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}
Pub Date : 1995-11-05DOI: 10.1109/DASC.1995.482936
Andrew J. Poggio, R. Zacharias, S. Pennock, C. Avalle
The data acquisition phase of a program intended to provide data for the validation of computational, analytical and experimental for the assessment of electromagnetic effects i n transports, for the checkout of instrumentation for following test programs, and for the support of protection engineering of airborne systems has been completed. Funded by the NASA Fly-By-Light/Power-By-Wire Program, the initial phase involved on-the-ground electromagnetic measurements using the NASA Boeing 757 and was executed in the LESLI Facility at the USAF Phillips Laboratory. The major participants were LLNL, NASA Langley Research Center, Phillips Laboratory, and UIE, Inc. Measurements were made of the fields coupled into the aircraft interior and signals induced in select structures and equipment under controlled illumination by RF fields. A characterization of the ground was also performed to permit ground effects to be included in forthcoming validation exercises. A series of fly-by experiments were conducted in early 1995 in which the NASA B-757 was flown in the vicinity of a Voice of America station ({approximately}25 MHz), a fixed transmitter driving an LP array (172 MHz), and an ASRF radar at Wallops Island (430 MHz). In this paper, the overall test program is defined with particular attention to the on-the-ground portion. It is described in detail with presentation of the test rationale, test layout, and samples of the data. Samples of some inferences from the data that will be useful in protection engineering and EM effects mitigation will also be presented.
{"title":"THE NASA B-757 HIRF TEST SERIES - LOW POWER ON-THE-GROUND TESTS","authors":"Andrew J. Poggio, R. Zacharias, S. Pennock, C. Avalle","doi":"10.1109/DASC.1995.482936","DOIUrl":"https://doi.org/10.1109/DASC.1995.482936","url":null,"abstract":"The data acquisition phase of a program intended to provide data for the validation of computational, analytical and experimental for the assessment of electromagnetic effects i n transports, for the checkout of instrumentation for following test programs, and for the support of protection engineering of airborne systems has been completed. Funded by the NASA Fly-By-Light/Power-By-Wire Program, the initial phase involved on-the-ground electromagnetic measurements using the NASA Boeing 757 and was executed in the LESLI Facility at the USAF Phillips Laboratory. The major participants were LLNL, NASA Langley Research Center, Phillips Laboratory, and UIE, Inc. Measurements were made of the fields coupled into the aircraft interior and signals induced in select structures and equipment under controlled illumination by RF fields. A characterization of the ground was also performed to permit ground effects to be included in forthcoming validation exercises. A series of fly-by experiments were conducted in early 1995 in which the NASA B-757 was flown in the vicinity of a Voice of America station ({approximately}25 MHz), a fixed transmitter driving an LP array (172 MHz), and an ASRF radar at Wallops Island (430 MHz). In this paper, the overall test program is defined with particular attention to the on-the-ground portion. It is described in detail with presentation of the test rationale, test layout, and samples of the data. Samples of some inferences from the data that will be useful in protection engineering and EM effects mitigation will also be presented.","PeriodicalId":125963,"journal":{"name":"Proceedings of 14th Digital Avionics Systems Conference","volume":"45 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":"127061992","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.1995.482814
S. Vakil, R. Hansman, A. Midkiff
An examination of autoflight systems in modern aircraft was made, with emphasis on the complex mode structure which is suspect in several recent accidents. Aviation Safety Reporting System reports and Flight Mode Annunciator conventions were examined. Principal results identified the lack of a consistent global model of the Autoflight System architecture and identified the vertical channel as requiring enhanced feedback. Functional requirements for an electronic vertical situation display (EVSD) were created based on established conventions and identified mode awareness problems. A preliminary version of this display was prototyped and an evaluation methodology was proposed. A set of experimental scenarios based on various types of mode awareness problems was established and discussed.
{"title":"Impact of vertical situation information on vertical mode awareness in advanced autoflight systems","authors":"S. Vakil, R. Hansman, A. Midkiff","doi":"10.1109/DASC.1995.482814","DOIUrl":"https://doi.org/10.1109/DASC.1995.482814","url":null,"abstract":"An examination of autoflight systems in modern aircraft was made, with emphasis on the complex mode structure which is suspect in several recent accidents. Aviation Safety Reporting System reports and Flight Mode Annunciator conventions were examined. Principal results identified the lack of a consistent global model of the Autoflight System architecture and identified the vertical channel as requiring enhanced feedback. Functional requirements for an electronic vertical situation display (EVSD) were created based on established conventions and identified mode awareness problems. A preliminary version of this display was prototyped and an evaluation methodology was proposed. A set of experimental scenarios based on various types of mode awareness problems was established and discussed.","PeriodicalId":125963,"journal":{"name":"Proceedings of 14th Digital Avionics Systems Conference","volume":"9 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":"132522111","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.1995.482921
D. Eyles
The International Space Station will be the most complex and expensive spacecraft ever to fly. Making best use of this costly resource requires tools to assist the planning of operations, and to automate the execution of operational procedures. These capabilities, which operate in close association with each other, are known as "plans and procedures". The "plans" system maintains and executes the "onboard short term plan", an integrated schedule that includes all space station manual and automated activities. This software supports a graphic display presenting the plan to the crew; allows the ground and onboard crew to add, delete and edit activities; tracks the status of each activity; and automatically initiates automated procedures. The "procedures" capability involves procedure executors installed in various space station computers. This software provides the ability to create on the ground, and execute onboard, automated procedures to supplement the human role in operating the spacecraft and its payloads.
{"title":"Plans and procedures on the International Space Station","authors":"D. Eyles","doi":"10.1109/DASC.1995.482921","DOIUrl":"https://doi.org/10.1109/DASC.1995.482921","url":null,"abstract":"The International Space Station will be the most complex and expensive spacecraft ever to fly. Making best use of this costly resource requires tools to assist the planning of operations, and to automate the execution of operational procedures. These capabilities, which operate in close association with each other, are known as \"plans and procedures\". The \"plans\" system maintains and executes the \"onboard short term plan\", an integrated schedule that includes all space station manual and automated activities. This software supports a graphic display presenting the plan to the crew; allows the ground and onboard crew to add, delete and edit activities; tracks the status of each activity; and automatically initiates automated procedures. The \"procedures\" capability involves procedure executors installed in various space station computers. This software provides the ability to create on the ground, and execute onboard, automated procedures to supplement the human role in operating the spacecraft and its payloads.","PeriodicalId":125963,"journal":{"name":"Proceedings of 14th Digital Avionics Systems Conference","volume":"79 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":"126319944","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.1995.482802
W. Turner
This paper describes the use of the ITU-T specification and description language (SDL) formal description technique to specify the AVPAC avionics protocol, and use of the code-generating abilities of SDL tools to generate source code for an FDAC experiment to provide air-ground radio communications for low-visibility taxi tests at the FAA Technical Center.
{"title":"Use of formal description techniques in development and implementation of AVPAC protocol","authors":"W. Turner","doi":"10.1109/DASC.1995.482802","DOIUrl":"https://doi.org/10.1109/DASC.1995.482802","url":null,"abstract":"This paper describes the use of the ITU-T specification and description language (SDL) formal description technique to specify the AVPAC avionics protocol, and use of the code-generating abilities of SDL tools to generate source code for an FDAC experiment to provide air-ground radio communications for low-visibility taxi tests at the FAA Technical Center.","PeriodicalId":125963,"journal":{"name":"Proceedings of 14th Digital Avionics Systems Conference","volume":"12 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":"114461147","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.1995.482938
E. Hahn, C. Wanke
The MITRE Corporation Center for Advanced Aviation System Development (CAASD) is currently developing a prototype workstation to identify and validate the system requirements to enable Free Night. This effort will place a "Free Flight Workstation" in a working Air Route Traffic Control Center (ARTCC), with interfaces to radar surveillance and flight plan data. In addition, avionics intent information from several participating airline aircraft will be transmitted to the workstation via the ARINC Aircraft Communications Addressing and Reporting System (ACARS), and potentially other experimental data links. Initially, the workstation will provide supplemental conflict advisories to enroute controllers by integrating ground and airborne data sources in its algorithms. While the project is using a ground implementation, it is expected that airborne free flight enabling functions will require similar avionics intent information to be received via data link from other aircraft. This paper will describe the initial set of avionics intent information required from aircraft to perform conflict detection activities, and the architecture being used to obtain this information. Additional information which may potentially be used by follow-on ground or airborne functions will also be discussed.
{"title":"PRELIMINARY REQUIREMENTS FOR AVIONICS INTENT INFORMATION FOR FREE FLIGHT","authors":"E. Hahn, C. Wanke","doi":"10.1109/DASC.1995.482938","DOIUrl":"https://doi.org/10.1109/DASC.1995.482938","url":null,"abstract":"The MITRE Corporation Center for Advanced Aviation System Development (CAASD) is currently developing a prototype workstation to identify and validate the system requirements to enable Free Night. This effort will place a \"Free Flight Workstation\" in a working Air Route Traffic Control Center (ARTCC), with interfaces to radar surveillance and flight plan data. In addition, avionics intent information from several participating airline aircraft will be transmitted to the workstation via the ARINC Aircraft Communications Addressing and Reporting System (ACARS), and potentially other experimental data links. Initially, the workstation will provide supplemental conflict advisories to enroute controllers by integrating ground and airborne data sources in its algorithms. While the project is using a ground implementation, it is expected that airborne free flight enabling functions will require similar avionics intent information to be received via data link from other aircraft. This paper will describe the initial set of avionics intent information required from aircraft to perform conflict detection activities, and the architecture being used to obtain this information. Additional information which may potentially be used by follow-on ground or airborne functions will also be discussed.","PeriodicalId":125963,"journal":{"name":"Proceedings of 14th Digital Avionics Systems Conference","volume":"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":"115132713","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.1995.482945
R. Strain, J. Moody, E. Hahn, B. Dunbar, S. Kavoussi, J. Mittelman
This paper describes an experimental broadcast data link system architecture to identify and validate requirements for a broadcast data link and associated applications. Three key broadcast applications, including: Automatic Dependent SurveillanceBroadcast (ADS-B), Flight Information ServicesBroadcast (FIS-B), and Traffic Information ServiceBroadcast (TIS-B), are being investigated. The experimental system comprises three prototype components. The components are the Universal Access Transceiver (UAT), the Airborne Research Prototype (ARP), and the Ground Broadcast Server (GBS). Simplicity, affordability, and beneficial capabilities are the driving considerations for this work. The operational objectives are: to provide capabilities that are simple, affordable, and provide immediate benefit and utility to the aircraft operator; to enhance the user's ability to maintain separation from other aircraft; and to enable simplifications to the Air Traffic Management (Am) process.
{"title":"AIRBORNE INFORMATION INITIATIVES: CAPITALIZING ON A MULTI-PURPOSE BROADCAST COMMUNICATIONS ARCHITECT","authors":"R. Strain, J. Moody, E. Hahn, B. Dunbar, S. Kavoussi, J. Mittelman","doi":"10.1109/DASC.1995.482945","DOIUrl":"https://doi.org/10.1109/DASC.1995.482945","url":null,"abstract":"This paper describes an experimental broadcast data link system architecture to identify and validate requirements for a broadcast data link and associated applications. Three key broadcast applications, including: Automatic Dependent SurveillanceBroadcast (ADS-B), Flight Information ServicesBroadcast (FIS-B), and Traffic Information ServiceBroadcast (TIS-B), are being investigated. The experimental system comprises three prototype components. The components are the Universal Access Transceiver (UAT), the Airborne Research Prototype (ARP), and the Ground Broadcast Server (GBS). Simplicity, affordability, and beneficial capabilities are the driving considerations for this work. The operational objectives are: to provide capabilities that are simple, affordable, and provide immediate benefit and utility to the aircraft operator; to enhance the user's ability to maintain separation from other aircraft; and to enable simplifications to the Air Traffic Management (Am) process.","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":"115169723","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.1995.482912
Douglas L. Miller, G. Wolfman, A. J. Volanth
Systems engineering organizations are increasingly concerned with finding ways to be more “customer driven” and to establish “user-centered’ systems engineering practices. However, it is much easier to find recommendations than it is to find examples of successhl user-centered systems engineering. This paper reports the success of one organization in developing user-centered systems engineering practices through four hndamental organizational changes. First, a User Interface (UI) systems engineering team was established with responsibility for systems engineering activities critical to product usability; These activities included development of concepts of use, U1 prototypes, U1 requirements, and managing end-user program involvement. Second, the U1 design was incorporated into the software requirements specifications. Third, effective U1 processes were established for defining requirements, designing and evaluating the UI, and leveraging end-user expertise. Finally, commitment of management and engineering leadership brought about these organizational changes and made their success possible. INTRODUCTION Terms such as “customer driven,” “usercentered design,” and “user-centered systems engineering” can be found echoing through the halls of many systems development organizations today. They reflect a frequently perceived need to find ways to enhance the focus of the systems engineering process and organization on satis@ing customer needs. Customer needs take many forms, but in this case the concern typically has to do with providing systems that do an excellent job of supporting operators in performing their tasks (i.e., system usability); producing these systems within aggressive schedules and tight budgets; and, “getting it right the first time,” rather than through endless expensive system modifications after the system is built. A number of factors bear some responsibility for the growing focus on system usability. One factor is continued “system creep” as computer systems gradually get applied to more workplace tasks. Another related factor is the ever increasing use of computer systems in environments where the operators are experts at their jobs, not experts with computers. Of course, this focus is also partly the effect of past systems that did not adequately meet customer needs.
{"title":"USER-CENTERED SYSTEMS ENGINEERING: A SUCCESS STORY","authors":"Douglas L. Miller, G. Wolfman, A. J. Volanth","doi":"10.1109/DASC.1995.482912","DOIUrl":"https://doi.org/10.1109/DASC.1995.482912","url":null,"abstract":"Systems engineering organizations are increasingly concerned with finding ways to be more “customer driven” and to establish “user-centered’ systems engineering practices. However, it is much easier to find recommendations than it is to find examples of successhl user-centered systems engineering. This paper reports the success of one organization in developing user-centered systems engineering practices through four hndamental organizational changes. First, a User Interface (UI) systems engineering team was established with responsibility for systems engineering activities critical to product usability; These activities included development of concepts of use, U1 prototypes, U1 requirements, and managing end-user program involvement. Second, the U1 design was incorporated into the software requirements specifications. Third, effective U1 processes were established for defining requirements, designing and evaluating the UI, and leveraging end-user expertise. Finally, commitment of management and engineering leadership brought about these organizational changes and made their success possible. INTRODUCTION Terms such as “customer driven,” “usercentered design,” and “user-centered systems engineering” can be found echoing through the halls of many systems development organizations today. They reflect a frequently perceived need to find ways to enhance the focus of the systems engineering process and organization on satis@ing customer needs. Customer needs take many forms, but in this case the concern typically has to do with providing systems that do an excellent job of supporting operators in performing their tasks (i.e., system usability); producing these systems within aggressive schedules and tight budgets; and, “getting it right the first time,” rather than through endless expensive system modifications after the system is built. A number of factors bear some responsibility for the growing focus on system usability. One factor is continued “system creep” as computer systems gradually get applied to more workplace tasks. Another related factor is the ever increasing use of computer systems in environments where the operators are experts at their jobs, not experts with computers. Of course, this focus is also partly the effect of past systems that did not adequately meet customer needs.","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":"121372046","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.1995.482805
R. Kerr
The integrated avionics architecture of the Boeing 777 airplane, where several functions normally housed in separate computer units are implemented within a single avionics cabinet, presented some unique opportunities and challenges for the implementation of the data link functionality. The Data Communications Management Function (DCMF) is responsible for the communications routing protocols, both for the ACARS air-ground communications and the onboard, fiber optic avionics network. The Flight Deck Communications Function (FDCF) implements the crew interface to the data Link function using a Cursor Control Device (CCD) and Multi-Function Display (MFD) in addition to the conventional Control and Display Unit (CDU) and printer. FDCF is also responsible for the implementation of the customer unique Aeronautical Operational Control (AOC) applications which may be tailor-made and loaded into the system by the airline customer using a ground-based tool. This paper discusses the architectural and operational characteristics of the data link function on the Boeing 777 airplane, and consider how future data link applications and protocols may be accommodated.
{"title":"Data communications management for the Boeing 777 airplane","authors":"R. Kerr","doi":"10.1109/DASC.1995.482805","DOIUrl":"https://doi.org/10.1109/DASC.1995.482805","url":null,"abstract":"The integrated avionics architecture of the Boeing 777 airplane, where several functions normally housed in separate computer units are implemented within a single avionics cabinet, presented some unique opportunities and challenges for the implementation of the data link functionality. The Data Communications Management Function (DCMF) is responsible for the communications routing protocols, both for the ACARS air-ground communications and the onboard, fiber optic avionics network. The Flight Deck Communications Function (FDCF) implements the crew interface to the data Link function using a Cursor Control Device (CCD) and Multi-Function Display (MFD) in addition to the conventional Control and Display Unit (CDU) and printer. FDCF is also responsible for the implementation of the customer unique Aeronautical Operational Control (AOC) applications which may be tailor-made and loaded into the system by the airline customer using a ground-based tool. This paper discusses the architectural and operational characteristics of the data link function on the Boeing 777 airplane, and consider how future data link applications and protocols may be accommodated.","PeriodicalId":125963,"journal":{"name":"Proceedings of 14th Digital Avionics Systems Conference","volume":"71 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":"121591516","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}
京公网安备 11010802042870号
京ICP备2023020795号-1
扫码关注我们
求助内容：
应助结果提醒方式：