture total and static pressure for airspeed computation, all integrated into a compact unit to minimize external interfaces.^[25] This self-contained design allows the ISIS to operate autonomously, delivering data such as altitude from -2,000 to +59,000 feet and airspeed from 0 to 490 knots.^[7] Power architecture in ISIS emphasizes redundancy and autonomy to sustain operation during primary electrical failures. Systems draw from the aircraft's 28 VDC bus as the primary source, with low nominal consumption around 6-10 watts to optimize efficiency.^[22]^[25] An internal rechargeable lithium-ion battery provides backup, offering at least 60 minutes of runtime when fully charged, though actual duration varies with environmental conditions and load.^[25] Optional heaters, drawing up to 40 watts maximum, maintain sensor performance in cold environments, with the battery recharging automatically from the aircraft bus during normal operation.^[25] Redundancy is embedded in the design through fault-tolerant software and hardware qualifications. The control software adheres to Design Assurance Level (DAL) B under RTCA DO-178B, ensuring rigorous verification for safety-critical functions with a low probability of catastrophic failure.^[1] Environmental robustness follows RTCA DO-160G standards, qualifying units for vibration, electromagnetic interference, and temperature extremes from -55°C to +70°C, suitable for diverse aircraft installations.^[22]^[25] Self-test capabilities enhance operational integrity by performing continuous and on-demand diagnostics. Upon power-up or via pilot initiation, the system verifies sensor accuracy through built-in test equipment (BITE), cross-checking IMU outputs against pressure data and alerting via display flags if discrepancies exceed thresholds, such as attitude drift beyond specified limits.^[1] This proactive monitoring supports maintenance by isolating faults without external tools, contributing to high mean time between failures exceeding 18,000 hours in certified implementations.^[22]

Operation

Integration with Primary Avionics

The Integrated Standby Instrument System (ISIS) connects to the aircraft's primary avionics suite through standardized data interfaces, primarily utilizing ARINC 429 buses to receive non-critical inputs such as heading data from the primary inertial reference systems (IRS).^[7] These interfaces typically include multiple receive and transmit channels—for example, some systems feature four receive and two transmit ARINC 429 channels—allowing the ISIS to ingest attitude, navigation, and air data parameters without compromising the primary system's performance.^[7] In advanced configurations, Ethernet-based networks may supplement ARINC 429 for higher-bandwidth integration, enabling efficient data exchange across the avionics network while maintaining compatibility with legacy systems. If the connection to primary systems is disrupted, the ISIS defaults to its internal sensors, including gyros, accelerometers, and air data modules, ensuring independent operation without reliance on external inputs.^[22] During normal operations, the ISIS operates in a monitoring mode, mirroring the format and key data from the primary flight display (PFD) to facilitate pilot cross-checking and enhance situational awareness.^[22] This synchronization occurs automatically via the data buses, aligning parameters like attitude, airspeed, and altitude to prevent discrepancies between the standby and primary displays, while the ISIS remains passive and does not actively drive aircraft controls.^[22] The display emulates a scaled-down PFD layout, presenting essential flight information in a familiar format to minimize pilot workload and support routine verification without requiring manual intervention.^[22] Installation of the ISIS emphasizes modularity and simplicity, typically involving mounting in a standard 3 ATI (3-inch by 3-inch) instrument panel cutout using clamp or flange bezel options for secure, vibration-resistant placement.^[7] Wiring requirements are minimal, often limited to power (28 VDC, around 10-12 watts), ARINC 429/RS-422 interfaces, and discrete inputs, making it suitable for retrofits in legacy aircraft undergoing electronic flight instrument system (EFIS) upgrades.^[22] This design reduces integration complexity and features a lightweight profile (typically around 3 pounds or 1.4 kg), allowing compatibility with diverse panel layouts while adhering to space and power constraints in commercial and business aviation cockpits.^[7] Software interoperability is achieved through configurable firmware that adapts to aircraft-specific protocols, enabling seamless data exchange with varying avionics architectures without requiring hardware reconfiguration.^[7] Certified to RTCA DO-178B Level B standards, the firmware supports customization via embedded personalization modules or installation configuration tools, allowing adjustments for input protocols like ARINC 429 label mapping and ensuring reversion to standalone mode if needed.^[22] This flexibility promotes broad applicability across platforms, from light transport to widebody aircraft, by accommodating diverse data formats and synchronization requirements.^[7] In the event of primary system failure, the ISIS transitions rapidly to backup mode for continued reliable operation.^[22]

Backup Functionality and Failure Handling

The Integrated Standby Instrument System (ISIS) activates automatically upon detection of a primary flight display (PFD) loss, utilizing discrete signals from the aircraft's avionics bus or power monitoring to trigger the switchover.^[26] This ensures rapid reversion to backup mode without pilot intervention in most cases. In normal operation, the ISIS may mirror primary data briefly before transitioning, but it prioritizes independence during emergencies.^[10] In standalone operation, the ISIS functions independently using its internal sensors to provide attitude, airspeed, and altitude indications, isolating it from the primary avionics bus to prevent cascading failures; initial alignment of internal sensors may take approximately 90 seconds while the aircraft remains stationary.^[26] If internal faults arise, such as sensor misalignment or data corruption, the display shows specific warnings like an "ATT" flag to alert the crew immediately.^[26] This self-contained mode maintains critical flight parameters for continued safe operation.^[26] The ISIS addresses key failure modes including total electrical blackouts, sensor drifts from environmental factors, and avionics bus disruptions by reverting to isolated operation without reliance on external inputs.^[1] For instance, in cases of multiple air data reference (ADR) failures, the system displays flagged indications for unreliable parameters, allowing pilots to identify and isolate affected data sources.^[27] These capabilities ensure the crew retains essential situational awareness even during severe primary system outages.^[10] Pilot procedures for ISIS use follow standardized checklists, such as those in the Airbus Quick Reference Handbook (QRH), emphasizing verification of accuracy through cross-checks with the standby magnetic compass and other independent instruments.^[27] In unreliable speed or attitude scenarios, crews are instructed to disengage autopilot and autothrust, apply pitch and thrust guidance from QRH tables, and confirm ISIS readings against all available indications before proceeding with recovery maneuvers.^[27] If stabilized flight is achieved, pilots may perform attitude reference alignment to reset and verify indications, ensuring reliable data for landing or diversion.^[26]

Applications and Variants

Commercial and Business Aviation

In commercial and business aviation, the Integrated Standby Instrument System (ISIS) has become a standard feature in fixed-wing airliners and jets, providing essential redundancy for attitude, airspeed, and altitude displays during primary avionics failures. Airbus has integrated Thales Group's IESI as a standard component on the A320 family and A330 wide-body aircraft since the early 2000s, offering a compact 5-in-1 functionality that combines multiple standby instruments into a single low-power LCD unit for enhanced cockpit reliability. This system, certified to DO-254 and DO-178B DAL B standards, has also been adapted for retrofits on older A300 models, particularly for cargo operations, where its linefit and retrofit compatibility supports fleet modernization without extensive panel modifications.^[1] Boeing applications similarly leverage ISIS for upgrades on legacy platforms, with Collins Aerospace providing integrated standby solutions for the 757 and 767. In business jets, GE Aerospace's Integrated Standby Instrument offers lightweight redundancy tailored for high-performance models, with customizable software modules allowing adaptation to specific avionics architectures and ensuring minimal weight penalties in long-range configurations.^[7] By 2025, over 40,000 ISIS units are in service worldwide across commercial airliners, driven by the need for robust backup systems in high-traffic fleets, with Thales alone contributing significantly to this installed base through its deployments on major Airbus platforms. These systems support redundancy requirements for long-haul flights, maintaining essential flight data integrity.^[1] Adaptations in business aviation further emphasize operational efficiency, with ISIS integration supporting streamlined operations and reducing workload during high-speed transcontinental flights.

Helicopters and Emerging Platforms

The Integrated Standby Instrument System (ISIS), particularly Thales's IESI variant, has been adapted for rotary-wing aircraft to address the unique operational demands of helicopters, such as high vibration levels and low-speed maneuvers. For models like the Airbus H135 (successor to the EC135), the IESI is planned to integrate sensors including accelerometers and gyrometers to provide reliable attitude, altitude, airspeed, and heading data in a compact 3-ATI format suitable for constrained cockpits, with entry into service scheduled for early 2026. These adaptations will ensure functionality during offshore oil rig transport and emergency medical services (EMS) missions, where environmental stresses are intense.^[28]^[1] A key feature of helicopter-tailored ISIS is its enhanced heading and compass integration, optimized for hover and low-altitude operations common in rotary flight, allowing pilots to maintain orientation without reliance on primary avionics. The system is qualified to MIL-STD-810G standards, demonstrating resistance to vibration, electromagnetic interference, and other harsh conditions prevalent in helicopter environments. This rugged design supports seamless backup during missions involving rapid attitude changes or prolonged hovering.^[1] In emerging platforms, ISIS is increasingly integrated into electric vertical takeoff and landing (eVTOL) vehicles for urban air mobility (UAM), where compact size and low power consumption are critical for piloted short-range flights. Prototypes from eVTOL developers benefit from ISIS's self-contained architecture to meet stringent weight and reliability requirements in battery-limited designs. Thales's IESI, with its low size, weight, and power (SWaP) profile, facilitates this transition by providing essential standby instrumentation without compromising vehicle efficiency.^[1] Other manufacturers, such as L3Harris (formerly L-3 Avionics), produce ISIS variants tailored for specific platforms in commercial, business, and rotary-wing aviation, emphasizing integration with broader avionics suites. Demand for ISIS in helicopters and emerging platforms continues to rise, driven by the expansion of drone-assisted operations and hybrid-electric propulsion systems that prioritize redundant, lightweight avionics. Thales reports over 40,000 IESI units in service worldwide, accumulating more than 250 million flight hours across variants, underscoring the system's proven reliability and growing adoption in these sectors.^[1]

Regulations and Standards

Certification Processes

The certification of integrated standby instrument systems (ISIS) for airworthiness in civil aviation is governed by stringent regulatory standards to ensure reliability as backup flight displays in transport category aircraft. In the United States, the Federal Aviation Administration (FAA) authorizes ISIS under Technical Standard Order (TSO)-C153, which specifies minimum performance standards for integrated modular avionics hardware elements, including those used in standby configurations to provide essential attitude, airspeed, and altitude data during primary system failures.^[29] Complementing this, the European Union Aviation Safety Agency (EASA) aligns with ETSO-C153a for similar hardware qualifications, emphasizing modular designs that support standby functionality while meeting electromagnetic compatibility and environmental resilience requirements.^[30] Additionally, hardware development adheres to RTCA DO-254 guidelines for design assurance, targeting Level B objectives to mitigate hazardous failure conditions that could impair safe flight and landing. Software aspects follow DO-178C standards at the same Level B, ensuring rigorous verification and validation processes for embedded algorithms handling sensor fusion and display rendering. Environmental and functional testing forms a core part of the certification pathway, validating ISIS performance under operational extremes. Systems must comply with RTCA DO-160G for environmental qualification, including Section 20 for electromagnetic interference (EMI), Section 21 for emission of radio frequency energy, and Section 22 for lightning-induced transient susceptibility, to confirm uninterrupted operation in electrically harsh aircraft environments.^[31] Functional tests assess sensor accuracy, such as attitude indicators maintaining within ±1° pitch and roll error under dynamic conditions, alongside high-intensity radiated fields (HIRF) protection per 14 CFR §25.1317, which requires shielding against external radio frequency threats to sustain a minimum 25-year service life without degradation affecting flight safety.^[32] These regimes ensure ISIS redundancy aligns with failure probability targets, such as 10^-5 to 10^-7 per flight hour for major failures. The approval process typically involves obtaining a Supplemental Type Certificate (STC) for retrofit installations on existing aircraft types, demonstrating compliance through system safety assessments and integration testing. For instance, Thales' Integrated Electronic Standby Instrument (IESI), an ISIS variant, received certification for Airbus A320 family aircraft via modification 27620, enabling its use as a compact backup display in narrow-body transports.^[33] Similarly, GE Aerospace's GenISys standby system has secured nine EASA ETSOs by 2025, covering attitude, air data, and navigation functions for diverse platforms, facilitating broad retrofit applicability.^[7] International harmonization streamlines global certification by aligning FAA Advisory Circular (AC) 25.1302-1 with EASA Certification Specification (CS)-25, both emphasizing redundancy in installed systems for transport aircraft to prevent common-mode failures in standby instrumentation.^[34] This bilateral framework allows reciprocal acceptance of data, reducing duplication in demonstrating continued safe operation post-primary avionics loss.

Installation and Maintenance Requirements

Installation of an Integrated Standby Instrument System (ISIS) in aircraft requires adherence to regulatory standards outlined in Federal Aviation Administration (FAA) Advisory Circulars for both Part 23 (small airplanes) and Part 25 (transport category) aircraft, ensuring redundancy, visibility, and independence from primary systems. For Part 23 installations, the ISIS must provide primary flight information—including attitude, airspeed, and altitude—after any single failure, with a minimum display size of 2 inches in diameter for individual instruments or 3 inches combined, positioned within a 35-degree field-of-view from the pilot's design eye reference point to maintain accessibility without pilot repositioning.^[9] Power supply must be independent, typically from a dedicated essential bus or secondary alternator/battery capable of sustaining operation for at least 30 minutes post-primary power loss, with momentary interruptions not exceeding 200 milliseconds before recovery within 1 second.^[9] Mounting configurations vary by manufacturer; for instance, the GE GenISys ISIS uses a standard 3x3-inch (3ATI) format with clamp or flange bezel mounting, passively cooled, and weighing 3.0 pounds, designed for straightforward integration into existing panels without routine adjustments.^[7] Similarly, the Thales IESI employs a compact, self-contained unit with low-power LCD technology, minimizing cockpit space while complying with DO-254 and DO-178B DAL B standards for environmental robustness.^[1] In Garmin's GI 275 standby configuration, installation involves a 3.125-inch round cutout in a metal panel (DC resistance ≤20 milliohms), secured with three #8-32 screws torqued appropriately, and oriented within ±2° roll, ±15° pitch, and ±15° yaw of aircraft level, with wiring using 22 AWG for power/ground runs under 20 feet per AC 43.13-1B guidelines.^[35] For Part 25 aircraft, installation emphasizes a "Basic T" arrangement for primary flight data on the ISIS, centered in the pilot's forward field-of-view, with no glare or reflections per §25.773, and independence from primary avionics to avoid common-mode failures, including separate circuit breakers and ground returns.^[36] Reversionary modes must activate automatically or via single pilot action within 1 second of failure, displaying consistent symbology and warnings, while the system withstands electromagnetic interference and unusual attitudes per §25.1301.^[36] Manufacturers like GE specify 11.2W power draw at 28VDC for the GenISys, with optional 25W heater, and EASA ETSO certifications (e.g., C2d for attitude, C10b for airspeed) confirming compliance for global installations.^[7] Thales IESI installations prioritize sustainability with reduced power via LED backlighting, certified for airliners and helicopters, ensuring minimal integration complexity.^[1] Maintenance requirements for ISIS focus on ensuring continued airworthiness through periodic testing and minimal intervention, as these systems are designed for high reliability with mean time between failures exceeding 25,000 flight hours in commercial applications.^[7] FAA guidelines mandate Instructions for Continued Airworthiness per §25.1529, including verification of display readability, luminance stability, and fault diagnostics to prevent degradation, with no routine servicing needed beyond environmental checks.^[36] For battery-backed units like the Garmin GI 275, the internal backup battery must be tested every 392 days via configuration mode to confirm up to 120 minutes of operation, charged between 0°C and 60°C, and stored at -20°C to 20°C with recharging every two years if unused; lens cleaning uses lint-free cloths and anti-reflective safe cleaners.^[35] Thales reports over 40,000 IESI units in service accumulating 250 million flight hours with low maintenance costs, emphasizing self-diagnostic features for rapid fault isolation.^[1] Post-installation, ground and flight checks validate attitude/heading calibration and power continuity, with software updates (e.g., Garmin v2.41 for ADAHRS robustness) mandatory for certified configurations.^[35] All maintenance must be performed by licensed technicians per 14 CFR Part 43, prioritizing accessibility to components like cooling fans and reversionary switches to minimize downtime.

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Sep 1, 2005 · From the A380, the A350 adapts the air data inertial reference unit, dual integrated standby instruments, and integrated surveillance system ( ...
[28]
[PDF] SECTION 2-17 - FLIGHT INSTRUMENTS - Jett Air X
Jun 29, 2001 · Standby instruments are provided to supply flight data information in case of PFD and MFD loss. ... INTEGRATED STANDBY INSTRUMENT SYSTEM. (ISIS ...Missing: aviation | Show results with:aviation
[29]
[PDF] QUICK REFERENCE HANDBOOK - Googleapis.com
Nov 23, 2021 · WARNING The flight crew can attempt a system reset only when: ‐ An ECAM/OEB/FCOM/QRH procedure requests to reset the system, or. ‐ The System ...
[30]
767/757 Large Format Display System Flight Deck Retrofit
Our 767/757 retrofit features three large-format LCD displays that replace six cathode ray tube (CRT) displays and numerous analog instruments.Missing: ISIS | Show results with:ISIS
[31]
Extended Range Operations | SKYbrary Aviation Safety
ICAO Requirements for Extended Range Twin-engine Operations (ETOPS) have been in place since 1985, when they were introduced to apply an overall level of ...
[32]
Pro Line 21™ Integrated Avionics System - Collins Aerospace
Our Pro Line 21™ integrated avionics system is designed to enhance a wide range of business and commercial and military aircraft. With large, crystal-clear LCD ...Missing: ISIS single-
[33]
Airbus Helicopters selects Thales Integrated Electronic Standby ...
Jun 29, 2023 · Thales's new-generation IESI provides pilots with vital data for flight safety, even if other cockpit equipment fails. This third-generation ...
[34]
[PDF] AC 20-170 - Federal Aviation Administration
Nov 21, 2013 · also provides guidance on how to show compliance with Technical Standard Order (TSO)-C153, integrated Modular Avionics Hardware Elements. b.
[35]
[PDF] ETSO-C153a - EASA
1: The IMA module is a physical package able to contain at least two hardware modules that may provide protection from environmental effects (shielding, etc.) ...
[36]
[PDF] AC 21-16G - RTCA Document DO-160 versions D, E, F, and G ...
Jun 22, 2011 · The tests in RTCA/DO-160 provide a laboratory means of demonstrating the performance characteristics of airborne equipment in environmental ...Missing: ISIS | Show results with:ISIS
[37]
14 CFR 25.1317 -- High-intensity Radiated Fields (HIRF) Protection.
Each electrical and electronic system that performs a function whose failure would prevent the continued safe flight and landing of the airplane must be ...
[38]
https://www.aviation.govt.nz/assets/aircraft/type-acceptance-reports/Airbus-A318-A319-A320-A321.pdf
[39]
[PDF] AC 25.1302-1 - Federal Aviation Administration
May 3, 2013 · This advisory circular (AC) provides guidance for the design and methods of compliance for installed equipment on transport airplanes ...
[40]
[PDF] GI 275 - Multi-Function Instrument Installation Manual
Aug 4, 2020 · The GI 275 standby instrument must install and maintain the included backup battery. 2.10.6 Magnetic Interference Survey. NOTE. If mounting ...
[41]
[PDF] AC 25-11B - Electronic Flight Displays
Jul 10, 2014 · Using electronic displays and integrated modular avionics allows designers to integrate systems to a much higher degree than was practical with ...