Pub Date : 1995-11-05DOI: 10.1109/DASC.1995.482835
J. Leung, B. Siegel
The FAA is considering using GPS and GPS augmentations for civilian aircraft navigation. This paper investigates the capability of the existing GPS constellation to meet FAA RAIM (receiver autonomous integrity monitoring) requirements for en route civilian flights over the continental United States (CONUS). The analysis shows that the current GPS constellation does not meet the FAA en route requirements when the effect of expected satellite failures requiring replacements are considered. An enlarged constellation, with either 5 additional satellites in a 0/spl deg/-inclination plane or 6 additional satellites distributed in the 55/spl deg/-inclination planes, will achieve the (1-10/sup -5/) RAIM availability requirement. The sensitivity of RAIM availability to various system parameters was also studied. These include: receiver masking elevation angle, horizontal navigation error limit, aiding baro-altimeter measurement error, and probability of missed detection. Reducing the allowable elevation angle to 0/spl deg/, which may be permissible for en route flights, significantly improves availability provided by the current 24 satellite constellation from 0.9976 to 0.9905.
{"title":"GPS standard positioning service (SPS) aircraft en route RAIM availability for continental United States","authors":"J. Leung, B. Siegel","doi":"10.1109/DASC.1995.482835","DOIUrl":"https://doi.org/10.1109/DASC.1995.482835","url":null,"abstract":"The FAA is considering using GPS and GPS augmentations for civilian aircraft navigation. This paper investigates the capability of the existing GPS constellation to meet FAA RAIM (receiver autonomous integrity monitoring) requirements for en route civilian flights over the continental United States (CONUS). The analysis shows that the current GPS constellation does not meet the FAA en route requirements when the effect of expected satellite failures requiring replacements are considered. An enlarged constellation, with either 5 additional satellites in a 0/spl deg/-inclination plane or 6 additional satellites distributed in the 55/spl deg/-inclination planes, will achieve the (1-10/sup -5/) RAIM availability requirement. The sensitivity of RAIM availability to various system parameters was also studied. These include: receiver masking elevation angle, horizontal navigation error limit, aiding baro-altimeter measurement error, and probability of missed detection. Reducing the allowable elevation angle to 0/spl deg/, which may be permissible for en route flights, significantly improves availability provided by the current 24 satellite constellation from 0.9976 to 0.9905.","PeriodicalId":125963,"journal":{"name":"Proceedings of 14th Digital Avionics Systems Conference","volume":"14 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1995-11-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"134209545","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 1995-11-05DOI: 10.1109/DASC.1995.482930
B. A. Andrews, W. Mackey, E. Widmann
This paper provides a description of the most recent issue of the NCOSEKAWG Interim Model for the Capability Assessment of Systems Engineering (Version 1.40) and its supporting documents. The NCOSEKAWG Interim Model has been under development for the past year and a half, with its initial release in April 1994. The NCOSEICAWG Interim Model is a preliminary attempt to assess systems engineering capability with respect to a subset of the requirements defined by the CAWG for this purpose. The NCOSE/CAWG Interim Model can be viewed as filling a void, since the CAWG believes that a complete Capability Assessment Model for Systems Engineering that satisfies all requirements defined by the CAWG for such a model currently does not exist. The paper also presents a synopsis of the background leading up to the development of the NCOSEKAWG Interim Model and a description of the planned activities focused on both improving and offering a degree of validation to the NCOSEKA WG Interim Model and its supporting documents. A key feature of the improvementhalidation activity is a series of CAWG facilitated Systems Engineering Process Assessments (SEPAs) at selected companies.
{"title":"THE NCOSE/CAWG INTERIM MODEL (VERSION 1.40)) FOR THE CAPABILITY ASSESSMENT OF SYSTEMS ENGINEERING","authors":"B. A. Andrews, W. Mackey, E. Widmann","doi":"10.1109/DASC.1995.482930","DOIUrl":"https://doi.org/10.1109/DASC.1995.482930","url":null,"abstract":"This paper provides a description of the most recent issue of the NCOSEKAWG Interim Model for the Capability Assessment of Systems Engineering (Version 1.40) and its supporting documents. The NCOSEKAWG Interim Model has been under development for the past year and a half, with its initial release in April 1994. The NCOSEICAWG Interim Model is a preliminary attempt to assess systems engineering capability with respect to a subset of the requirements defined by the CAWG for this purpose. The NCOSE/CAWG Interim Model can be viewed as filling a void, since the CAWG believes that a complete Capability Assessment Model for Systems Engineering that satisfies all requirements defined by the CAWG for such a model currently does not exist. The paper also presents a synopsis of the background leading up to the development of the NCOSEKAWG Interim Model and a description of the planned activities focused on both improving and offering a degree of validation to the NCOSEKA WG Interim Model and its supporting documents. A key feature of the improvementhalidation activity is a series of CAWG facilitated Systems Engineering Process Assessments (SEPAs) at selected companies.","PeriodicalId":125963,"journal":{"name":"Proceedings of 14th Digital Avionics Systems Conference","volume":"81 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1995-11-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"129003659","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 1995-11-05DOI: 10.1109/DASC.1995.482799
A. Helfrick
When the mode-S transponder was developed, the system was provided with a number of communications capabilities. It was envisioned that a number of enhancements of the modern cockpit would use the mode-S data link. At the time of the development of the mode-S transponder, it was also envisioned that the mode-S transponder would receive a high level of penetration into the secondary radar transponder population because of mandated installation of modes. The mode-S data link is often suggested as an appropriate data link but there are some concerns about the data capacity of the mode-S system. The mode-S system already shares the 1030/1090 MHz frequency pair with ATCRBS transponders and TCAS. Since there is only one frequency pair, every user, world-wide, shares these frequencies. The mode-S system is first, and foremost, a part of the air traffic control radar system and the data link is a secondary operation. Under no circumstances should the data link portion of the mode-S system jeopardize the primary function of the transponder. It was determined that a surveillance system would be an important tool to analyze the amount and type of activity on the 1030/1090 MHz frequency pair. This tool, essentially a recording receiver, would be useful in assessing the potential problems of adding additional loading on the 1030/1090 MHz frequency pair. The receiver design is described and the results of activity tests are presented and compared to previous tests.
{"title":"A surveillance receiver for evaluating mode A/C/S activity","authors":"A. Helfrick","doi":"10.1109/DASC.1995.482799","DOIUrl":"https://doi.org/10.1109/DASC.1995.482799","url":null,"abstract":"When the mode-S transponder was developed, the system was provided with a number of communications capabilities. It was envisioned that a number of enhancements of the modern cockpit would use the mode-S data link. At the time of the development of the mode-S transponder, it was also envisioned that the mode-S transponder would receive a high level of penetration into the secondary radar transponder population because of mandated installation of modes. The mode-S data link is often suggested as an appropriate data link but there are some concerns about the data capacity of the mode-S system. The mode-S system already shares the 1030/1090 MHz frequency pair with ATCRBS transponders and TCAS. Since there is only one frequency pair, every user, world-wide, shares these frequencies. The mode-S system is first, and foremost, a part of the air traffic control radar system and the data link is a secondary operation. Under no circumstances should the data link portion of the mode-S system jeopardize the primary function of the transponder. It was determined that a surveillance system would be an important tool to analyze the amount and type of activity on the 1030/1090 MHz frequency pair. This tool, essentially a recording receiver, would be useful in assessing the potential problems of adding additional loading on the 1030/1090 MHz frequency pair. The receiver design is described and the results of activity tests are presented and compared to previous tests.","PeriodicalId":125963,"journal":{"name":"Proceedings of 14th Digital Avionics Systems Conference","volume":"15 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1995-11-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"127503187","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 1995-11-05DOI: 10.1109/DASC.1995.482934
R. Hess, J. Todd
Although the potential aircraft hazards posed by exposure to High Intensity Radiated Fields are hard to delimit, we in the civil transport aircraft industry must nonetheless certify ow aircraft and systeiiis with respect to this potential hazard as part of the overall Elsctroniagnetic (EME) certification. This paper discusses techniques and technologies which when used together Environment
{"title":"Making HIRF Certification Economical","authors":"R. Hess, J. Todd","doi":"10.1109/DASC.1995.482934","DOIUrl":"https://doi.org/10.1109/DASC.1995.482934","url":null,"abstract":"Although the potential aircraft hazards posed by exposure to High Intensity Radiated Fields are hard to delimit, we in the civil transport aircraft industry must nonetheless certify ow aircraft and systeiiis with respect to this potential hazard as part of the overall Elsctroniagnetic (EME) certification. This paper discusses techniques and technologies which when used together Environment","PeriodicalId":125963,"journal":{"name":"Proceedings of 14th Digital Avionics Systems Conference","volume":"107 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1995-11-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"124052595","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 1995-11-05DOI: 10.1109/DASC.1995.482925
K. W. Bernhardt
NASA's Small Spacecraft Technology Initiative (SSTI) is developing two lightweight, "pathfinder" spacecraft, Lewis and Clark, to demonstrate a better faster, cheaper approach to spacecraft development and to gain valuable space science and technology data. In the command and data handling subsystem, SSTI Clark will demonstrate the implementation of seven advanced technologies in a "better, cheaper, faster" environment. The seven advanced technologies are: (1) 3-D Cube packaging, (2) 16 Mbit DRAM, (3) integrated avionics, (4) multifunctional serial I/O bus, (5) 32-bit processor, (6) composite housing, and (7) radiation hardened field programmable gate arrays (FPGAs). This paper will discuss each technology (including the achieved performance metrics) and how these technologies were implemented using the "better, cheaper, faster" methods employed for the SSTI mission.
{"title":"Advanced technologies for a command and data handling subsystem in a \"better, faster, cheaper\" environment","authors":"K. W. Bernhardt","doi":"10.1109/DASC.1995.482925","DOIUrl":"https://doi.org/10.1109/DASC.1995.482925","url":null,"abstract":"NASA's Small Spacecraft Technology Initiative (SSTI) is developing two lightweight, \"pathfinder\" spacecraft, Lewis and Clark, to demonstrate a better faster, cheaper approach to spacecraft development and to gain valuable space science and technology data. In the command and data handling subsystem, SSTI Clark will demonstrate the implementation of seven advanced technologies in a \"better, cheaper, faster\" environment. The seven advanced technologies are: (1) 3-D Cube packaging, (2) 16 Mbit DRAM, (3) integrated avionics, (4) multifunctional serial I/O bus, (5) 32-bit processor, (6) composite housing, and (7) radiation hardened field programmable gate arrays (FPGAs). This paper will discuss each technology (including the achieved performance metrics) and how these technologies were implemented using the \"better, cheaper, faster\" methods employed for the SSTI mission.","PeriodicalId":125963,"journal":{"name":"Proceedings of 14th Digital Avionics Systems Conference","volume":"39 5 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1995-11-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115031426","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 1995-11-05DOI: 10.1109/DASC.1995.482927
B. Witwer
The systems integration of the 777 Airplane Information Management System (AIMS), both within the AIMS system and with the other systems on the airplane, represented the most complex system integration effort ever undertaken at Honeywell Air Transport Systems Division. The technological innovations in the AIMS design, coupled with an aggressive program schedule, were major factors in the AIMS challenge. Honeywell and Boeing had to work closely together to complete the design and development of AIMS in a time frame that supported the 777 Early ETOPS goal. With teams from the two companies working as one unit, redundant activities were eliminated, technical and program problems were identified and solved rapidly, and schedule time was saved by both teams helping with tasks that were traditionally considered to be the other team's job.
{"title":"Systems integration of the 777 Airplane Information Management System (AIMS): a Honeywell perspective","authors":"B. Witwer","doi":"10.1109/DASC.1995.482927","DOIUrl":"https://doi.org/10.1109/DASC.1995.482927","url":null,"abstract":"The systems integration of the 777 Airplane Information Management System (AIMS), both within the AIMS system and with the other systems on the airplane, represented the most complex system integration effort ever undertaken at Honeywell Air Transport Systems Division. The technological innovations in the AIMS design, coupled with an aggressive program schedule, were major factors in the AIMS challenge. Honeywell and Boeing had to work closely together to complete the design and development of AIMS in a time frame that supported the 777 Early ETOPS goal. With teams from the two companies working as one unit, redundant activities were eliminated, technical and program problems were identified and solved rapidly, and schedule time was saved by both teams helping with tasks that were traditionally considered to be the other team's job.","PeriodicalId":125963,"journal":{"name":"Proceedings of 14th Digital Avionics Systems Conference","volume":"2 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1995-11-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"123424326","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 1995-11-05DOI: 10.1109/DASC.1995.482911
Douglas L. Miller, G. Wolfman, A. J. Volanth
Tower air traffic control is currently performed using several unintegrated systems. While each of these systems supports performing an isolated task, the compilation of tools presents a number of challenges. This paper reports ways in which the Tower Control Computer Complex (TCCC) user-system interface will enhance user management of numerous systems. Areas that will be notably improved include the consistency in the user interface of the air traffic control toolset, the task of manually integrating tools and information, toolset alert management, and toolset organization and administration.
{"title":"SYSTEMS INTEGRATION, USER INTERFACE DESIGN, AND TOWER AIR TRAFFIC CONTROL","authors":"Douglas L. Miller, G. Wolfman, A. J. Volanth","doi":"10.1109/DASC.1995.482911","DOIUrl":"https://doi.org/10.1109/DASC.1995.482911","url":null,"abstract":"Tower air traffic control is currently performed using several unintegrated systems. While each of these systems supports performing an isolated task, the compilation of tools presents a number of challenges. This paper reports ways in which the Tower Control Computer Complex (TCCC) user-system interface will enhance user management of numerous systems. Areas that will be notably improved include the consistency in the user interface of the air traffic control toolset, the task of manually integrating tools and information, toolset alert management, and toolset organization and administration.","PeriodicalId":125963,"journal":{"name":"Proceedings of 14th Digital Avionics Systems Conference","volume":"136 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1995-11-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"127596893","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 1995-11-05DOI: 10.1109/DASC.1995.482806
R. Cassell, A. Smith
This paper presents the application of a relatively new concept, Required Navigation Performance (RNP), as a method to determine requirements for aircraft surface movement guidance and control. Currently, navigation standards do not exist for low visibility aircraft operations on runway and taxiway surfaces. Whereas there are enabling technologies under evaluation for aircraft guidance and Air Traffic Control surveillance on the airport surface, there are no performance requirements available to judge the suitability of specific systems. A top-down process is applied, starting with a target level of safety for each surface operation. RNP requirements are allocated to ground and airborne equipment and an approach is presented to validate the RMP allocations using a Functional Hazard Assessment (FHA).
{"title":"Development of required navigation performance (RNP) requirements for airport surface movement guidance and control","authors":"R. Cassell, A. Smith","doi":"10.1109/DASC.1995.482806","DOIUrl":"https://doi.org/10.1109/DASC.1995.482806","url":null,"abstract":"This paper presents the application of a relatively new concept, Required Navigation Performance (RNP), as a method to determine requirements for aircraft surface movement guidance and control. Currently, navigation standards do not exist for low visibility aircraft operations on runway and taxiway surfaces. Whereas there are enabling technologies under evaluation for aircraft guidance and Air Traffic Control surveillance on the airport surface, there are no performance requirements available to judge the suitability of specific systems. A top-down process is applied, starting with a target level of safety for each surface operation. RNP requirements are allocated to ground and airborne equipment and an approach is presented to validate the RMP allocations using a Functional Hazard Assessment (FHA).","PeriodicalId":125963,"journal":{"name":"Proceedings of 14th Digital Avionics Systems Conference","volume":"14 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1995-11-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"127936889","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 1995-11-05DOI: 10.1109/DASC.1995.482797
J. Donna
The Global Positioning System (GPS), the improved data modem (IDM), a data transfer system (DTS), and a new control and display unit (CDU) are being added to the avionics suite of the A-10 aircraft. The CDU software has been written in Ada. The CDU software design embodies many features and extensions of Ada real-time inter-task control and communication mechanisms. The design is object-oriented and makes extensive use of generic packages.
{"title":"Creative use of Ada in the A-10 control and display unit software","authors":"J. Donna","doi":"10.1109/DASC.1995.482797","DOIUrl":"https://doi.org/10.1109/DASC.1995.482797","url":null,"abstract":"The Global Positioning System (GPS), the improved data modem (IDM), a data transfer system (DTS), and a new control and display unit (CDU) are being added to the avionics suite of the A-10 aircraft. The CDU software has been written in Ada. The CDU software design embodies many features and extensions of Ada real-time inter-task control and communication mechanisms. The design is object-oriented and makes extensive use of generic packages.","PeriodicalId":125963,"journal":{"name":"Proceedings of 14th Digital Avionics Systems Conference","volume":"16 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1995-11-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130027378","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 1995-11-05DOI: 10.1109/DASC.1995.482935
C. Belcastro, R. Fischl
Future commercial aircraft will require flight-critical systems with high reliability requirements for stability augmentation, flutter suppression, and guidance and control. Verifying integrity of the control computer in adverse operating environments is a key issue in the development, certification, and operation of critical control systems. This paper considers the problem of applying distributed detection techniques and decision fusion to monitoring the integrity of fault tolerant redundant control computers. A strategy is presented for monitoring a dynamic stochastic system for malfunctions or upsets during closed-loop laboratory testing for upset susceptibility due to HIR??. The monitoring strategy is demonstrated on a detailed simulation of the longitudinal control system of the B737 Autoland. The performance of the distributed monitoring system is assessed from glideslope engaged until flare.
{"title":"UPSET DETECTION FOR CLOSED-LOOP LABORATORY HIRF TESTING OF FAULT TOLERANT AIRCRAFT CONTROL COMPUTERS","authors":"C. Belcastro, R. Fischl","doi":"10.1109/DASC.1995.482935","DOIUrl":"https://doi.org/10.1109/DASC.1995.482935","url":null,"abstract":"Future commercial aircraft will require flight-critical systems with high reliability requirements for stability augmentation, flutter suppression, and guidance and control. Verifying integrity of the control computer in adverse operating environments is a key issue in the development, certification, and operation of critical control systems. This paper considers the problem of applying distributed detection techniques and decision fusion to monitoring the integrity of fault tolerant redundant control computers. A strategy is presented for monitoring a dynamic stochastic system for malfunctions or upsets during closed-loop laboratory testing for upset susceptibility due to HIR??. The monitoring strategy is demonstrated on a detailed simulation of the longitudinal control system of the B737 Autoland. The performance of the distributed monitoring system is assessed from glideslope engaged until flare.","PeriodicalId":125963,"journal":{"name":"Proceedings of 14th Digital Avionics Systems Conference","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1995-11-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126034272","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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