Pub Date : 1998-11-09DOI: 10.1109/DASC.1998.739869
R. Lind, R. Schumacher, R. Reger, R. Olney, H. Yen, R. Freeman
The network vehicle is Delphi Automotive Systems' vision for the future convergence of computers, the communications infrastructure, and the automobile. It features many advanced functions such as: satellite video, Internet access, virtual navigation, remote vehicle diagnostics and control, games, mobile office, automotive web site, and customized real-time stock quotes and sports scores. These features are enabled by an integrated planar antenna that is capable of multiple satellite reception, a client-server network architecture, and unique human-vehicle-interfaces such as color reconfigurable head up and head down displays, steering wheel controls, voice recognition, text-to-speech, and large touch screen active matrix liquid crystal displays (LCD's). The software applications are written in Java, using application programming interfaces (API's) to reduce the complexity and cost of the source code.
{"title":"The network vehicle-a glimpse into the future of mobile multi-media","authors":"R. Lind, R. Schumacher, R. Reger, R. Olney, H. Yen, R. Freeman","doi":"10.1109/DASC.1998.739869","DOIUrl":"https://doi.org/10.1109/DASC.1998.739869","url":null,"abstract":"The network vehicle is Delphi Automotive Systems' vision for the future convergence of computers, the communications infrastructure, and the automobile. It features many advanced functions such as: satellite video, Internet access, virtual navigation, remote vehicle diagnostics and control, games, mobile office, automotive web site, and customized real-time stock quotes and sports scores. These features are enabled by an integrated planar antenna that is capable of multiple satellite reception, a client-server network architecture, and unique human-vehicle-interfaces such as color reconfigurable head up and head down displays, steering wheel controls, voice recognition, text-to-speech, and large touch screen active matrix liquid crystal displays (LCD's). The software applications are written in Java, using application programming interfaces (API's) to reduce the complexity and cost of the source code.","PeriodicalId":335827,"journal":{"name":"17th DASC. AIAA/IEEE/SAE. Digital Avionics Systems Conference. Proceedings (Cat. No.98CH36267)","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1998-11-09","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"125689983","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 : 1998-11-05DOI: 10.1109/DASC.1998.739860
M. B. Bennett, J.F. Smith, W. Wilkinson
The QuikScat and SeaWinds instruments are radar scatterometer instruments that will be used to measure ocean surface winds. The QuikScat instrument will be launched on dedicated spacecraft in November 1998, and the SeaWinds instrument will be launched on the Japanese ADEOS-II spacecraft in the summer of 2000. The instrument is designed to continuously operate in a wind observation mode for nearly the entire three year mission. However, a number of fault and external conditions can occur that will interrupt the instrument's continuous wind observations. These types of faults include the failures in the radar unit's TWTA, communication errors with the spacecraft, communication errors between the instrument's three subsystems, software errors in the computer subsystem, and possible effects of cosmic ray or solar induced single event upsets in the instrument's computers. In general, the philosophy of the instrument's autonomous fault response is to perform different levels of resets in order to clear a fault that is causing a particular type of problem. In general, the instrument attempts to recover from the fault in a manner that will allow the instrument to resume normal operations without ground intervention. However, if the fault does not clear with a reasonable level of effort by the autonomous algorithms in the instrument, the instrument places itself into a safe standby mode and waits for ground interaction. In no case does the instrument attempt to recover from faults by switching redundant units. The switching of redundant units is to only be performed under command and control from the ground. This paper describes the fault protection mechanisms that have been designed into the spacecraft, in order to react to certain faults and failures in the instrument. In addition, it explains how these mechanisms escalate their response when a fault is not cleared by their initial response. Also, this write-up describes the actions that the spacecraft will take on behalf of the instrument in the case of a spacecraft failure that will require the shutdown of the instrument.
{"title":"Fault protection design of the quikscat and seawinds instruments","authors":"M. B. Bennett, J.F. Smith, W. Wilkinson","doi":"10.1109/DASC.1998.739860","DOIUrl":"https://doi.org/10.1109/DASC.1998.739860","url":null,"abstract":"The QuikScat and SeaWinds instruments are radar scatterometer instruments that will be used to measure ocean surface winds. The QuikScat instrument will be launched on dedicated spacecraft in November 1998, and the SeaWinds instrument will be launched on the Japanese ADEOS-II spacecraft in the summer of 2000. The instrument is designed to continuously operate in a wind observation mode for nearly the entire three year mission. However, a number of fault and external conditions can occur that will interrupt the instrument's continuous wind observations. These types of faults include the failures in the radar unit's TWTA, communication errors with the spacecraft, communication errors between the instrument's three subsystems, software errors in the computer subsystem, and possible effects of cosmic ray or solar induced single event upsets in the instrument's computers. In general, the philosophy of the instrument's autonomous fault response is to perform different levels of resets in order to clear a fault that is causing a particular type of problem. In general, the instrument attempts to recover from the fault in a manner that will allow the instrument to resume normal operations without ground intervention. However, if the fault does not clear with a reasonable level of effort by the autonomous algorithms in the instrument, the instrument places itself into a safe standby mode and waits for ground interaction. In no case does the instrument attempt to recover from faults by switching redundant units. The switching of redundant units is to only be performed under command and control from the ground. This paper describes the fault protection mechanisms that have been designed into the spacecraft, in order to react to certain faults and failures in the instrument. In addition, it explains how these mechanisms escalate their response when a fault is not cleared by their initial response. Also, this write-up describes the actions that the spacecraft will take on behalf of the instrument in the case of a spacecraft failure that will require the shutdown of the instrument.","PeriodicalId":335827,"journal":{"name":"17th DASC. AIAA/IEEE/SAE. Digital Avionics Systems Conference. Proceedings (Cat. No.98CH36267)","volume":"7 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1998-11-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115403098","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 : 1998-11-01DOI: 10.1109/DASC.1998.741503
G. Hunter, P. Neudeck, Liangyu Chen, D. Knight, C.C. Liu, Q.H. Wu
Chemical sensor technology is being developed for leak detection, emission monitoring, and fire safety applications. The development of these sensors is based on progress in two types of technology: 1) micromachining and microfabrication (MEMS-based) technology to fabricate miniaturized sensors; 2) the development of high temperature semiconductors, especially silicon carbide. Using these technologies, sensors to measure hydrogen, hydrocarbons, nitrogen oxides, carbon monoxide, oxygen, and carbon dioxide are being developed. A description is given of each sensor type and its present stage of development. It is concluded that microfabricated sensor technology has significant potential for use in a range of aerospace applications.
{"title":"Microfabricated chemical sensors for safety and emission control applications","authors":"G. Hunter, P. Neudeck, Liangyu Chen, D. Knight, C.C. Liu, Q.H. Wu","doi":"10.1109/DASC.1998.741503","DOIUrl":"https://doi.org/10.1109/DASC.1998.741503","url":null,"abstract":"Chemical sensor technology is being developed for leak detection, emission monitoring, and fire safety applications. The development of these sensors is based on progress in two types of technology: 1) micromachining and microfabrication (MEMS-based) technology to fabricate miniaturized sensors; 2) the development of high temperature semiconductors, especially silicon carbide. Using these technologies, sensors to measure hydrogen, hydrocarbons, nitrogen oxides, carbon monoxide, oxygen, and carbon dioxide are being developed. A description is given of each sensor type and its present stage of development. It is concluded that microfabricated sensor technology has significant potential for use in a range of aerospace applications.","PeriodicalId":335827,"journal":{"name":"17th DASC. AIAA/IEEE/SAE. Digital Avionics Systems Conference. Proceedings (Cat. No.98CH36267)","volume":"22 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1998-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130195121","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 : 1998-10-31DOI: 10.1109/DASC.1998.741476
J. Clymer
A graphical discrete event simulation library is described that works with EXTEND (Imagine That Inc), an inexpensive and easy to use simulation software package. This graphical simulation library is called Operational Evaluation Modeling for Context-Sensitive Systems (OpEMCSS). Operational Evaluation Modeling (OpEM) is a graphical language that explicitly describes interacting concurrent processes. Context-Sensitive Systems (CSS) is a systems theory, based on general finite state machines, that can assist a system designer in understanding and evaluating systems. OpEMCSS facilitates the modeling of systems operation, functional flow, and architecture as they affect systems effectiveness. The parallel process view of systems is discussed in terms of CSS theory. A simulation of a space factory system that is built using some of OpEMCSS blocks is discussed as an example.
描述了一个图形离散事件仿真库，该库与EXTEND (Imagine that Inc)一起工作，EXTEND是一种廉价且易于使用的仿真软件包。这个图形模拟库被称为上下文敏感系统的操作评估建模(OpEMCSS)。操作评估建模(OpEM)是一种显式描述交互并发进程的图形语言。上下文敏感系统(CSS)是一种基于一般有限状态机的系统理论，它可以帮助系统设计者理解和评估系统。OpEMCSS简化了系统操作、功能流和体系结构的建模，因为它们影响系统的有效性。从CSS理论出发，讨论了系统的并行过程观。最后以OpEMCSS模块为例，对空间工厂系统进行了仿真。
{"title":"OpEMCSS: a graphical discrete event simulation library","authors":"J. Clymer","doi":"10.1109/DASC.1998.741476","DOIUrl":"https://doi.org/10.1109/DASC.1998.741476","url":null,"abstract":"A graphical discrete event simulation library is described that works with EXTEND (Imagine That Inc), an inexpensive and easy to use simulation software package. This graphical simulation library is called Operational Evaluation Modeling for Context-Sensitive Systems (OpEMCSS). Operational Evaluation Modeling (OpEM) is a graphical language that explicitly describes interacting concurrent processes. Context-Sensitive Systems (CSS) is a systems theory, based on general finite state machines, that can assist a system designer in understanding and evaluating systems. OpEMCSS facilitates the modeling of systems operation, functional flow, and architecture as they affect systems effectiveness. The parallel process view of systems is discussed in terms of CSS theory. A simulation of a space factory system that is built using some of OpEMCSS blocks is discussed as an example.","PeriodicalId":335827,"journal":{"name":"17th DASC. AIAA/IEEE/SAE. Digital Avionics Systems Conference. Proceedings (Cat. No.98CH36267)","volume":"13 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1998-10-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115678868","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 : 1998-10-31DOI: 10.1109/DASC.1998.741482
D. Levine, C. Gill, D. Schmidt
Avionics mission computing systems have traditionally been scheduled statically. Static scheduling provides assurance of schedulability prior to run-time and can be implemented with low renting overhead. However static scheduling handles non-periodic processing inefficiently, and treats invocation-to-invocation variations in resource requirements inflexibly. As a consequence, processing resources am underutilized and the resulting systems are hard to adapt to meet worst-case processing requirements. Dynamic scheduling has the potential to offer relief from some of the restrictions imposed by strict static scheduling approaches. Potential benefits of dynamic scheduling include better tolerance for variations in activities, more flexible prioritization, and better CPU utilization in the presence of non-periodic activities. However the cost of these benefits is expected to be higher run-time scheduling overhead and additional application development complexity. This report reviews the implications of these tradeoffs for avionics mission computing systems and presents experimental results obtained using the Maximum Urgency First dynamic scheduling algorithm.
{"title":"Dynamic scheduling strategies for avionics mission computing","authors":"D. Levine, C. Gill, D. Schmidt","doi":"10.1109/DASC.1998.741482","DOIUrl":"https://doi.org/10.1109/DASC.1998.741482","url":null,"abstract":"Avionics mission computing systems have traditionally been scheduled statically. Static scheduling provides assurance of schedulability prior to run-time and can be implemented with low renting overhead. However static scheduling handles non-periodic processing inefficiently, and treats invocation-to-invocation variations in resource requirements inflexibly. As a consequence, processing resources am underutilized and the resulting systems are hard to adapt to meet worst-case processing requirements. Dynamic scheduling has the potential to offer relief from some of the restrictions imposed by strict static scheduling approaches. Potential benefits of dynamic scheduling include better tolerance for variations in activities, more flexible prioritization, and better CPU utilization in the presence of non-periodic activities. However the cost of these benefits is expected to be higher run-time scheduling overhead and additional application development complexity. This report reviews the implications of these tradeoffs for avionics mission computing systems and presents experimental results obtained using the Maximum Urgency First dynamic scheduling algorithm.","PeriodicalId":335827,"journal":{"name":"17th DASC. AIAA/IEEE/SAE. Digital Avionics Systems Conference. Proceedings (Cat. No.98CH36267)","volume":"26 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1998-10-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"121223406","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 : 1998-10-31DOI: 10.1109/DASC.1998.741539
T. Riffle, C. Mears
The Air Force Reserve Command (AFRC) and Air National Guard (ANG) are seeking to increase the capability of both their A-10 and F-16 aircraft by implementing a flexible and upgradable advanced display processor (ADP) and color multi-function display (MFD) into each of the aircraft's avionics architectures. An engineering feasibility study was conducted to evaluate the feasibility of incorporating common hardware and software for both of the platforms. This study defined an approach for incorporation of an ADP/color MFD into the aircraft. On the F-16 the ADP will replace the XPDG electronics unit and a color MFD will replace the current monochrome CRTs in the cockpit. The A-10 upgrade will be accomplished by replacing the current Armament Control Panel (ACP) and associated stores interface electronics with a software configurable ADP and color MFD. These enhancements are needed to meet the diverse and continually expanding mission requirements of AFRC/ANG A-10 and F-16 aircraft for the next few decades. This paper presents the results of the engineering feasibility study.
{"title":"Integrated F-16 and A-10 advanced display processor","authors":"T. Riffle, C. Mears","doi":"10.1109/DASC.1998.741539","DOIUrl":"https://doi.org/10.1109/DASC.1998.741539","url":null,"abstract":"The Air Force Reserve Command (AFRC) and Air National Guard (ANG) are seeking to increase the capability of both their A-10 and F-16 aircraft by implementing a flexible and upgradable advanced display processor (ADP) and color multi-function display (MFD) into each of the aircraft's avionics architectures. An engineering feasibility study was conducted to evaluate the feasibility of incorporating common hardware and software for both of the platforms. This study defined an approach for incorporation of an ADP/color MFD into the aircraft. On the F-16 the ADP will replace the XPDG electronics unit and a color MFD will replace the current monochrome CRTs in the cockpit. The A-10 upgrade will be accomplished by replacing the current Armament Control Panel (ACP) and associated stores interface electronics with a software configurable ADP and color MFD. These enhancements are needed to meet the diverse and continually expanding mission requirements of AFRC/ANG A-10 and F-16 aircraft for the next few decades. This paper presents the results of the engineering feasibility study.","PeriodicalId":335827,"journal":{"name":"17th DASC. AIAA/IEEE/SAE. Digital Avionics Systems Conference. Proceedings (Cat. No.98CH36267)","volume":"35 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1998-10-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"128436403","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 : 1998-10-31DOI: 10.1109/DASC.1998.741457
K.A. Himmelreich
The Terrain Following/Terrain Avoidance (TF/TA) functionality in Raytheon Terrain Following Radars (TFRs) has been adapted to many platforms and coupled with additional radar modes. The result is a Multi-Mode Radar (MMR) that provides a low-level operational capability at night, in adverse weather and in high-threat environments for a wide variety of aircraft. There exists a high degree of commonality between the LANTIRN (Low-Altitude Navigation and Targeting Infrared System for Night) AN/APN-237A TFR subsystem and its MMR derivatives. Five of the six Weapons Replaceable Assemblies (WRAs) in the MMR are essentially LANTIRN designs. Only the Radar Interface Unit (RIU) is unique to the MMR. This commonality thread is maintained from LANTIRN through the AN/APQ-174B and C versions and, to the maximum extent possible, in the AN/APQ-186. Utilizing this approach gives the MMR the benefit of combat-proven control algorithms and highly reliable designs to provide a high-confidence system with high user acceptability. This paper discusses the history of the system and the development approach that has helped make this line of radars successful on multiple, airborne platforms.
{"title":"Managing multi-platform sensor systems","authors":"K.A. Himmelreich","doi":"10.1109/DASC.1998.741457","DOIUrl":"https://doi.org/10.1109/DASC.1998.741457","url":null,"abstract":"The Terrain Following/Terrain Avoidance (TF/TA) functionality in Raytheon Terrain Following Radars (TFRs) has been adapted to many platforms and coupled with additional radar modes. The result is a Multi-Mode Radar (MMR) that provides a low-level operational capability at night, in adverse weather and in high-threat environments for a wide variety of aircraft. There exists a high degree of commonality between the LANTIRN (Low-Altitude Navigation and Targeting Infrared System for Night) AN/APN-237A TFR subsystem and its MMR derivatives. Five of the six Weapons Replaceable Assemblies (WRAs) in the MMR are essentially LANTIRN designs. Only the Radar Interface Unit (RIU) is unique to the MMR. This commonality thread is maintained from LANTIRN through the AN/APQ-174B and C versions and, to the maximum extent possible, in the AN/APQ-186. Utilizing this approach gives the MMR the benefit of combat-proven control algorithms and highly reliable designs to provide a high-confidence system with high user acceptability. This paper discusses the history of the system and the development approach that has helped make this line of radars successful on multiple, airborne platforms.","PeriodicalId":335827,"journal":{"name":"17th DASC. AIAA/IEEE/SAE. Digital Avionics Systems Conference. Proceedings (Cat. No.98CH36267)","volume":"167 3","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1998-10-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"114106159","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 : 1998-10-31DOI: 10.1109/DASC.1998.739833
A. Smith, A. Douglas
Training controllers in such a way as to maximize acceptance of new technology should have several aims. The first aim of a training program is to train people for development. The focus is to make those controllers who become involved in the development and design process knowledgeable about the technology. In this way, their expertise as controllers can best influence technology that controllers in the field will be willing to use. To get the most from this user involvement in the early phases, this training will also have to focus on ameliorating those factors that build resistance in users. The second aim of the training program is to prepare end-users. Again, one focus of the training must address the kinds of issues that create resistance in users. Further, the program must provide the controllers with the skills necessary to use the technology. Thus trainers must not only have expertise in the technology, but also expertise in conveying knowledge. At the same time, they must be able to address the issues that will result in greater user acceptance.
{"title":"Introducing new technology to the air traffic controller: Implications for skill acquisition and training","authors":"A. Smith, A. Douglas","doi":"10.1109/DASC.1998.739833","DOIUrl":"https://doi.org/10.1109/DASC.1998.739833","url":null,"abstract":"Training controllers in such a way as to maximize acceptance of new technology should have several aims. The first aim of a training program is to train people for development. The focus is to make those controllers who become involved in the development and design process knowledgeable about the technology. In this way, their expertise as controllers can best influence technology that controllers in the field will be willing to use. To get the most from this user involvement in the early phases, this training will also have to focus on ameliorating those factors that build resistance in users. The second aim of the training program is to prepare end-users. Again, one focus of the training must address the kinds of issues that create resistance in users. Further, the program must provide the controllers with the skills necessary to use the technology. Thus trainers must not only have expertise in the technology, but also expertise in conveying knowledge. At the same time, they must be able to address the issues that will result in greater user acceptance.","PeriodicalId":335827,"journal":{"name":"17th DASC. AIAA/IEEE/SAE. Digital Avionics Systems Conference. Proceedings (Cat. No.98CH36267)","volume":"92 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1998-10-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116308959","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 : 1998-10-31DOI: 10.1109/DASC.1998.739814
S. Dorsky, G. Hunter, R. Zelenka, C. Quinn, S. Mathan
Significant changes to air traffic management and the relationship between the air traffic control (ATC) service provider and the system user are expected as the government/industry "free-flight" initiative begins to take hold. Under the free-flight paradigm, airspace users would select their own path and speed in real-time, with air traffic control imposing restrictions only when necessary. Shared decision making and collaboration between system users and service providers would be a central tenet, allowing increased flexibility of air traffic management operations and allowing system users to operate in their preferred manner. Automation decision support tools will play a critical role in assisting both airspace users and service providers in operating in the free-flight environment. Essential to the development of such new automation aids are laboratory simulations of such tools in the free-flight environment. In this work, an airline airport ramp manager workstation is described. The workstation was developed to support the laboratory simulation and development of collaborative airline-ATC aircraft arrival planning tools. Airline airport ramp towers at major "hub" airports orchestrate the arrival and departure of dozens of aircraft in rapid succession. Future decision support tools are being proposed that would allow the airline user to influence aircraft arrival characteristics for maximum operational benefit. Such characteristics include arrival sequencing and scheduling. The airline airport ramp manager workstation developed mocks essential aspects of airline systems commonly used at airport ramp towers to enable realistic simulations of new airline ramp tower decision support tools. The workstation presents a "Gantt chart" type display of arriving and departing aircraft sorted by airport gate, as typically used by "hub and spoke" air carriers in their airport ramp towers. The workstation employs a modern object-oriented design and is highly adaptable toward use in a variety of decision support tool simulations.
{"title":"A pseudo ramp manager workstation for the laboratory development of airline-ATC collaborative arrival planning tools","authors":"S. Dorsky, G. Hunter, R. Zelenka, C. Quinn, S. Mathan","doi":"10.1109/DASC.1998.739814","DOIUrl":"https://doi.org/10.1109/DASC.1998.739814","url":null,"abstract":"Significant changes to air traffic management and the relationship between the air traffic control (ATC) service provider and the system user are expected as the government/industry \"free-flight\" initiative begins to take hold. Under the free-flight paradigm, airspace users would select their own path and speed in real-time, with air traffic control imposing restrictions only when necessary. Shared decision making and collaboration between system users and service providers would be a central tenet, allowing increased flexibility of air traffic management operations and allowing system users to operate in their preferred manner. Automation decision support tools will play a critical role in assisting both airspace users and service providers in operating in the free-flight environment. Essential to the development of such new automation aids are laboratory simulations of such tools in the free-flight environment. In this work, an airline airport ramp manager workstation is described. The workstation was developed to support the laboratory simulation and development of collaborative airline-ATC aircraft arrival planning tools. Airline airport ramp towers at major \"hub\" airports orchestrate the arrival and departure of dozens of aircraft in rapid succession. Future decision support tools are being proposed that would allow the airline user to influence aircraft arrival characteristics for maximum operational benefit. Such characteristics include arrival sequencing and scheduling. The airline airport ramp manager workstation developed mocks essential aspects of airline systems commonly used at airport ramp towers to enable realistic simulations of new airline ramp tower decision support tools. The workstation presents a \"Gantt chart\" type display of arriving and departing aircraft sorted by airport gate, as typically used by \"hub and spoke\" air carriers in their airport ramp towers. The workstation employs a modern object-oriented design and is highly adaptable toward use in a variety of decision support tool simulations.","PeriodicalId":335827,"journal":{"name":"17th DASC. AIAA/IEEE/SAE. Digital Avionics Systems Conference. Proceedings (Cat. No.98CH36267)","volume":"38 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1998-10-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"124135213","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 : 1998-10-31DOI: 10.1109/DASC.1998.741483
J. P. Sarkar
A matured software process is important, particularly for large or long-lived systems. It can help to ensure quality and reduce maintenance cost. Software processes based upon software engineering institute capability maturity model will head off many problems and lead to efficient, steady-state development. However, the business acquisition phase omits many important process considerations. When this happens, it is hard to reverse and virtually impossible to optimize the eventual contract and process. Several categories of breakdown can occur in such areas as communication, coordination, timely execution, training, capital planning and procurement, and roles and role transitions. These can be considered as management challenges, and are solvable. This paper contains examples of problems arising, and presents some ideas on an enlightened business acquisition model that avoids process problems during program execution.
{"title":"Software process and early project planning: issues, insights and lessons learned","authors":"J. P. Sarkar","doi":"10.1109/DASC.1998.741483","DOIUrl":"https://doi.org/10.1109/DASC.1998.741483","url":null,"abstract":"A matured software process is important, particularly for large or long-lived systems. It can help to ensure quality and reduce maintenance cost. Software processes based upon software engineering institute capability maturity model will head off many problems and lead to efficient, steady-state development. However, the business acquisition phase omits many important process considerations. When this happens, it is hard to reverse and virtually impossible to optimize the eventual contract and process. Several categories of breakdown can occur in such areas as communication, coordination, timely execution, training, capital planning and procurement, and roles and role transitions. These can be considered as management challenges, and are solvable. This paper contains examples of problems arising, and presents some ideas on an enlightened business acquisition model that avoids process problems during program execution.","PeriodicalId":335827,"journal":{"name":"17th DASC. AIAA/IEEE/SAE. Digital Avionics Systems Conference. Proceedings (Cat. No.98CH36267)","volume":"12 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1998-10-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"128053431","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：