Pub Date : 1995-11-05DOI: 10.1109/DASC.1995.482915
J. Preston, Paul A. Little, L. Martin
The ability to accurately predict usable processing reserve is needed in many real-time software applications. Earlier research has shown that there are limits on the amount of available processor throughput that can be used to perform work with hard real-time deadlines. In this paper, we present an approach for determining and manipulating usable real-time processing reserve for multitasking systems that use preemptive, priority-based scheduling rules. Such systems must be prioritized using either rate monotonic, or deadline monotonic criteria. The approach computes real-time processing reserve for a schedulable task set, assuming that additional computation requirements will be levied on existing tasks. The approach includes a method for computing the maximum work that can be performed by an added task while preserving schedulability of the task set. Additionally, we introduce a method for balancing work within a task set to increase available real-time processing reserve. The method can be conditionally applied to harmonic tasks within a task set to improve the work efficiency of a processing resource.
{"title":"DETERMINING REAL-TIME PROCESSING RESERVE IN MULTITASKING SYSTEMS","authors":"J. Preston, Paul A. Little, L. Martin","doi":"10.1109/DASC.1995.482915","DOIUrl":"https://doi.org/10.1109/DASC.1995.482915","url":null,"abstract":"The ability to accurately predict usable processing reserve is needed in many real-time software applications. Earlier research has shown that there are limits on the amount of available processor throughput that can be used to perform work with hard real-time deadlines. In this paper, we present an approach for determining and manipulating usable real-time processing reserve for multitasking systems that use preemptive, priority-based scheduling rules. Such systems must be prioritized using either rate monotonic, or deadline monotonic criteria. The approach computes real-time processing reserve for a schedulable task set, assuming that additional computation requirements will be levied on existing tasks. The approach includes a method for computing the maximum work that can be performed by an added task while preserving schedulability of the task set. Additionally, we introduce a method for balancing work within a task set to increase available real-time processing reserve. The method can be conditionally applied to harmonic tasks within a task set to improve the work efficiency of a processing resource.","PeriodicalId":125963,"journal":{"name":"Proceedings of 14th Digital Avionics Systems Conference","volume":"22 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":"117183400","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.1995.482809
Denise R. Jones, Steven D. Young
A flight demonstration was conducted to address airport surface movement area capacity issues by providing pilots with enhanced situational awareness information. The demonstration showed an integration of several technologies to government and industry representatives. These technologies consisted of an electronic moving map display in the cockpit, a Differential Global Positioning System (DGPS) receiver, a high speed VHF data link, an ASDE-3 radar, and the Airport Movement Area Safety System (AMASS). Aircraft identification was presented to an air traffic controller on AMASS. The onboard electronic map included the display of taxi routes, hold instructions, and clearances, which were sent to the aircraft via data link by the controller. The map also displayed the positions of other traffic and warning information, which were sent to the aircraft automatically from the ASDE-3/AMASS system. This paper describes the flight demonstration in detail, along with preliminary results.
{"title":"Flight demonstration of integrated airport surface automation concepts","authors":"Denise R. Jones, Steven D. Young","doi":"10.1109/DASC.1995.482809","DOIUrl":"https://doi.org/10.1109/DASC.1995.482809","url":null,"abstract":"A flight demonstration was conducted to address airport surface movement area capacity issues by providing pilots with enhanced situational awareness information. The demonstration showed an integration of several technologies to government and industry representatives. These technologies consisted of an electronic moving map display in the cockpit, a Differential Global Positioning System (DGPS) receiver, a high speed VHF data link, an ASDE-3 radar, and the Airport Movement Area Safety System (AMASS). Aircraft identification was presented to an air traffic controller on AMASS. The onboard electronic map included the display of taxi routes, hold instructions, and clearances, which were sent to the aircraft via data link by the controller. The map also displayed the positions of other traffic and warning information, which were sent to the aircraft automatically from the ASDE-3/AMASS system. This paper describes the flight demonstration in detail, along with preliminary results.","PeriodicalId":125963,"journal":{"name":"Proceedings of 14th Digital Avionics Systems Conference","volume":"41 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":"130147498","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.1995.482807
H. Pilley, L. V. Pilley
The successful implementation of a seamless, DGPS-based airport navigation, control and management system is dependent on the successful integration of avionics and Air Traffic Management (ATM) technologies. Differential GPS (DGPS) position, velocity and time (PVT) data can provide pilots with world-wide, all-weather navigation capabilities, including forms of precision approach, taxi and departure guidance. Automatic Dependent Surveillance Broadcast (ADS-B) can give all participants a dynamic view of the airspace (or airport surface) and provide the ATM system with the inputs it needs to manage air and ground traffic safely and efficiently. Using common, safety-enhancing algorithms, GPS and datalink can provide improved benefits to the vast majority of aviation system users and operators. To maximize the strength and versatility of an integrated GPS-based airport system, international standards are required for navigation, geodesy, avionics, and datalink(s). The first step in developing these standards is the definition of high-level operational requirements for seamless airport operations. This paper describes a set of key, high-level operational requirements for a DGPS-based airport navigation, control and management system. The requirements are translated into a specific technology implementation utilizing GPS and datalink. The concepts presented here are based on the real time test activities conducted by DSDC at the Manchester, NH airport.
{"title":"Satisfying airport operational requirements using GNSS","authors":"H. Pilley, L. V. Pilley","doi":"10.1109/DASC.1995.482807","DOIUrl":"https://doi.org/10.1109/DASC.1995.482807","url":null,"abstract":"The successful implementation of a seamless, DGPS-based airport navigation, control and management system is dependent on the successful integration of avionics and Air Traffic Management (ATM) technologies. Differential GPS (DGPS) position, velocity and time (PVT) data can provide pilots with world-wide, all-weather navigation capabilities, including forms of precision approach, taxi and departure guidance. Automatic Dependent Surveillance Broadcast (ADS-B) can give all participants a dynamic view of the airspace (or airport surface) and provide the ATM system with the inputs it needs to manage air and ground traffic safely and efficiently. Using common, safety-enhancing algorithms, GPS and datalink can provide improved benefits to the vast majority of aviation system users and operators. To maximize the strength and versatility of an integrated GPS-based airport system, international standards are required for navigation, geodesy, avionics, and datalink(s). The first step in developing these standards is the definition of high-level operational requirements for seamless airport operations. This paper describes a set of key, high-level operational requirements for a DGPS-based airport navigation, control and management system. The requirements are translated into a specific technology implementation utilizing GPS and datalink. The concepts presented here are based on the real time test activities conducted by DSDC at the Manchester, NH airport.","PeriodicalId":125963,"journal":{"name":"Proceedings of 14th Digital Avionics Systems Conference","volume":"3 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":"122023457","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.1995.482941
D. R. Morgan
This paper explores the generic structure of avionics beyond the Pave Pace system architecture. Projected constraints, opportunities and trends in several pervasive system building blocks which should be mature by this time frame are discussed and an example of the form this architecture might take is offered. In developing these projections, the author interviewed several technology experts in Industry and Government to help in forecasting the future of military avionics. General conclusions are: (1) costdriven sensor solutions will drive the avionics designs for most military avionics applications in order to meet demanding situation awareness goals, (2) the most pervasive and highest-leveraged building blocks used to build this advanced system will be commerciallyavailable data and signal processors along with advanced A/D converters and digital and RF photonics, (3) a continued increase in time sharing and physical integration at every level of the avionics architecture is projected, including multifunction EO and RF apertures, RF support electronics and a highly integrated digital system, (4) distributed high-speed photonic switches will permeate the architecture to achieve a unified interconnect network across RF, IF, data and signal processing modules built from families of printed wiring boards, (5) advances in packaging and microelectronics will result in the need for liquid immersion cooling and 3-dimensional stacking of RF, digital and photonic circuitry to support integrated apertures, digital receivers and data and signal processors to accomodate the needed speed and functional integration, (6) the digital boundary will move closer to the apertures to enable IF digital receivers for electronic warfare and radar applications (digital receivers up through L-band will have occurred during the Pave Pace era) and will extend the use of photonics beyond the digital arena to where photonically-controlled beam steering for phased arrays, RF signal distribution and hetereodyning will be possible. INTRODUCTION Predicting the characteristics of the next military avionics system beyond Pave Pace, which is not yet demonstrated, is obviously difficult because many assumptions must be made about the future direction of military priorities, budgetary constraints and the degree of success researchers will have in maturing several key technologies. This paper assumes the drive for low cost avionics will continue and that the 20 year system will evolve from the Pave Pace system introduced around the 200710 time frame. Therefore, one of the tasks at hand is to identify pervasive, highly-leveraged building block technologies, unavailable to the Pave Pace system that can further reduce avionics costs. For the 20 year design, these technologies should be in the early stages of prototype device development and significant funding interest must be shown by DoD departments such as the Advanced Research Projects Agency (ARPA). FUTURE AVIONICS NEEDS In the auth
{"title":"MILITARY AVIONICS TWENTY YEARS IN THE FUTURE","authors":"D. R. Morgan","doi":"10.1109/DASC.1995.482941","DOIUrl":"https://doi.org/10.1109/DASC.1995.482941","url":null,"abstract":"This paper explores the generic structure of avionics beyond the Pave Pace system architecture. Projected constraints, opportunities and trends in several pervasive system building blocks which should be mature by this time frame are discussed and an example of the form this architecture might take is offered. In developing these projections, the author interviewed several technology experts in Industry and Government to help in forecasting the future of military avionics. General conclusions are: (1) costdriven sensor solutions will drive the avionics designs for most military avionics applications in order to meet demanding situation awareness goals, (2) the most pervasive and highest-leveraged building blocks used to build this advanced system will be commerciallyavailable data and signal processors along with advanced A/D converters and digital and RF photonics, (3) a continued increase in time sharing and physical integration at every level of the avionics architecture is projected, including multifunction EO and RF apertures, RF support electronics and a highly integrated digital system, (4) distributed high-speed photonic switches will permeate the architecture to achieve a unified interconnect network across RF, IF, data and signal processing modules built from families of printed wiring boards, (5) advances in packaging and microelectronics will result in the need for liquid immersion cooling and 3-dimensional stacking of RF, digital and photonic circuitry to support integrated apertures, digital receivers and data and signal processors to accomodate the needed speed and functional integration, (6) the digital boundary will move closer to the apertures to enable IF digital receivers for electronic warfare and radar applications (digital receivers up through L-band will have occurred during the Pave Pace era) and will extend the use of photonics beyond the digital arena to where photonically-controlled beam steering for phased arrays, RF signal distribution and hetereodyning will be possible. INTRODUCTION Predicting the characteristics of the next military avionics system beyond Pave Pace, which is not yet demonstrated, is obviously difficult because many assumptions must be made about the future direction of military priorities, budgetary constraints and the degree of success researchers will have in maturing several key technologies. This paper assumes the drive for low cost avionics will continue and that the 20 year system will evolve from the Pave Pace system introduced around the 200710 time frame. Therefore, one of the tasks at hand is to identify pervasive, highly-leveraged building block technologies, unavailable to the Pave Pace system that can further reduce avionics costs. For the 20 year design, these technologies should be in the early stages of prototype device development and significant funding interest must be shown by DoD departments such as the Advanced Research Projects Agency (ARPA). FUTURE AVIONICS NEEDS In the auth","PeriodicalId":125963,"journal":{"name":"Proceedings of 14th Digital Avionics Systems Conference","volume":"61 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":"126725607","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.1995.482815
E. Trujillo
In the past, our military systems have required technology not readily available in the industrial and commercial areas. This is no longer the case. Commercial products and practices offer the potential of reduced costs, lower risk and faster technology infusion. In order to achieve the potential benefits, our current methods of acquisition need change but it is important to review the background behind the institution of military standards and to assess their continued validity and to understand why. Also, before we rush to the conclusion that military specifications and standards are preferred for avionics over commercial products and practices, it is useful to review the specific requirements. In the past, in the absence of military specifications and standards, situations arose where items were developed using existing industrial and commercial products, processes and practices that at times led to catastrophic results or were inadequate to meet the threat. It is comforting that those who demand change show wisdom by asking that change be conducted with care and the impact understood. However, some use hyperbole in condemning the reliance on military specifications and standards and insist that their elimination is a good thing. In the domain of high performance aircraft avionics the potential for change is likely to be limited without an in-depth comprehension of the military environment, requirements and the capability of commercial products to satisfy them.
{"title":"Military requirements constrain COTS utilization","authors":"E. Trujillo","doi":"10.1109/DASC.1995.482815","DOIUrl":"https://doi.org/10.1109/DASC.1995.482815","url":null,"abstract":"In the past, our military systems have required technology not readily available in the industrial and commercial areas. This is no longer the case. Commercial products and practices offer the potential of reduced costs, lower risk and faster technology infusion. In order to achieve the potential benefits, our current methods of acquisition need change but it is important to review the background behind the institution of military standards and to assess their continued validity and to understand why. Also, before we rush to the conclusion that military specifications and standards are preferred for avionics over commercial products and practices, it is useful to review the specific requirements. In the past, in the absence of military specifications and standards, situations arose where items were developed using existing industrial and commercial products, processes and practices that at times led to catastrophic results or were inadequate to meet the threat. It is comforting that those who demand change show wisdom by asking that change be conducted with care and the impact understood. However, some use hyperbole in condemning the reliance on military specifications and standards and insist that their elimination is a good thing. In the domain of high performance aircraft avionics the potential for change is likely to be limited without an in-depth comprehension of the military environment, requirements and the capability of commercial products to satisfy them.","PeriodicalId":125963,"journal":{"name":"Proceedings of 14th Digital Avionics Systems Conference","volume":"7 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":"127469204","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.1995.482820
A. Pritchett, B. Carpenter, K. Asari, J. Kuchar, R. Hansman
Efforts to increase airport capacity include studies of aircraft systems that would enable simultaneous approaches to closely spaced parallel runways in Instrument Meteorological Conditions (IMC). The time-critical nature of a parallel approach results in key design issues for current and future collision avoidance systems. These issues are being studied in two ways. First, a part-task flight simulator study has examined the procedural and display issues inherent in such a time-critical task. Second, a prototype collision avoidance logic capable of generating this maneuver guidance has been designed using a recently developed methodology.
{"title":"Issues in airborne systems for closely-spaced parallel runway operations","authors":"A. Pritchett, B. Carpenter, K. Asari, J. Kuchar, R. Hansman","doi":"10.1109/DASC.1995.482820","DOIUrl":"https://doi.org/10.1109/DASC.1995.482820","url":null,"abstract":"Efforts to increase airport capacity include studies of aircraft systems that would enable simultaneous approaches to closely spaced parallel runways in Instrument Meteorological Conditions (IMC). The time-critical nature of a parallel approach results in key design issues for current and future collision avoidance systems. These issues are being studied in two ways. First, a part-task flight simulator study has examined the procedural and display issues inherent in such a time-critical task. Second, a prototype collision avoidance logic capable of generating this maneuver guidance has been designed using a recently developed methodology.","PeriodicalId":125963,"journal":{"name":"Proceedings of 14th Digital Avionics Systems Conference","volume":"100 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":"134094477","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.1995.482843
M. Svedlow, S. T. Bachinsky, F. Hodum
TACTICS (sponsored by the US. Army Tank Automotive Command) is a set of interconnectivity services that provides the application-oriented user flexibility and ease-of-use in rapidly configuring simulations composed of custom developed or legacy code. Simulations include software simulations and software controlled hardware systems. TACTICS adheres to object-oriented design principles and takes full advantage of the benefits offered by industry object-oriented standards such as the Common Object Request Broker Architecture (CORBA). With C++ as the core language, classes and toolsets have been developed which enable existing simulations to be migrated to the object-oriented paradigm and interoperate with each other in an integrated simulation environment.
战术(由美国赞助)陆军坦克汽车司令部(Army Tank Automotive Command)是一套互连服务，在快速配置由定制开发或遗留代码组成的模拟时，为面向应用的用户提供灵活性和易用性。仿真包括软件仿真和软件控制的硬件系统。TACTICS坚持面向对象的设计原则，并充分利用了诸如公共对象请求代理体系结构(Common Object Request Broker Architecture, CORBA)等行业面向对象标准提供的优势。以c++为核心语言，开发了类和工具集，使现有的仿真能够迁移到面向对象范式，并在集成仿真环境中相互互操作。
{"title":"TACTICS: A CORBA-BASED DISTRIBUTED PROCESSING INFRASTRUCTURE","authors":"M. Svedlow, S. T. Bachinsky, F. Hodum","doi":"10.1109/DASC.1995.482843","DOIUrl":"https://doi.org/10.1109/DASC.1995.482843","url":null,"abstract":"TACTICS (sponsored by the US. Army Tank Automotive Command) is a set of interconnectivity services that provides the application-oriented user flexibility and ease-of-use in rapidly configuring simulations composed of custom developed or legacy code. Simulations include software simulations and software controlled hardware systems. TACTICS adheres to object-oriented design principles and takes full advantage of the benefits offered by industry object-oriented standards such as the Common Object Request Broker Architecture (CORBA). With C++ as the core language, classes and toolsets have been developed which enable existing simulations to be migrated to the object-oriented paradigm and interoperate with each other in an integrated simulation environment.","PeriodicalId":125963,"journal":{"name":"Proceedings of 14th Digital Avionics Systems Conference","volume":"62 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":"130279225","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.1995.482808
F. Goodrich
This paper presents the results of tests using Cardion's Cooperative Area Precision Tracking System (CAPTS), The basic theory of operation of a multilateration system is explained. The ability of CAPTS to provide positive aircraft identity in order to put "tags" on ASDE radar displays is proved through presentation of test data. Data showing both theoretical and measured positional accuracy with test results showing the probability of correctly identifying targets is included. Test data is derived from recent demonstrations conducted at the FAATC in Atlantic City, NJ and the tests conducted at Hartsfield International Airport in Atlanta GA.
{"title":"Multilateration techniques for positive aircraft location and identification","authors":"F. Goodrich","doi":"10.1109/DASC.1995.482808","DOIUrl":"https://doi.org/10.1109/DASC.1995.482808","url":null,"abstract":"This paper presents the results of tests using Cardion's Cooperative Area Precision Tracking System (CAPTS), The basic theory of operation of a multilateration system is explained. The ability of CAPTS to provide positive aircraft identity in order to put \"tags\" on ASDE radar displays is proved through presentation of test data. Data showing both theoretical and measured positional accuracy with test results showing the probability of correctly identifying targets is included. Test data is derived from recent demonstrations conducted at the FAATC in Atlantic City, NJ and the tests conducted at Hartsfield International Airport in Atlanta GA.","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":"134413356","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.1995.482818
P. Szulewski, D. Maibor
In his June 29, 1994 memo, Secretary of Defense Perry challenged Dod agencies (and Industry) to move to greater use of performance and commercial specifications and standards, and shelved a host of military standards, including those related to software. After an intense lobbying effort by the Dod and Industry, the DoD approved the use of MIL-STD-498 for two years; assuming, a non-Government software standard would replace it in that time frame. The U.S. Navy and Air Force have issued waivers permitting MIL-STD-498 to be invoked on contracts. The Institute of Electrical and Electronics Engineers (IEEE) and the Electronic Industries Association (EIA) are working together to create a nonGovernment software standard. Because MIL-STD498 is new and being applied on selected projects, there is no published information on its practical use. This paper briefly: (1) highlights MIL-STD-498 as the new way of developing software; (2) examines MIL-STD-498's application on a governmentsponsored real-time guidance, navigation, and control project underway at the Draper Laboratory; and (3) reviews the effort to create non-Government software Standards.
{"title":"MIL-STD-498: WHAT'S NEW, AND SOME REAL LESSONS LEARNED","authors":"P. Szulewski, D. Maibor","doi":"10.1109/DASC.1995.482818","DOIUrl":"https://doi.org/10.1109/DASC.1995.482818","url":null,"abstract":"In his June 29, 1994 memo, Secretary of Defense Perry challenged Dod agencies (and Industry) to move to greater use of performance and commercial specifications and standards, and shelved a host of military standards, including those related to software. After an intense lobbying effort by the Dod and Industry, the DoD approved the use of MIL-STD-498 for two years; assuming, a non-Government software standard would replace it in that time frame. The U.S. Navy and Air Force have issued waivers permitting MIL-STD-498 to be invoked on contracts. The Institute of Electrical and Electronics Engineers (IEEE) and the Electronic Industries Association (EIA) are working together to create a nonGovernment software standard. Because MIL-STD498 is new and being applied on selected projects, there is no published information on its practical use. This paper briefly: (1) highlights MIL-STD-498 as the new way of developing software; (2) examines MIL-STD-498's application on a governmentsponsored real-time guidance, navigation, and control project underway at the Draper Laboratory; and (3) reviews the effort to create non-Government software Standards.","PeriodicalId":125963,"journal":{"name":"Proceedings of 14th Digital Avionics Systems Conference","volume":"10 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":"132893558","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.1995.482803
R. E. Boisvert, S. Bussolari, G. Knittel, M. Owen, K. Saunders
Aircraft surveillance in the Gulf of Mexico can be substantially improved at relatively low cost with GPS-Squitter, a form of Automatic Dependent Surveillance Broadcast(ADS-B), with GPS-Squitter, aircraft in the Gulf would use Mode S transponders to automatically broadcast (i.e., squitter) their position (latitude, longitude, and barometric altitude) and identification. An aircraft would determine its position from an onboard positioning system such as GPS (Global Positioning System). To demonstrate the feasibility of GPS-Squitter low-altitude surveillance in the Gulf of Mexico, MIT Lincoln Laboratory, in a cooperative effort with the FAA (Federal Aviation Administration) and industry, conducted a series of tests in the Gulf during November and December 1994. For the tests, three GPS-Squitter ground stations were deployed in the Gulf-two on oil platforms and a third at the Petroleum Helicopters, Inc. (PHI) heliport in Morgan City, Louisiana. The ground stations were used to track three GPS-Squitter-equipped aircraft (two Bell 206 helicopters and Cessna 421); live traffic displays were available in Morgan City, New Orleans, and Houston. This paper describes the configuration of the test vehicles and ground stations. Surveillance performance results are also included for each of the test vehicles.
{"title":"GPS-squitter low-altitude air surveillance in the Gulf of Mexico","authors":"R. E. Boisvert, S. Bussolari, G. Knittel, M. Owen, K. Saunders","doi":"10.1109/DASC.1995.482803","DOIUrl":"https://doi.org/10.1109/DASC.1995.482803","url":null,"abstract":"Aircraft surveillance in the Gulf of Mexico can be substantially improved at relatively low cost with GPS-Squitter, a form of Automatic Dependent Surveillance Broadcast(ADS-B), with GPS-Squitter, aircraft in the Gulf would use Mode S transponders to automatically broadcast (i.e., squitter) their position (latitude, longitude, and barometric altitude) and identification. An aircraft would determine its position from an onboard positioning system such as GPS (Global Positioning System). To demonstrate the feasibility of GPS-Squitter low-altitude surveillance in the Gulf of Mexico, MIT Lincoln Laboratory, in a cooperative effort with the FAA (Federal Aviation Administration) and industry, conducted a series of tests in the Gulf during November and December 1994. For the tests, three GPS-Squitter ground stations were deployed in the Gulf-two on oil platforms and a third at the Petroleum Helicopters, Inc. (PHI) heliport in Morgan City, Louisiana. The ground stations were used to track three GPS-Squitter-equipped aircraft (two Bell 206 helicopters and Cessna 421); live traffic displays were available in Morgan City, New Orleans, and Houston. This paper describes the configuration of the test vehicles and ground stations. Surveillance performance results are also included for each of the test vehicles.","PeriodicalId":125963,"journal":{"name":"Proceedings of 14th Digital Avionics Systems Conference","volume":"29 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":"114548166","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：