Pub Date : 1995-11-05DOI: 10.1109/DASC.1995.482943
C. Wanke, E. Hahn, R. Strain
This paper presents an experimental evaluation of course guidance technique that uses the aircraft's velocity vector to assist the general aviation pilot in following a course. This velocity vector-based approach to course guidance greatly simplifies the pilot's task of maintaining a desired track, especially in the presence of wind. Until recently, such guidance has been solely available to transport-category aircraft using expensive inertial reference systems, and the accuracy of other available navigation systems have not been suitable to derive an aircraft's velocity vector for guidance applications. Emerging technologies such as the Global Navigation Satellite System (GNSS), however, offer the capability to derive an aircraft's velocity vector, along with several other useful navigation parameters, at a reasonable and justifiable cost. Two types of GNSS-based course guidance displays are presented, and a piloted simulation experiment to evaluate the algorithm and displays is described. In this experiment, pilots executed a series of 20 minute flights culminating in a holding pattern and a VOR approach. In some of the flights the pilots used traditional radio navigation instruments, and in others they used variations of the GNSS-aided displays. Results indicate that pilot navigation performance improved significantly when using the GNSSaided displays, and that many mental errors associated with traditional VOR-based navigation were largely eliminated. Several specific guidance display features were also evaluated for usefulness and for impact on pilot performance.
{"title":"AN EXPERIMENTAL EVALUATION OF A GNSS+AIDED COURSE GUIDANCE TECHNIQUE FOR GENERAL AVIATION","authors":"C. Wanke, E. Hahn, R. Strain","doi":"10.1109/DASC.1995.482943","DOIUrl":"https://doi.org/10.1109/DASC.1995.482943","url":null,"abstract":"This paper presents an experimental evaluation of course guidance technique that uses the aircraft's velocity vector to assist the general aviation pilot in following a course. This velocity vector-based approach to course guidance greatly simplifies the pilot's task of maintaining a desired track, especially in the presence of wind. Until recently, such guidance has been solely available to transport-category aircraft using expensive inertial reference systems, and the accuracy of other available navigation systems have not been suitable to derive an aircraft's velocity vector for guidance applications. Emerging technologies such as the Global Navigation Satellite System (GNSS), however, offer the capability to derive an aircraft's velocity vector, along with several other useful navigation parameters, at a reasonable and justifiable cost. Two types of GNSS-based course guidance displays are presented, and a piloted simulation experiment to evaluate the algorithm and displays is described. In this experiment, pilots executed a series of 20 minute flights culminating in a holding pattern and a VOR approach. In some of the flights the pilots used traditional radio navigation instruments, and in others they used variations of the GNSS-aided displays. Results indicate that pilot navigation performance improved significantly when using the GNSSaided displays, and that many mental errors associated with traditional VOR-based navigation were largely eliminated. Several specific guidance display features were also evaluated for usefulness and for impact on pilot performance.","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":"121026607","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.1995.482931
L. Sherry, J. Ward
The Operational Procedure Model, presented in this paper, provides a formalism for the specification of the behavior of operationally embedded reactive systems found in aircraft guidance and navigation systems. The model assigns semantic interpretations of the operational procedure construct to the elements of a finite state machine. The operational procedure construct captures the embedded operational behavior of the system over all the missions in the life-cycle. The finite state machine captures the reactive behavior of the system. The model, captured in a data-base and interrogated through a graphical user-interface, can be used for simulation, analysis, and the generation of code and documentation.
{"title":"A formalism for the specification of operationally embedded reactive systems [in aircraft guidance/navigation systems]","authors":"L. Sherry, J. Ward","doi":"10.1109/DASC.1995.482931","DOIUrl":"https://doi.org/10.1109/DASC.1995.482931","url":null,"abstract":"The Operational Procedure Model, presented in this paper, provides a formalism for the specification of the behavior of operationally embedded reactive systems found in aircraft guidance and navigation systems. The model assigns semantic interpretations of the operational procedure construct to the elements of a finite state machine. The operational procedure construct captures the embedded operational behavior of the system over all the missions in the life-cycle. The finite state machine captures the reactive behavior of the system. The model, captured in a data-base and interrogated through a graphical user-interface, can be used for simulation, analysis, and the generation of code and documentation.","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":"122597439","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.1995.482837
D. Chandra, D. J. Bernays, S. Bussolari
Data link traffic and weather services have been developed for general aviation: The Traffic Information Service (TIS) displays ground-based traffic information, Graphical Weather Service (GWS) disseminates graphical precipitation maps, and Text Weather Service (TWS) provides surface observations and terminal forecasts. Development of the data link applications has now reached the field evaluation stage. Plans are to equip a limited number of light aircraft with the data link avionics for a six-month period. The services are provided via the Dulles Mode S sensor and a ground transmit/receive station installed in Frederick, MD. Pilot evaluators have access to the services on structured evaluation flights and routine business flights. Evaluators will assess each of the services, the training procedures, and the cockpit interface.
{"title":"Field evaluation of data link services for general aviation","authors":"D. Chandra, D. J. Bernays, S. Bussolari","doi":"10.1109/DASC.1995.482837","DOIUrl":"https://doi.org/10.1109/DASC.1995.482837","url":null,"abstract":"Data link traffic and weather services have been developed for general aviation: The Traffic Information Service (TIS) displays ground-based traffic information, Graphical Weather Service (GWS) disseminates graphical precipitation maps, and Text Weather Service (TWS) provides surface observations and terminal forecasts. Development of the data link applications has now reached the field evaluation stage. Plans are to equip a limited number of light aircraft with the data link avionics for a six-month period. The services are provided via the Dulles Mode S sensor and a ground transmit/receive station installed in Frederick, MD. Pilot evaluators have access to the services on structured evaluation flights and routine business flights. Evaluators will assess each of the services, the training procedures, and the cockpit interface.","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":"130514556","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.1995.482834
R. Palatka
When designed in the late 1970's, the avionics suite for the US Coast Guard's HC-130H fleet contained state of the art components. Although the rapid advancement of electronics technology soon surpassed that employed in some of these units, the suites remained highly functional and economically feasible into the late 1980's. A desire to improve joint operability between the various military services coupled with the opportunity to capitalize on the advanced characteristics of current avionics components combined to enhance the viability of the Coast Guard's wish to upgrade the capabilities of its fleet. The Coast Guard finalized the plans and designs which incorporated digital avionics into a suite which formerly contained only analog components. The nonrecurring engineering necessary to perform this integration included the design of several new subsystems to allow for the interface between existing components and the new digital data bus. This case study reviews the project which encompassed the specification, engineering, testing, prototyping, and fielding of this combined system. In addition, it shall also review the documentation, simulation, and training associated with a project of this scope.
{"title":"HC-130H GPS upgrade: a case study incorporating digital avionics into the cockpit","authors":"R. Palatka","doi":"10.1109/DASC.1995.482834","DOIUrl":"https://doi.org/10.1109/DASC.1995.482834","url":null,"abstract":"When designed in the late 1970's, the avionics suite for the US Coast Guard's HC-130H fleet contained state of the art components. Although the rapid advancement of electronics technology soon surpassed that employed in some of these units, the suites remained highly functional and economically feasible into the late 1980's. A desire to improve joint operability between the various military services coupled with the opportunity to capitalize on the advanced characteristics of current avionics components combined to enhance the viability of the Coast Guard's wish to upgrade the capabilities of its fleet. The Coast Guard finalized the plans and designs which incorporated digital avionics into a suite which formerly contained only analog components. The nonrecurring engineering necessary to perform this integration included the design of several new subsystems to allow for the interface between existing components and the new digital data bus. This case study reviews the project which encompassed the specification, engineering, testing, prototyping, and fielding of this combined system. In addition, it shall also review the documentation, simulation, and training associated with a project of this scope.","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":"129760889","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.1995.482798
J.B. Plies, L. Brock, P. P. Salamone, B. White, D. Meyers
This paper summarizes Air Mobility Command's (AMC's) non-developmental airlift aircraft (NDAA) avionics requirements, information gleaned from surveys of the aeronautical community without attribution, and an assessment of potential air traffic control (ATC) and command and control (C/sup 2/) avionics that would provide the necessary capabilities to meet NDAA objectives. Communications capabilities may include Inmarsat-Aero and military ultra high frequency (UHF) satellite communications (SATCOM); air/ground very high frequency (VHF) and UHF; military high frequency (HF) and HF data link; and provisioning for the aeronautical telecommunications network (ATN) protocols for interconnecting satellite, Mode Select (S), VHF, and possibly HF terminals. Navigation and precision landing systems are also discussed. Looking towards future communications, navigation, surveillance/air traffic management (CNS/ATM) concepts, another theme of the paper is preplanned product improvements (P/sup 3/I) leading to increased performance capabilities as new avionics and operational procedures become available. The ultimate goal is the ability to participate in "free flight", a concept that will be described as the CNS/ATM vision of the future.
{"title":"CNS/ATM avionics for a militarized commercial transport","authors":"J.B. Plies, L. Brock, P. P. Salamone, B. White, D. Meyers","doi":"10.1109/DASC.1995.482798","DOIUrl":"https://doi.org/10.1109/DASC.1995.482798","url":null,"abstract":"This paper summarizes Air Mobility Command's (AMC's) non-developmental airlift aircraft (NDAA) avionics requirements, information gleaned from surveys of the aeronautical community without attribution, and an assessment of potential air traffic control (ATC) and command and control (C/sup 2/) avionics that would provide the necessary capabilities to meet NDAA objectives. Communications capabilities may include Inmarsat-Aero and military ultra high frequency (UHF) satellite communications (SATCOM); air/ground very high frequency (VHF) and UHF; military high frequency (HF) and HF data link; and provisioning for the aeronautical telecommunications network (ATN) protocols for interconnecting satellite, Mode Select (S), VHF, and possibly HF terminals. Navigation and precision landing systems are also discussed. Looking towards future communications, navigation, surveillance/air traffic management (CNS/ATM) concepts, another theme of the paper is preplanned product improvements (P/sup 3/I) leading to increased performance capabilities as new avionics and operational procedures become available. The ultimate goal is the ability to participate in \"free flight\", a concept that will be described as the CNS/ATM vision of the future.","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":"128876368","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.1995.482840
R. E. Huss
Future conflicts will feature dense threats to low flying aircraft in the vicinity of the battle area. Lethal defenses will include anti-aircraft artillery (AAA) and surface-to-air missiles (SAMs). Survival of the aircraft in these environments is of the highest priority, and often depends on knowing the locations of such threats so that evasive maneuvers can be taken. This paper describes a unique, totally passive technique based on terrain reflections for precisely locating hostile radar emitters. Unlike conventional techniques for emitter location and passive ranging, this method does not require direct line of sight to the emitter; all that is required is that there exist terrain areas that are mutually visible to both the emitter and the receiver. On board a tactical aircraft, it would allow the pilot to locate threats before being exposed, thus allowing him to alter his route to utilize terrain masking. This will result in higher survivability and more stealthy ingress and egress through defended areas. The results of brassboard tests operating on signals from a non-cooperative emitter indicate that the system has the potential to locate non-cooperative emitters within less than 500 meters CEP, independent of range and azimuth, Below line of sight, and within 10-20 seconds of initial signal detection.
{"title":"Passive situation awareness: a case study","authors":"R. E. Huss","doi":"10.1109/DASC.1995.482840","DOIUrl":"https://doi.org/10.1109/DASC.1995.482840","url":null,"abstract":"Future conflicts will feature dense threats to low flying aircraft in the vicinity of the battle area. Lethal defenses will include anti-aircraft artillery (AAA) and surface-to-air missiles (SAMs). Survival of the aircraft in these environments is of the highest priority, and often depends on knowing the locations of such threats so that evasive maneuvers can be taken. This paper describes a unique, totally passive technique based on terrain reflections for precisely locating hostile radar emitters. Unlike conventional techniques for emitter location and passive ranging, this method does not require direct line of sight to the emitter; all that is required is that there exist terrain areas that are mutually visible to both the emitter and the receiver. On board a tactical aircraft, it would allow the pilot to locate threats before being exposed, thus allowing him to alter his route to utilize terrain masking. This will result in higher survivability and more stealthy ingress and egress through defended areas. The results of brassboard tests operating on signals from a non-cooperative emitter indicate that the system has the potential to locate non-cooperative emitters within less than 500 meters CEP, independent of range and azimuth, Below line of sight, and within 10-20 seconds of initial signal detection.","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":"121564056","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 : 1995-11-01DOI: 10.1109/DASC.1995.482944
C. Holloway
The revised Ada standard (ISO/IEC-8652:1995, commonly referred to as Ada 95) was released by the International Standards Organization (ISO) in February 1995. One of the unique features of this standard is that it is divided into a Core Language, which must be fully implemented, and several Specialized Needs Annexes, which provide standard definitions for additional features for particular application areas. Of particular interest to developers of safety-critical software is Annex H: Safety and Security. This Annex specifies detailed documentation requirements and facilities to support enhanced understanding of program execution paths and for reviewing object code. It also provides facilities for restricting the use of certain language constructs. This paper will discuss Annex H and will also present the charter of the recently formed Annex H Rapporteur Group.
{"title":"ADA 95 AND SAFETY-CRITICAL SOFTWARE","authors":"C. Holloway","doi":"10.1109/DASC.1995.482944","DOIUrl":"https://doi.org/10.1109/DASC.1995.482944","url":null,"abstract":"The revised Ada standard (ISO/IEC-8652:1995, commonly referred to as Ada 95) was released by the International Standards Organization (ISO) in February 1995. One of the unique features of this standard is that it is divided into a Core Language, which must be fully implemented, and several Specialized Needs Annexes, which provide standard definitions for additional features for particular application areas. Of particular interest to developers of safety-critical software is Annex H: Safety and Security. This Annex specifies detailed documentation requirements and facilities to support enhanced understanding of program execution paths and for reviewing object code. It also provides facilities for restricting the use of certain language constructs. This paper will discuss Annex H and will also present the charter of the recently formed Annex H Rapporteur Group.","PeriodicalId":125963,"journal":{"name":"Proceedings of 14th Digital Avionics Systems Conference","volume":"233 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1995-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"132352253","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 : 1995-09-01DOI: 10.1109/DASC.1995.482830
S. Bussolari
The Mode S data link is a high capacity air/ground digital communications system that can deliver information to the cockpit in a form that will significantly improve pilot situational awareness and aircraft utility. The FAA is deploying Mode S surveillance sensors with data link capability at 143 sites across the United States. Three Mode S data link applications: Traffic Information Service, Text Weather Service, and Graphical Weather Service have been developed to meet the specific needs of General Aviation. Traffic Information Service uses the surveillance capability inherent in the Mode S sensor to provide the pilot with a display of nearby traffic. Text Weather Service and Graphical Weather Service provide a means to deliver real-time weather text and graphics to the cockpit. An additional Mode S data link application, the use of the Mode S quitter for Automatic Dependent Surveillance Broadcast (ADS-B), also offers significant benefits to GA. Low-cost avionics have been developed to support these, and other Mode S data link applications for General Aviation.
{"title":"Mode S data link applications for general aviation","authors":"S. Bussolari","doi":"10.1109/DASC.1995.482830","DOIUrl":"https://doi.org/10.1109/DASC.1995.482830","url":null,"abstract":"The Mode S data link is a high capacity air/ground digital communications system that can deliver information to the cockpit in a form that will significantly improve pilot situational awareness and aircraft utility. The FAA is deploying Mode S surveillance sensors with data link capability at 143 sites across the United States. Three Mode S data link applications: Traffic Information Service, Text Weather Service, and Graphical Weather Service have been developed to meet the specific needs of General Aviation. Traffic Information Service uses the surveillance capability inherent in the Mode S sensor to provide the pilot with a display of nearby traffic. Text Weather Service and Graphical Weather Service provide a means to deliver real-time weather text and graphics to the cockpit. An additional Mode S data link application, the use of the Mode S quitter for Automatic Dependent Surveillance Broadcast (ADS-B), also offers significant benefits to GA. Low-cost avionics have been developed to support these, and other Mode S data link applications for General Aviation.","PeriodicalId":125963,"journal":{"name":"Proceedings of 14th Digital Avionics Systems Conference","volume":"74 3 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1995-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131245004","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 : 1900-01-01DOI: 10.1109/DASC.1995.482942
J. K. Terry, N. Lovelace, W. Terry
Recent experiences with the use of a dynamic, semirapid prototyping tool in the development of the Operator-System Interface (OSI) requirements for a complex, integrated avionics system show that the use of such a simulation is a viable solution to the challenges encountered in the design process. A semi-rapid prototyping tool simulating the OS1 for the SH-60R was used as a design tool, a marketing tool and an OS1 requirements test and evaluation facility. Implementation of the prototype is discussed along with tht: h i l t assets created to date as well as details concerning experimenter uses for the prototype. An assessment of the benefits realized and the challenges encountered as the program has evolved
{"title":"DYNAMIC SIMULATION IN THE DEVELOPMENT OF REQUIREMENTS FOR THE LAMPS SH-60R","authors":"J. K. Terry, N. Lovelace, W. Terry","doi":"10.1109/DASC.1995.482942","DOIUrl":"https://doi.org/10.1109/DASC.1995.482942","url":null,"abstract":"Recent experiences with the use of a dynamic, semirapid prototyping tool in the development of the Operator-System Interface (OSI) requirements for a complex, integrated avionics system show that the use of such a simulation is a viable solution to the challenges encountered in the design process. A semi-rapid prototyping tool simulating the OS1 for the SH-60R was used as a design tool, a marketing tool and an OS1 requirements test and evaluation facility. Implementation of the prototype is discussed along with tht: h i l t assets created to date as well as details concerning experimenter uses for the prototype. An assessment of the benefits realized and the challenges encountered as the program has evolved","PeriodicalId":125963,"journal":{"name":"Proceedings of 14th Digital Avionics Systems Conference","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1900-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130629936","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 : 1900-01-01DOI: 10.1109/DASC.1995.482812
J. Yelverton
Wireless technology has progressed to the point where it is now deemed appropriate to consider utilization of this new interconnection approach for digital avionics systems. An obvious advantage is the elimination of signal and information cabling, which in a typical system (even with fiber optics), may contribute a significant portion to the total avionics weight; limiting effective payload and performance of the vehicle. Other benefits include ease of equipment change-out (lowering support cost while shortening turnaround), placement flexibility, and support of technology insertion for growth and evolution of the system. This paper explores the feasibility of using wireless interconnection for onboard digital avionics and examines the issues related to this unique technology. Emphasis will be given to those wireless techniques that permit reliable and secure digital data interchange between avionics components while maintaining state-of-the-art system information and signal throughput. The paper will include a proposed implementation, supported by a preliminary set of requirements for digital wireless avionics.
{"title":"Wireless avionics","authors":"J. Yelverton","doi":"10.1109/DASC.1995.482812","DOIUrl":"https://doi.org/10.1109/DASC.1995.482812","url":null,"abstract":"Wireless technology has progressed to the point where it is now deemed appropriate to consider utilization of this new interconnection approach for digital avionics systems. An obvious advantage is the elimination of signal and information cabling, which in a typical system (even with fiber optics), may contribute a significant portion to the total avionics weight; limiting effective payload and performance of the vehicle. Other benefits include ease of equipment change-out (lowering support cost while shortening turnaround), placement flexibility, and support of technology insertion for growth and evolution of the system. This paper explores the feasibility of using wireless interconnection for onboard digital avionics and examines the issues related to this unique technology. Emphasis will be given to those wireless techniques that permit reliable and secure digital data interchange between avionics components while maintaining state-of-the-art system information and signal throughput. The paper will include a proposed implementation, supported by a preliminary set of requirements for digital wireless avionics.","PeriodicalId":125963,"journal":{"name":"Proceedings of 14th Digital Avionics Systems Conference","volume":"82 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1900-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116745094","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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