Pub Date : 1996-10-27DOI: 10.1109/DASC.1996.559181
D. Kempf
Electromagnetic vulnerability (EMV) testing is typically performed on aircraft using a standard method where the aircraft is directly radiated by an antenna, with no mode-stirring. Since a standing wave pattern will cause peaks and nulls in the field inside the aircraft, many antenna aspect angles should be used to assure that all equipment on board the aircraft is exposed to the appropriate field. However, this is very time consuming and often not feasible. As a result, some equipment on the aircraft may not be exposed to the intended field level. Using mode-stirred techniques during EMV testing will provide improvement in field distribution throughout the aircraft so that the need to use several aspect angles would be eliminated, and a more controlled and thorough test would result. This study was performed to demonstrate this, by comparing cable coupling and field level measurements on a P-3 and an E-2C during EMV testing using both the standard method and mode-stirring.
{"title":"Electromagnetic vulnerability testing of aircraft using mode-stirred techniques","authors":"D. Kempf","doi":"10.1109/DASC.1996.559181","DOIUrl":"https://doi.org/10.1109/DASC.1996.559181","url":null,"abstract":"Electromagnetic vulnerability (EMV) testing is typically performed on aircraft using a standard method where the aircraft is directly radiated by an antenna, with no mode-stirring. Since a standing wave pattern will cause peaks and nulls in the field inside the aircraft, many antenna aspect angles should be used to assure that all equipment on board the aircraft is exposed to the appropriate field. However, this is very time consuming and often not feasible. As a result, some equipment on the aircraft may not be exposed to the intended field level. Using mode-stirred techniques during EMV testing will provide improvement in field distribution throughout the aircraft so that the need to use several aspect angles would be eliminated, and a more controlled and thorough test would result. This study was performed to demonstrate this, by comparing cable coupling and field level measurements on a P-3 and an E-2C during EMV testing using both the standard method and mode-stirring.","PeriodicalId":332554,"journal":{"name":"15th DASC. AIAA/IEEE Digital Avionics Systems Conference","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"1996-10-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131877240","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 : 1996-10-27DOI: 10.1109/DASC.1996.559150
R. O'Rourke, E. Peterson
Flight critical system architects are increasingly integrating aircraft control and management functionality. This functional integration increases performance and cost of ownership requirements on the communication pathways. Optical signal transmission is an attractive approach to satisfying these system requirements. Investigations and demonstrations of optical signaling are needed to validate applicability of fiber based communication systems to the new system architecture performance and cost requirements. Honeywell's activities associated with the Fly-By-Light Advanced System Hardware (FLASH) program have produced a system including key optical interface elements and accomplished preliminary demonstrations needed to validate flexible, optical based aircraft control and avionic systems. The Honeywell Primary Flight Control System (PFCS) included Active Hand Controllers (AHCs), Primary Flight Control Computers (PFCCs) and smart actuation subsystem elements interfaced through various optical implementations and communication protocols. These successful implementations and demonstrations provide an excellent baseline for the processes, tools and materials required to make Fly-by-Light avionic systems marketable.
{"title":"Optical demonstration on Honeywell FLASH program","authors":"R. O'Rourke, E. Peterson","doi":"10.1109/DASC.1996.559150","DOIUrl":"https://doi.org/10.1109/DASC.1996.559150","url":null,"abstract":"Flight critical system architects are increasingly integrating aircraft control and management functionality. This functional integration increases performance and cost of ownership requirements on the communication pathways. Optical signal transmission is an attractive approach to satisfying these system requirements. Investigations and demonstrations of optical signaling are needed to validate applicability of fiber based communication systems to the new system architecture performance and cost requirements. Honeywell's activities associated with the Fly-By-Light Advanced System Hardware (FLASH) program have produced a system including key optical interface elements and accomplished preliminary demonstrations needed to validate flexible, optical based aircraft control and avionic systems. The Honeywell Primary Flight Control System (PFCS) included Active Hand Controllers (AHCs), Primary Flight Control Computers (PFCCs) and smart actuation subsystem elements interfaced through various optical implementations and communication protocols. These successful implementations and demonstrations provide an excellent baseline for the processes, tools and materials required to make Fly-by-Light avionic systems marketable.","PeriodicalId":332554,"journal":{"name":"15th DASC. AIAA/IEEE Digital Avionics Systems Conference","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"1996-10-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"133377519","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 : 1996-10-27DOI: 10.1109/DASC.1996.559172
M. Silbert
There are many subsystems on-board the modern military aircraft to provide enhanced capability and to enable the pilot to better perform his mission. Unfortunately, most of these subsystems each require some management by the pilot in the form of monitoring gauges, displays or indicators. As a result, pilot workload often increases since the pilot must monitor the health of his vehicle in addition to performing his mission. But the pilot should be focused on his mission, not on the aircraft itself. There are simply too many potential distractions from vehicle status indicators and gauges. Vehicle management systems need to be developed to provide more autonomy in the management of aircraft subsystems. Furthermore, when a subsystem does fail, it is left to the pilot to determine both how the failure will affect other subsystems and more importantly, how the failure will affect his ability to carry out his mission. This paper addresses the issue of how to reduce the pilot's management of aircraft subsystems by developing an integrated vehicle manager that relies on various smart subsystems technologies.
{"title":"Using information management to integrate smart vehicle subsystems","authors":"M. Silbert","doi":"10.1109/DASC.1996.559172","DOIUrl":"https://doi.org/10.1109/DASC.1996.559172","url":null,"abstract":"There are many subsystems on-board the modern military aircraft to provide enhanced capability and to enable the pilot to better perform his mission. Unfortunately, most of these subsystems each require some management by the pilot in the form of monitoring gauges, displays or indicators. As a result, pilot workload often increases since the pilot must monitor the health of his vehicle in addition to performing his mission. But the pilot should be focused on his mission, not on the aircraft itself. There are simply too many potential distractions from vehicle status indicators and gauges. Vehicle management systems need to be developed to provide more autonomy in the management of aircraft subsystems. Furthermore, when a subsystem does fail, it is left to the pilot to determine both how the failure will affect other subsystems and more importantly, how the failure will affect his ability to carry out his mission. This paper addresses the issue of how to reduce the pilot's management of aircraft subsystems by developing an integrated vehicle manager that relies on various smart subsystems technologies.","PeriodicalId":332554,"journal":{"name":"15th DASC. AIAA/IEEE Digital Avionics Systems Conference","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"1996-10-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"129119053","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 : 1996-10-27DOI: 10.1109/DASC.1996.559158
M. Clark
During an era of continually declining defense budgets, the defense establishment is being required to maintain or expand existing capabilities while expending fewer resources. In conjunction with this austerity dictate, our weapons platforms and their associated systems are being required to expand their capabilities in ways never envisioned during their initial designs. The B-52 bomber is a consummate example of this capabilities extension. As the lineage of this weapons platform now stretches into its fifth decade of service, the aircraft and its systems, upgraded many times over its life span, must maintain the capabilities of its critical mission with improved reliability and at reduced life-cycle costs, while providing the ability to add new functionality and adapt to ongoing technology improvements. The B-52's Avionics Computer Units (ACUs), the AP-1O1C Mission Computers, illustrate many of the problems of the aging military electronics being utilized to support today's requirements.
在国防预算不断下降的时代，国防机构被要求在消耗更少资源的同时保持或扩大现有能力。与这种紧缩要求相结合，我们的武器平台及其相关系统被要求以最初设计时从未设想过的方式扩展其能力。B-52轰炸机是这种能力扩展的完美例子。随着该武器平台的发展，飞机及其系统在其生命周期内进行了多次升级，必须以更高的可靠性和更低的生命周期成本保持其关键任务的能力，同时提供增加新功能和适应持续技术改进的能力。B-52的航空电子计算机单元(acu)， ap - 101c任务计算机，说明了用于支持当今需求的老化军事电子设备的许多问题。
{"title":"A cost-effective approach for incorporating open-systems architectures within existing avionics platforms","authors":"M. Clark","doi":"10.1109/DASC.1996.559158","DOIUrl":"https://doi.org/10.1109/DASC.1996.559158","url":null,"abstract":"During an era of continually declining defense budgets, the defense establishment is being required to maintain or expand existing capabilities while expending fewer resources. In conjunction with this austerity dictate, our weapons platforms and their associated systems are being required to expand their capabilities in ways never envisioned during their initial designs. The B-52 bomber is a consummate example of this capabilities extension. As the lineage of this weapons platform now stretches into its fifth decade of service, the aircraft and its systems, upgraded many times over its life span, must maintain the capabilities of its critical mission with improved reliability and at reduced life-cycle costs, while providing the ability to add new functionality and adapt to ongoing technology improvements. The B-52's Avionics Computer Units (ACUs), the AP-1O1C Mission Computers, illustrate many of the problems of the aging military electronics being utilized to support today's requirements.","PeriodicalId":332554,"journal":{"name":"15th DASC. AIAA/IEEE Digital Avionics Systems Conference","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"1996-10-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131558413","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 : 1996-10-27DOI: 10.1109/DASC.1996.559189
R. Gazit, J. Powell
The current airborne collision avoidance system provides pilots with approximate information on the relative location of nearby traffic, and with recommended escape maneuvers in the vertical plane. It relies on range measurements, and suffers from high false alarm rate. This paper studies a new collision avoidance system, which is based on periodic broadcasts of aircraft position as derived by an on-board GPS receiver. Several collision detection algorithms were evaluated by using a Monte Carlo simulation of random encounters in a free-flight environment. The algorithm selected uses the miss distance vector for both detection and avoidance. This approach can significantly improve the effectiveness of the current collision avoidance system, while lowering both the probability of false alarm and the probability of late alarm.
{"title":"Aircraft collision avoidance based on GPS position broadcasts","authors":"R. Gazit, J. Powell","doi":"10.1109/DASC.1996.559189","DOIUrl":"https://doi.org/10.1109/DASC.1996.559189","url":null,"abstract":"The current airborne collision avoidance system provides pilots with approximate information on the relative location of nearby traffic, and with recommended escape maneuvers in the vertical plane. It relies on range measurements, and suffers from high false alarm rate. This paper studies a new collision avoidance system, which is based on periodic broadcasts of aircraft position as derived by an on-board GPS receiver. Several collision detection algorithms were evaluated by using a Monte Carlo simulation of random encounters in a free-flight environment. The algorithm selected uses the miss distance vector for both detection and avoidance. This approach can significantly improve the effectiveness of the current collision avoidance system, while lowering both the probability of false alarm and the probability of late alarm.","PeriodicalId":332554,"journal":{"name":"15th DASC. AIAA/IEEE Digital Avionics Systems Conference","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"1996-10-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116044215","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 : 1996-10-27DOI: 10.1109/DASC.1996.559160
L. Avery
The open systems concept in the design of computer-based systems has become accepted as a method for developing cost-effective systems. One goal of open systems design within the U.S. Department of Defense is user portability. User portability can be described as the ability of users to move from one application or system to another, with minimal difficulties. It is accomplished by applying style guide principles and user interface specifications concurrently with user-centered design. The key factor for integrating these into the design process is the use of human factors engineering.
{"title":"User portability in open systems","authors":"L. Avery","doi":"10.1109/DASC.1996.559160","DOIUrl":"https://doi.org/10.1109/DASC.1996.559160","url":null,"abstract":"The open systems concept in the design of computer-based systems has become accepted as a method for developing cost-effective systems. One goal of open systems design within the U.S. Department of Defense is user portability. User portability can be described as the ability of users to move from one application or system to another, with minimal difficulties. It is accomplished by applying style guide principles and user interface specifications concurrently with user-centered design. The key factor for integrating these into the design process is the use of human factors engineering.","PeriodicalId":332554,"journal":{"name":"15th DASC. AIAA/IEEE Digital Avionics Systems Conference","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"1996-10-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115620286","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 : 1996-10-27DOI: 10.1109/DASC.1996.559128
R. J. Kreutzfeld, R. Neese
As computing capabilities continue to advance, there will be a concurrent rise in the number of both hardware and software faults. These will be caused by the greater volume of more complex software, by the increased number of untested software states, and by more incidents of hardware/software interaction faults as a result of increased hardware speed and density. The traditional software implemented fault tolerance approaches have been successfully utilized in life-critical systems, such as digital flight controls, where their additional costs can be easily justified. Examples include N-Version Programming and Recovery Block approaches. However, there is still a need for dependable computing for mission-critical applications as well. Often, these traditional techniques are avoided for mission-critical systems due to the difficulty in justifying their extra upfront development cost. We provide an alternative for the high "sunk cost" of traditional software fault tolerance techniques. The methodology, called Data Fusion Integrity Processes (DFIPs), is a simple, yet effective technique for mission critical systems. In addition, the approach establishes a framework from which other costlier, more extensive traditional techniques can be added. We present details of the DFIP methodology and a DFIP framework for Ada programs. We also briefly discuss development of a DFIP code generation system which exploits Java that will enable users to quickly build a DFIP framework in Ada, and select reusable DFIP component methods.
{"title":"A methodology for cost-effective software fault tolerance for mission-critical systems","authors":"R. J. Kreutzfeld, R. Neese","doi":"10.1109/DASC.1996.559128","DOIUrl":"https://doi.org/10.1109/DASC.1996.559128","url":null,"abstract":"As computing capabilities continue to advance, there will be a concurrent rise in the number of both hardware and software faults. These will be caused by the greater volume of more complex software, by the increased number of untested software states, and by more incidents of hardware/software interaction faults as a result of increased hardware speed and density. The traditional software implemented fault tolerance approaches have been successfully utilized in life-critical systems, such as digital flight controls, where their additional costs can be easily justified. Examples include N-Version Programming and Recovery Block approaches. However, there is still a need for dependable computing for mission-critical applications as well. Often, these traditional techniques are avoided for mission-critical systems due to the difficulty in justifying their extra upfront development cost. We provide an alternative for the high \"sunk cost\" of traditional software fault tolerance techniques. The methodology, called Data Fusion Integrity Processes (DFIPs), is a simple, yet effective technique for mission critical systems. In addition, the approach establishes a framework from which other costlier, more extensive traditional techniques can be added. We present details of the DFIP methodology and a DFIP framework for Ada programs. We also briefly discuss development of a DFIP code generation system which exploits Java that will enable users to quickly build a DFIP framework in Ada, and select reusable DFIP component methods.","PeriodicalId":332554,"journal":{"name":"15th DASC. AIAA/IEEE Digital Avionics Systems Conference","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"1996-10-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"129689392","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 : 1996-10-27DOI: 10.1109/DASC.1996.559202
Kenneth A. Seeling
This report covers the subject of F-22 avionics core processing fault tolerance and reconfiguration. Fault tolerance is defined as a survivable attribute of a system that allows it to deliver its expected service after faults have manifested themselves within the system. The report addresses all dimensions of the integrated avionics processing fault tolerance/reconfiguration implementation. This includes the preparation for failures, detection of failures, determination and implementation of a recovery scheme, and return to operations.
{"title":"Reconfiguration in an integrated avionics design","authors":"Kenneth A. Seeling","doi":"10.1109/DASC.1996.559202","DOIUrl":"https://doi.org/10.1109/DASC.1996.559202","url":null,"abstract":"This report covers the subject of F-22 avionics core processing fault tolerance and reconfiguration. Fault tolerance is defined as a survivable attribute of a system that allows it to deliver its expected service after faults have manifested themselves within the system. The report addresses all dimensions of the integrated avionics processing fault tolerance/reconfiguration implementation. This includes the preparation for failures, detection of failures, determination and implementation of a recovery scheme, and return to operations.","PeriodicalId":332554,"journal":{"name":"15th DASC. AIAA/IEEE Digital Avionics Systems Conference","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"1996-10-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115250044","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 : 1996-10-27DOI: 10.1109/DASC.1996.559159
R. D. Buckstad, E. F. Samuda
There are key technology and acquisition issues of prime importance to the US Army as it develops plans to provision warfighters with capabilities that harness computing power to enhance combat power in the next century. This harnessing of computing power is the crux of the Army's "digitization" efforts. A critical component of this "digitization" provisioning will be a dependence upon industry standards and commercial best practice in system engineering and development, e.g., Acquisition Reform. This paper discusses issues related to the Department of Defense's (DOD) acquisition reform initiatives and how some of the challenges associated with Army "digitization" under these initiatives can be overcome through open architecture definitions. The paper also presents strategies on how the DOD and industry can help each other transition to the new acquisition and business environments precipitated by these initiatives.
{"title":"US Army digitization and open architectures for avionics","authors":"R. D. Buckstad, E. F. Samuda","doi":"10.1109/DASC.1996.559159","DOIUrl":"https://doi.org/10.1109/DASC.1996.559159","url":null,"abstract":"There are key technology and acquisition issues of prime importance to the US Army as it develops plans to provision warfighters with capabilities that harness computing power to enhance combat power in the next century. This harnessing of computing power is the crux of the Army's \"digitization\" efforts. A critical component of this \"digitization\" provisioning will be a dependence upon industry standards and commercial best practice in system engineering and development, e.g., Acquisition Reform. This paper discusses issues related to the Department of Defense's (DOD) acquisition reform initiatives and how some of the challenges associated with Army \"digitization\" under these initiatives can be overcome through open architecture definitions. The paper also presents strategies on how the DOD and industry can help each other transition to the new acquisition and business environments precipitated by these initiatives.","PeriodicalId":332554,"journal":{"name":"15th DASC. AIAA/IEEE Digital Avionics Systems Conference","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"1996-10-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126942860","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 : 1996-10-27DOI: 10.1109/DASC.1996.559153
K. Stange
The use of fiber optic data transmission media can make significant contributions in achieving increasing performance and reduced life cycle cost requirement placed on commercial and military transport aircraft. For complete end-to-end fiber optic transmission, photonics technologies and techniques need to be understood and applied internally to the aircraft line replaceable units (LRUs) as well as externally on the interconnecting aircraft cable plant. During a portion of the Honeywell contribution to Task 2A on the Fly-by-Light Advanced System Hardware (FLASH) program, evaluations were done on a fiber optic transmission media implementation internal to a Primary Flight Control Computer (PFCC). The PFCC internal fiber optic transmission media implementation included a fiber optic backplane, an optical card-edge connector, and an optical source/detector coupler/installation. The performance of these optical media components was evaluated over typical aircraft environmental stresses of temperature, vibration, and humidity. These optical media components represent key technologies to the complete end-to-end fiber optic transmission capability on commercial and military transport aircraft. The evaluations and technical readiness assessments of these technologies will enable better perspectives on productization of fly-by-light systems requiring their utilizations.
{"title":"Honeywell FLASH fiber optic motherboard evaluations","authors":"K. Stange","doi":"10.1109/DASC.1996.559153","DOIUrl":"https://doi.org/10.1109/DASC.1996.559153","url":null,"abstract":"The use of fiber optic data transmission media can make significant contributions in achieving increasing performance and reduced life cycle cost requirement placed on commercial and military transport aircraft. For complete end-to-end fiber optic transmission, photonics technologies and techniques need to be understood and applied internally to the aircraft line replaceable units (LRUs) as well as externally on the interconnecting aircraft cable plant. During a portion of the Honeywell contribution to Task 2A on the Fly-by-Light Advanced System Hardware (FLASH) program, evaluations were done on a fiber optic transmission media implementation internal to a Primary Flight Control Computer (PFCC). The PFCC internal fiber optic transmission media implementation included a fiber optic backplane, an optical card-edge connector, and an optical source/detector coupler/installation. The performance of these optical media components was evaluated over typical aircraft environmental stresses of temperature, vibration, and humidity. These optical media components represent key technologies to the complete end-to-end fiber optic transmission capability on commercial and military transport aircraft. The evaluations and technical readiness assessments of these technologies will enable better perspectives on productization of fly-by-light systems requiring their utilizations.","PeriodicalId":332554,"journal":{"name":"15th DASC. AIAA/IEEE Digital Avionics Systems Conference","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"1996-10-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"128482554","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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