Pub Date : 1995-11-05DOI: 10.1109/DASC.1995.482933
D.M. Johnson, M. Hatfield, G. Preyer
The performance of avionics installed in aircraft which fly through high-intensity electromagnetic environments is an increasingly important issue. The authors have completed the second phase of testing of the electromagnetic reverberation characteristics of a transport aircraft. A part of this testing was the measurement of the coupling of radio-frequency (RF) energy to selected avionics boxes of a decommissioned Boeing 707 aircraft and a simulated avionics box when exposed to cavity-mode excitation, The aircraft avionics boxes were instrumented to measure the RF energy coupling to: (1) an interior component lead and (2) an interior wire leading to the aircraft wiring harness connector plug. The simulated box was instrumented to measure RF coupling to an interior component lead. Tests, conducted on a 707, included excitation of the aircraft within the avionics bay, cockpit and passenger cabin, utilizing mode-stirring techniques. Follow-on tests were and continue to be performed in the Mode-Stirred Chamber (MSC). The aircraft and MSC tests are intended to demonstrate that the RF coupling characteristics of the actual and simulated avionics boxes measured within the MSC constitute valid descriptions of the RF coupling characteristics of the same boxes when installed in the aircraft. Data obtained on one of the avionics boxes during testing on the aircraft and in the will be presented.
{"title":"RF coupling measurements on passenger aircraft avionics exposed to cavity-mode excitation","authors":"D.M. Johnson, M. Hatfield, G. Preyer","doi":"10.1109/DASC.1995.482933","DOIUrl":"https://doi.org/10.1109/DASC.1995.482933","url":null,"abstract":"The performance of avionics installed in aircraft which fly through high-intensity electromagnetic environments is an increasingly important issue. The authors have completed the second phase of testing of the electromagnetic reverberation characteristics of a transport aircraft. A part of this testing was the measurement of the coupling of radio-frequency (RF) energy to selected avionics boxes of a decommissioned Boeing 707 aircraft and a simulated avionics box when exposed to cavity-mode excitation, The aircraft avionics boxes were instrumented to measure the RF energy coupling to: (1) an interior component lead and (2) an interior wire leading to the aircraft wiring harness connector plug. The simulated box was instrumented to measure RF coupling to an interior component lead. Tests, conducted on a 707, included excitation of the aircraft within the avionics bay, cockpit and passenger cabin, utilizing mode-stirring techniques. Follow-on tests were and continue to be performed in the Mode-Stirred Chamber (MSC). The aircraft and MSC tests are intended to demonstrate that the RF coupling characteristics of the actual and simulated avionics boxes measured within the MSC constitute valid descriptions of the RF coupling characteristics of the same boxes when installed in the aircraft. Data obtained on one of the avionics boxes during testing on the aircraft and in the will be presented.","PeriodicalId":125963,"journal":{"name":"Proceedings of 14th Digital Avionics Systems Conference","volume":"2639 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":"127483473","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.1995.482829
M. Boyd, C. Monahan
The development of integrated hardware-software system reliability models is very difficult. This paper discusses some of the differences between hardware and software reliability modeling which make integrating them together so hard. It also discusses issues that are unique to each and common to both, and lists open problems that need to resolved.
{"title":"Developing integrated hardware-software reliability models: difficulties and issues [for digital avionics]","authors":"M. Boyd, C. Monahan","doi":"10.1109/DASC.1995.482829","DOIUrl":"https://doi.org/10.1109/DASC.1995.482829","url":null,"abstract":"The development of integrated hardware-software system reliability models is very difficult. This paper discusses some of the differences between hardware and software reliability modeling which make integrating them together so hard. It also discusses issues that are unique to each and common to both, and lists open problems that need to resolved.","PeriodicalId":125963,"journal":{"name":"Proceedings of 14th Digital Avionics Systems Conference","volume":"19 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":"125144957","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.1995.482940
C. Cohen, H. S. Cobb, D. Lawrence, B. Pervan, J. Powell, B. Parkinson, G. J. Aubrey, W. Loewe, D. Ormiston, B. McNally, D. Kaufmann, V. Wullschleger, R. Swider
Differential GPS and miniature, low-cost Integrity Beacon pseudolites were used to carry out 110 successful automatic landings of a United Boeing 737-300 aircraft. The goal was to demonstrate Required Navigation Performance including accuracy and integrity-for Category I11 Precision Landing using GPS. These autopilot-in-the-loop flighe tests using GPS Integrity Beacons (low-power, ground-based marker beacon pseudolites placed under the approach path) furnish evidence that GPS can provide the full performance necessary to meet the stringent specifications of Category 111. It has been demonstrated that Integrity Beacons can provide consistent accuracies on the order of a few centimeters. But perhaps even more important, this centimeter-level accuracy coupled with the built-in geometrical redundancy provided by Integrity Beacon ranging provides an exceptional level of intrinsic system integrity. This integrity is calculated to be easily better than the required one part in a billion probability of missed detection. Passenger safety is improved significantly because this level of integrity is achieved independently from ground-based monitors through Receiver Autonomous Integrity Monitoring (RAIM). For the flight tests, the GPS receiver and single-channel navigation computer calculated precise positions and calculated glide path deviations. An analog interface provided ILS localizer and glideslope signals to the autopilot. The 737 was equipped with a dual-channel flight control system which was previously certified for Category IIIA landings. The autolands were performed through touchdown without rollout guidance, The series of 110 automatic landings were carried out at NASA's Crows Landing facility in California over a four-day period during the week of October 10, 1994. A laser tracker was used as an independent means for characterizing flight performance. The feasibility demonstration was sponsored by the FAA.
{"title":"Autolanding a 737 using GPS and Integrity Beacons","authors":"C. Cohen, H. S. Cobb, D. Lawrence, B. Pervan, J. Powell, B. Parkinson, G. J. Aubrey, W. Loewe, D. Ormiston, B. McNally, D. Kaufmann, V. Wullschleger, R. Swider","doi":"10.1109/DASC.1995.482940","DOIUrl":"https://doi.org/10.1109/DASC.1995.482940","url":null,"abstract":"Differential GPS and miniature, low-cost Integrity Beacon pseudolites were used to carry out 110 successful automatic landings of a United Boeing 737-300 aircraft. The goal was to demonstrate Required Navigation Performance including accuracy and integrity-for Category I11 Precision Landing using GPS. These autopilot-in-the-loop flighe tests using GPS Integrity Beacons (low-power, ground-based marker beacon pseudolites placed under the approach path) furnish evidence that GPS can provide the full performance necessary to meet the stringent specifications of Category 111. It has been demonstrated that Integrity Beacons can provide consistent accuracies on the order of a few centimeters. But perhaps even more important, this centimeter-level accuracy coupled with the built-in geometrical redundancy provided by Integrity Beacon ranging provides an exceptional level of intrinsic system integrity. This integrity is calculated to be easily better than the required one part in a billion probability of missed detection. Passenger safety is improved significantly because this level of integrity is achieved independently from ground-based monitors through Receiver Autonomous Integrity Monitoring (RAIM). For the flight tests, the GPS receiver and single-channel navigation computer calculated precise positions and calculated glide path deviations. An analog interface provided ILS localizer and glideslope signals to the autopilot. The 737 was equipped with a dual-channel flight control system which was previously certified for Category IIIA landings. The autolands were performed through touchdown without rollout guidance, The series of 110 automatic landings were carried out at NASA's Crows Landing facility in California over a four-day period during the week of October 10, 1994. A laser tracker was used as an independent means for characterizing flight performance. The feasibility demonstration was sponsored by the FAA.","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":"132686564","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.1995.482838
A. T. Lind, A. Dershowitz, D. Chandra, S. Bussolari
With the sponsorship of the Federal Aviation Administration, MIT Lincoln Laboratory is developing the Graphical Weather Service (GWS), a data link application that provides near-real-time ground-based weather information pilots. Through the use of GWS, the pilot will be able to access both graphical and text weather information for any location in the contiguous United States. In-cockpit access to near-real-time weather information may substantially affect the situational awareness and subsequent decision making of pilots. In developing and evaluating this service, a human factors approach has been taken. This paper is an overview of the human factors activities performed in the development and evaluation of GWS.
{"title":"A human factors approach to the development and evaluation of the graphical weather service","authors":"A. T. Lind, A. Dershowitz, D. Chandra, S. Bussolari","doi":"10.1109/DASC.1995.482838","DOIUrl":"https://doi.org/10.1109/DASC.1995.482838","url":null,"abstract":"With the sponsorship of the Federal Aviation Administration, MIT Lincoln Laboratory is developing the Graphical Weather Service (GWS), a data link application that provides near-real-time ground-based weather information pilots. Through the use of GWS, the pilot will be able to access both graphical and text weather information for any location in the contiguous United States. In-cockpit access to near-real-time weather information may substantially affect the situational awareness and subsequent decision making of pilots. In developing and evaluating this service, a human factors approach has been taken. This paper is an overview of the human factors activities performed in the development and evaluation of GWS.","PeriodicalId":125963,"journal":{"name":"Proceedings of 14th Digital Avionics Systems Conference","volume":"94 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":"126138608","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.1995.482839
D. Hannon
It is anticipated that among the next developments on the flight deck will be the replacement of paper aeronautical charts with electronically depicted charts. Aeronautical charts that are stored in a digital format will be easily updated and disseminated by the chart manufacturers and easily installed by pilots. Additionally, the use of electronic displays will make new information available to pilots and will result in new uses for aeronautical charts. The switch from paper to electronic charts poses several technical hurdles, particularly in the area of human factors, which must be overcome in order to achieve a safe and effective charting system in the cockpit. This paper details some of the obstacles to the development of the paperless cockpit as well as some of the expected benefits to be gained from electronic charting systems.
{"title":"New roles for aeronautical charts through electronic display media","authors":"D. Hannon","doi":"10.1109/DASC.1995.482839","DOIUrl":"https://doi.org/10.1109/DASC.1995.482839","url":null,"abstract":"It is anticipated that among the next developments on the flight deck will be the replacement of paper aeronautical charts with electronically depicted charts. Aeronautical charts that are stored in a digital format will be easily updated and disseminated by the chart manufacturers and easily installed by pilots. Additionally, the use of electronic displays will make new information available to pilots and will result in new uses for aeronautical charts. The switch from paper to electronic charts poses several technical hurdles, particularly in the area of human factors, which must be overcome in order to achieve a safe and effective charting system in the cockpit. This paper details some of the obstacles to the development of the paperless cockpit as well as some of the expected benefits to be gained from electronic charting systems.","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":"127242023","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.1995.482828
G. Brown, D. Bernard, R. Rasmussen
This paper describes how fault tolerance has been addressed in the design of the Attitude and Articulation Control Subsystem for the Saturn-bound Cassini spacecraft. Cassini's fault tolerance objectives have strongly influenced the subsystem's level of autonomy, and have motivated some significant improvements over the autonomous capabilities of previous interplanetary spacecraft. Autonomous fault tolerant behaviors have been embedded at several points in the object-oriented flight control software, including a dedicated set of failure detection, isolation, and recovery algorithms.
{"title":"Attitude and articulation control for the Cassini spacecraft: a fault tolerance overview","authors":"G. Brown, D. Bernard, R. Rasmussen","doi":"10.1109/DASC.1995.482828","DOIUrl":"https://doi.org/10.1109/DASC.1995.482828","url":null,"abstract":"This paper describes how fault tolerance has been addressed in the design of the Attitude and Articulation Control Subsystem for the Saturn-bound Cassini spacecraft. Cassini's fault tolerance objectives have strongly influenced the subsystem's level of autonomy, and have motivated some significant improvements over the autonomous capabilities of previous interplanetary spacecraft. Autonomous fault tolerant behaviors have been embedded at several points in the object-oriented flight control software, including a dedicated set of failure detection, isolation, and recovery algorithms.","PeriodicalId":125963,"journal":{"name":"Proceedings of 14th Digital Avionics Systems Conference","volume":"35 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":"127444878","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.1995.482914
M. Schrank, A. Anderson, M. E. Bisignani, G.W. Boyce
The objectives of the assessment of military avionics software maintenance organizations (SMOs) are to determine the current and future software maintenance capabilities at a specific organization, evaluate the software products and processes, review the organizational infrastructure, identify areas of technical, programmatic and cost risk, estimate the costs associated with maintenance, and identify actions which could reasonably be taken to improve business efficiency and software quality. This paper focuses primarily on our process for assessing SMOs and then highlights our findings by identifying a number of issues that are pervasive across military software maintenance organizations. These assessments provide us with practical insight into the world of software maintenance and allow us to provide direction so that SMOs can plan and be prepared for more legacy avionics software in the future.
{"title":"Assessing the capabilities of military software maintenance organizations","authors":"M. Schrank, A. Anderson, M. E. Bisignani, G.W. Boyce","doi":"10.1109/DASC.1995.482914","DOIUrl":"https://doi.org/10.1109/DASC.1995.482914","url":null,"abstract":"The objectives of the assessment of military avionics software maintenance organizations (SMOs) are to determine the current and future software maintenance capabilities at a specific organization, evaluate the software products and processes, review the organizational infrastructure, identify areas of technical, programmatic and cost risk, estimate the costs associated with maintenance, and identify actions which could reasonably be taken to improve business efficiency and software quality. This paper focuses primarily on our process for assessing SMOs and then highlights our findings by identifying a number of issues that are pervasive across military software maintenance organizations. These assessments provide us with practical insight into the world of software maintenance and allow us to provide direction so that SMOs can plan and be prepared for more legacy avionics software in the future.","PeriodicalId":125963,"journal":{"name":"Proceedings of 14th Digital Avionics Systems Conference","volume":"200 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":"131778171","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.1995.482917
S. Kapur, C. Sriprasad
Software quality and availability (completion) is highly impacted by the tools used in each stage of development. By focusing on tools issues, this paper increases the developers' focus to formulating a sound software development environment. The starting point of system software development is requirement analysis and design. Once the system is defined, its functions are allocated to distinct hardware or software items, and interfaces between these items are defined. Software requirement analysis is the process of specifying software function, performance, interfaces and design constraints. The next stage is preliminary design. This is followed by detailed design that may be represented graphically or in a combination of programming language. The design is then taken up for implementation which involves writing code for all units and testing them individually. The final stage is integration and software component level testing. Tools for embedded system development include: cross compilation systems, in-circuit tools, simulators, debuggers etc. The features, benefits and tradeoffs of these tools, and how they apply to each stage of software development, are examined. This will provide the designer with a comprehensive suite of software development tools that support embedded designs.
{"title":"Software development tools for embedded systems","authors":"S. Kapur, C. Sriprasad","doi":"10.1109/DASC.1995.482917","DOIUrl":"https://doi.org/10.1109/DASC.1995.482917","url":null,"abstract":"Software quality and availability (completion) is highly impacted by the tools used in each stage of development. By focusing on tools issues, this paper increases the developers' focus to formulating a sound software development environment. The starting point of system software development is requirement analysis and design. Once the system is defined, its functions are allocated to distinct hardware or software items, and interfaces between these items are defined. Software requirement analysis is the process of specifying software function, performance, interfaces and design constraints. The next stage is preliminary design. This is followed by detailed design that may be represented graphically or in a combination of programming language. The design is then taken up for implementation which involves writing code for all units and testing them individually. The final stage is integration and software component level testing. Tools for embedded system development include: cross compilation systems, in-circuit tools, simulators, debuggers etc. The features, benefits and tradeoffs of these tools, and how they apply to each stage of software development, are examined. This will provide the designer with a comprehensive suite of software development tools that support embedded designs.","PeriodicalId":125963,"journal":{"name":"Proceedings of 14th Digital Avionics Systems Conference","volume":"48 6 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":"134073280","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.1995.482841
K. Nerius
The current RAH-66 Comanche ScouVAttack Helicopter in development for the U.S. Army uses an advanced Controls and Displays architecture coupled to an all glass cockpit. Advanced Mission Computers (MCs) drive state of the art crew station displays. This combination provides unmatched targeting capability while reducing the pilot's and copilot's workload. Each Crew Station (see Figure 1) consists of two primary display elements, a color 640 x 480 pixel Active Matrix Liquid Crystal Display (AMLCD) called the MultiFunction Display (MFD) and a monochromatic 640 x 480 pixel AMLCD MFD. Side by side mounting of the two units in each crew station provides maximum display surface within a limited field of view. Data transmitted to the MFDs includes artificial flight instrument displays, digital map data for navigation and threat avoidance, and high resolution FLIR images for automated and manual threat targeting. Two AMLCD Multi-Purpose Displays (MPDs) with embedded graphics generators augment the MFDs. The MPDs, situated to the lower left and right of the MFDs, provide situational data on weapons status, radio selection, and system health. They also provide a MILSTD-1553 interface to the Flight Control Computers to provide a limp home vertical situation display capability in the event both mission computer systems fail. A dedicated Display Graphics Subsystem (DGS) hosted in the MCs generates the video images for the MFDs. The DGS is a three SEM-E module set - a Graphics Module (GM) with embedded Intel i960 processor and custom graphics engine Application Specific Integrated Circuits (ASICs), a Video Distribution Module (VDM) that merges graphics with digital map or sensor images and outputs the composite video over fiber-optic links to the MFDs, and a Map Generator Module (MGM) that creates moving terrain plan and paper chart images. The modules are programmed using a high level Display Graphics Language (DGL) that permits the user to develop and maintain display formats with a simple yet powerful interface.
目前正在为美国陆军开发的RAH-66科曼奇scouv攻击直升机采用了先进的控制和显示体系结构以及全玻璃座舱。先进的任务计算机(MCs)驱动最先进的空间站显示。这种组合提供了无与伦比的瞄准能力，同时减少了飞行员和副驾驶的工作量。每个空间站(见图1)由两个主要显示元素组成，一个彩色640 x 480像素有源矩阵液晶显示器(AMLCD)称为多功能显示器(MFD)和一个单色640 x 480像素AMLCD MFD。并排安装在每个宇航员站的两个单元在有限的视野范围内提供最大的显示表面。传输到mfd的数据包括人工飞行仪表显示，用于导航和威胁规避的数字地图数据，以及用于自动和手动威胁瞄准的高分辨率前视红外图像。两个AMLCD多用途显示器(mpd)与嵌入式图形生成器增强mfd。mpd位于mfd的左下方和右下方，提供武器状态、无线电选择和系统健康状况的态势数据。它们还为飞行控制计算机提供一个MILSTD-1553接口，在两个任务计算机系统发生故障的情况下提供一个软弱的家庭垂直情况显示能力。专用的显示图形子系统(DGS)驻留在MCs中，为mfd生成视频图像。DGS由三个SEM-E模块组成:一个图形模块(GM)，内置英特尔960处理器和定制图形引擎专用集成电路(asic)，一个视频分发模块(VDM)，将图形与数字地图或传感器图像合并，并通过光纤链路将合成视频输出到mfd，以及一个地图生成器模块(MGM)，创建移动地形平面图和纸质图表图像。这些模块使用高级显示图形语言(DGL)进行编程，该语言允许用户使用简单而强大的界面开发和维护显示格式。
{"title":"Comanche Modular Controls and Displays System","authors":"K. Nerius","doi":"10.1109/DASC.1995.482841","DOIUrl":"https://doi.org/10.1109/DASC.1995.482841","url":null,"abstract":"The current RAH-66 Comanche ScouVAttack Helicopter in development for the U.S. Army uses an advanced Controls and Displays architecture coupled to an all glass cockpit. Advanced Mission Computers (MCs) drive state of the art crew station displays. This combination provides unmatched targeting capability while reducing the pilot's and copilot's workload. Each Crew Station (see Figure 1) consists of two primary display elements, a color 640 x 480 pixel Active Matrix Liquid Crystal Display (AMLCD) called the MultiFunction Display (MFD) and a monochromatic 640 x 480 pixel AMLCD MFD. Side by side mounting of the two units in each crew station provides maximum display surface within a limited field of view. Data transmitted to the MFDs includes artificial flight instrument displays, digital map data for navigation and threat avoidance, and high resolution FLIR images for automated and manual threat targeting. Two AMLCD Multi-Purpose Displays (MPDs) with embedded graphics generators augment the MFDs. The MPDs, situated to the lower left and right of the MFDs, provide situational data on weapons status, radio selection, and system health. They also provide a MILSTD-1553 interface to the Flight Control Computers to provide a limp home vertical situation display capability in the event both mission computer systems fail. A dedicated Display Graphics Subsystem (DGS) hosted in the MCs generates the video images for the MFDs. The DGS is a three SEM-E module set - a Graphics Module (GM) with embedded Intel i960 processor and custom graphics engine Application Specific Integrated Circuits (ASICs), a Video Distribution Module (VDM) that merges graphics with digital map or sensor images and outputs the composite video over fiber-optic links to the MFDs, and a Map Generator Module (MGM) that creates moving terrain plan and paper chart images. The modules are programmed using a high level Display Graphics Language (DGL) that permits the user to develop and maintain display formats with a simple yet powerful interface.","PeriodicalId":125963,"journal":{"name":"Proceedings of 14th Digital Avionics Systems Conference","volume":"628 2","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1995-11-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"113982112","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.1995.482831
F. Williams
There are four new enabling technologies that when combined allow for a dramatic change in flight procedure for the General Aviation pilot. These four technologies are Precise Positioning, Graphic Display, Data Acquisition, and Data Link. The author discusses each of these technologies, their impact upon General Aviation, and how the integration of these technologies will take General Aviation into the 21st century.
{"title":"The general aviation technology revolution","authors":"F. Williams","doi":"10.1109/DASC.1995.482831","DOIUrl":"https://doi.org/10.1109/DASC.1995.482831","url":null,"abstract":"There are four new enabling technologies that when combined allow for a dramatic change in flight procedure for the General Aviation pilot. These four technologies are Precise Positioning, Graphic Display, Data Acquisition, and Data Link. The author discusses each of these technologies, their impact upon General Aviation, and how the integration of these technologies will take General Aviation into the 21st century.","PeriodicalId":125963,"journal":{"name":"Proceedings of 14th Digital Avionics Systems Conference","volume":"18 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":"122326707","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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