Pub Date : 1998-10-31DOI: 10.1109/DASC.1998.741548
R. Devereux, G. Fuller
The Federal Aviation Administration (FAA) Technical Center and Veridian's Veda Operations have investigated avionics' response to onboard intentional electromagnetic interference (EMI). Many other aerospace organizations have previously performed applicable research in areas similar to this goal, however, several basic questions about coupling remained unanswered. This paper presents further refined analysis and conclusions from data gathered during testing and modeling of a CV-580 and B-727 aircraft. Coupling paths and path loss information between an intentional internal radio frequency (RF) source and aircraft receivers and antennas at frequencies between VHF and Global Positioning System (GPS) are provided.
{"title":"Coupling and vulnerability of CNI systems to an onboard RF source","authors":"R. Devereux, G. Fuller","doi":"10.1109/DASC.1998.741548","DOIUrl":"https://doi.org/10.1109/DASC.1998.741548","url":null,"abstract":"The Federal Aviation Administration (FAA) Technical Center and Veridian's Veda Operations have investigated avionics' response to onboard intentional electromagnetic interference (EMI). Many other aerospace organizations have previously performed applicable research in areas similar to this goal, however, several basic questions about coupling remained unanswered. This paper presents further refined analysis and conclusions from data gathered during testing and modeling of a CV-580 and B-727 aircraft. Coupling paths and path loss information between an intentional internal radio frequency (RF) source and aircraft receivers and antennas at frequencies between VHF and Global Positioning System (GPS) are provided.","PeriodicalId":335827,"journal":{"name":"17th DASC. AIAA/IEEE/SAE. Digital Avionics Systems Conference. Proceedings (Cat. No.98CH36267)","volume":"20 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":"115933455","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.1998.741515
G. Fitzhugh
The challenge today is determining how much and what is required to ensure our customer, the DoD, is getting the best product possible. We must understand what exists in the commercial marketplace, how well that will fit our requirements, and if they're not a complete answer, how we can adapt them with minimal change. We must also understand how the COTS can be interfaced, ruggedized, packaged, assembled, tested, and logistically supported to meet DoD operational needs. The focus clearly shifts to reuse of existing designs rather than new custom designs. One of the ways that VisiCom Laboratories has tried to meet this challenge is through the use of Reconfigurable Logic Engines and a process called Rapid Retargeting.
{"title":"Keeping COTS-based systems current through the use of programmable electronics","authors":"G. Fitzhugh","doi":"10.1109/DASC.1998.741515","DOIUrl":"https://doi.org/10.1109/DASC.1998.741515","url":null,"abstract":"The challenge today is determining how much and what is required to ensure our customer, the DoD, is getting the best product possible. We must understand what exists in the commercial marketplace, how well that will fit our requirements, and if they're not a complete answer, how we can adapt them with minimal change. We must also understand how the COTS can be interfaced, ruggedized, packaged, assembled, tested, and logistically supported to meet DoD operational needs. The focus clearly shifts to reuse of existing designs rather than new custom designs. One of the ways that VisiCom Laboratories has tried to meet this challenge is through the use of Reconfigurable Logic Engines and a process called Rapid Retargeting.","PeriodicalId":335827,"journal":{"name":"17th DASC. AIAA/IEEE/SAE. Digital Avionics Systems Conference. Proceedings (Cat. No.98CH36267)","volume":"25 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":"114518482","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.1998.741566
J. Cieplak, B. Olmos, A. Mundra
The oceanic domain may be an ideal venue for introducing the cockpit display of traffic information (CDTI) into air traffic management because of the need for improved efficiencies, the more benign traffic geometries, and a somewhat lower pilot workload compared to other domains. This paper describes two potential CDTI-assisted oceanic procedures and documents results of a simulation study designed to determine CDTI features required for these procedures.
{"title":"Potential near term enhancements to oceanic operations with a cockpit display of traffic information","authors":"J. Cieplak, B. Olmos, A. Mundra","doi":"10.1109/DASC.1998.741566","DOIUrl":"https://doi.org/10.1109/DASC.1998.741566","url":null,"abstract":"The oceanic domain may be an ideal venue for introducing the cockpit display of traffic information (CDTI) into air traffic management because of the need for improved efficiencies, the more benign traffic geometries, and a somewhat lower pilot workload compared to other domains. This paper describes two potential CDTI-assisted oceanic procedures and documents results of a simulation study designed to determine CDTI features required for these procedures.","PeriodicalId":335827,"journal":{"name":"17th DASC. AIAA/IEEE/SAE. Digital Avionics Systems Conference. Proceedings (Cat. No.98CH36267)","volume":"238 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":"125828266","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.1998.741462
James N. Martin
The EIA 632 standard has been developed that describes the "processes for engineering a system". This standard evolved from EIA/IS 632-the interim standard that described a systems engineering process. This paper will describe the structure of the standard, elements of the process, and key concepts such as stakeholder requirements, enabling products, building blocks, and development layers.
{"title":"Overview of the EIA 632 standard: processes for engineering a system","authors":"James N. Martin","doi":"10.1109/DASC.1998.741462","DOIUrl":"https://doi.org/10.1109/DASC.1998.741462","url":null,"abstract":"The EIA 632 standard has been developed that describes the \"processes for engineering a system\". This standard evolved from EIA/IS 632-the interim standard that described a systems engineering process. This paper will describe the structure of the standard, elements of the process, and key concepts such as stakeholder requirements, enabling products, building blocks, and development layers.","PeriodicalId":335827,"journal":{"name":"17th DASC. AIAA/IEEE/SAE. Digital Avionics Systems Conference. Proceedings (Cat. No.98CH36267)","volume":"28 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":"124595049","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.1998.739854
K. Clark
A core piece of technology which is common amongst three missions described is the avionics system being developed under NASA's Advanced Deep Space Systems Development Program (ADSSDP). One of the first deliveries from ADSSDP is the X2000 avionics architecture which includes the main engineering computing system, the attitude control sensors, the power electronics and the core software used to operate the spacecraft in ground test and in flight. The avionics hardware technology utilizes integration of functions among a set of multichip modules with standard interfaces to achieve lower production costs, power and mass. Additionally, the packaging density improvements allow the reduction of the shielding mass required for the survival of the Europa Orbiter electronics within the intense Jupiter radiation belts.
{"title":"From the Sun to Pluto","authors":"K. Clark","doi":"10.1109/DASC.1998.739854","DOIUrl":"https://doi.org/10.1109/DASC.1998.739854","url":null,"abstract":"A core piece of technology which is common amongst three missions described is the avionics system being developed under NASA's Advanced Deep Space Systems Development Program (ADSSDP). One of the first deliveries from ADSSDP is the X2000 avionics architecture which includes the main engineering computing system, the attitude control sensors, the power electronics and the core software used to operate the spacecraft in ground test and in flight. The avionics hardware technology utilizes integration of functions among a set of multichip modules with standard interfaces to achieve lower production costs, power and mass. Additionally, the packaging density improvements allow the reduction of the shielding mass required for the survival of the Europa Orbiter electronics within the intense Jupiter radiation belts.","PeriodicalId":335827,"journal":{"name":"17th DASC. AIAA/IEEE/SAE. Digital Avionics Systems Conference. Proceedings (Cat. No.98CH36267)","volume":"46 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":"128978099","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.1998.739866
J. Miller, P. Nicastri
The electrical and electronic content of contemporary passenger cars and light trucks now exceeds 20% of the vehicle cost. Semiconductor content alone is growing at 16%/yr, primarily in embedded microcontrollers, safety and security systems and entertainment systems. As the automobile develops, the demand for installed capacity to support future electronic and anciliary functions is expected to exceed the historical 4%/yr. Today, the automobile electrical system consumes approximately 1.2 kW to support essential loads. With electrical ancillaries, like power assisted steering, the demand will grow to 3 kW and higher in the near term (10 to 15 years). Meeting this predicted demand in a low voltage system is one issue facing automotive electrical system design today. The challenge lies in how to meet such future demand at affordable cost and uncompromised quality. This paper summarizes candidate electrical architectures that are considered viable alternatives to today's system.
{"title":"The next generation automotive electrical power system architecture: issues and challenges","authors":"J. Miller, P. Nicastri","doi":"10.1109/DASC.1998.739866","DOIUrl":"https://doi.org/10.1109/DASC.1998.739866","url":null,"abstract":"The electrical and electronic content of contemporary passenger cars and light trucks now exceeds 20% of the vehicle cost. Semiconductor content alone is growing at 16%/yr, primarily in embedded microcontrollers, safety and security systems and entertainment systems. As the automobile develops, the demand for installed capacity to support future electronic and anciliary functions is expected to exceed the historical 4%/yr. Today, the automobile electrical system consumes approximately 1.2 kW to support essential loads. With electrical ancillaries, like power assisted steering, the demand will grow to 3 kW and higher in the near term (10 to 15 years). Meeting this predicted demand in a low voltage system is one issue facing automotive electrical system design today. The challenge lies in how to meet such future demand at affordable cost and uncompromised quality. This paper summarizes candidate electrical architectures that are considered viable alternatives to today's system.","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":"1998-10-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"128820562","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.1998.741491
A. Pawlowski, P. Gerken
The Lockheed Martin Advanced Technology Laboratories (ATL), participating in the Army's largest Advanced Technology Demonstration, has developed a real-time, onboard/offboard multi-sensor, multi-target data fusion system that operates on 14 different sources of information. As the data fusion software developer, ATL created two additional software products in order to effectively design, build, measure, and demonstrate the capabilities of the embeddable information fusion system. A user-friendly, graphical data fusion input simulator (DFIS) was required to facilitate building multi-target, multi-sensor scenarios for fusion stimulation. In addition, since the embedded fusion system has no graphical output, a data fusion workstation (DFWS) was needed to display metrics and output data within each algorithmic step of the fusion process and to provide a fusion demonstration facility. The Data Fusion Input Simulator replicates the performance of 14 onboard and offboard data sources to provide tracks, contact reports, group tracks, and line-of-bearing data.
{"title":"Simulator, workstation, and data fusion components for onboard/offboard multi-target multi-sensor fusion","authors":"A. Pawlowski, P. Gerken","doi":"10.1109/DASC.1998.741491","DOIUrl":"https://doi.org/10.1109/DASC.1998.741491","url":null,"abstract":"The Lockheed Martin Advanced Technology Laboratories (ATL), participating in the Army's largest Advanced Technology Demonstration, has developed a real-time, onboard/offboard multi-sensor, multi-target data fusion system that operates on 14 different sources of information. As the data fusion software developer, ATL created two additional software products in order to effectively design, build, measure, and demonstrate the capabilities of the embeddable information fusion system. A user-friendly, graphical data fusion input simulator (DFIS) was required to facilitate building multi-target, multi-sensor scenarios for fusion stimulation. In addition, since the embedded fusion system has no graphical output, a data fusion workstation (DFWS) was needed to display metrics and output data within each algorithmic step of the fusion process and to provide a fusion demonstration facility. The Data Fusion Input Simulator replicates the performance of 14 onboard and offboard data sources to provide tracks, contact reports, group tracks, and line-of-bearing data.","PeriodicalId":335827,"journal":{"name":"17th DASC. AIAA/IEEE/SAE. Digital Avionics Systems Conference. Proceedings (Cat. No.98CH36267)","volume":"17 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":"125403161","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.1998.739876
R.W. Deverex, J. Wilkinson
The RealSim's open architecture is modular and flexible for adapting to present and future human factors research experimental requirements. Using this architecture as a research tool, future designers can evaluate optimum methods of presenting new information to the drivers of tomorrow's vehicles. New research data is being collected and analyzed by FHWA which will aid in understanding the requirements, specifications, and designs for safe human interaction with future vehicles and highways.
{"title":"Reconfigurable field research vehicle for human factors experiments","authors":"R.W. Deverex, J. Wilkinson","doi":"10.1109/DASC.1998.739876","DOIUrl":"https://doi.org/10.1109/DASC.1998.739876","url":null,"abstract":"The RealSim's open architecture is modular and flexible for adapting to present and future human factors research experimental requirements. Using this architecture as a research tool, future designers can evaluate optimum methods of presenting new information to the drivers of tomorrow's vehicles. New research data is being collected and analyzed by FHWA which will aid in understanding the requirements, specifications, and designs for safe human interaction with future vehicles and highways.","PeriodicalId":335827,"journal":{"name":"17th DASC. AIAA/IEEE/SAE. Digital Avionics Systems Conference. Proceedings (Cat. No.98CH36267)","volume":"65 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":"126275083","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.1998.741508
D. Houck, L. Atlas
Describes initial work to develop and validate signal processing techniques that could be applied to a practical and reliable system for detecting Pitot-static sensor failures, both on the ground, prior to committing to takeoff, as well as inflight. The candidate approaches require no new hardware and could be implemented with software modifications to aircraft currently being produced and as a retrofit for many airplanes already in service.
{"title":"Air data sensor failure detection","authors":"D. Houck, L. Atlas","doi":"10.1109/DASC.1998.741508","DOIUrl":"https://doi.org/10.1109/DASC.1998.741508","url":null,"abstract":"Describes initial work to develop and validate signal processing techniques that could be applied to a practical and reliable system for detecting Pitot-static sensor failures, both on the ground, prior to committing to takeoff, as well as inflight. The candidate approaches require no new hardware and could be implemented with software modifications to aircraft currently being produced and as a retrofit for many airplanes already in service.","PeriodicalId":335827,"journal":{"name":"17th DASC. AIAA/IEEE/SAE. Digital Avionics Systems Conference. Proceedings (Cat. No.98CH36267)","volume":"6 2","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1998-10-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"114124511","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}
Much of what we see in the consumer electronics stores will eventually find it's way into airplanes in the form of in-flight entertainment (IFE). This consumer electronic equipment is often referred to as "the leading edge of technology". Unfortunately, that same equipment that is the "leading edge" of consumer electronics, often starts to feel like the "bleeding edge" when you try to integrate it into IFE systems for today's modern aircraft. Unlike Avionics systems, the technologies behind IFE equipment are not usually mature before they are integrated into the aircraft. What may work well in a home environment, may not work well at all in the aircraft environment. Often this problem results in last minute redesign in an effort to make the equipment function as intended on the aircraft. Both the FAA and the aircraft manufacturer impose many requirements on the suppliers and products of IFE. Systems need to be designed for the aircraft environment. Many variations on in-flight entertainment systems have forced the creation of new standards for integration into commercial aircraft. Power, cooling, and EMC issues are becoming more of a concern as we move to full aircraft implementations. Beyond the technical evaluations and lab/aircraft testing, one key component is customer satisfaction. This paper will cover some of the methods and tools we use to get IFE from wishlist to reality.
{"title":"In-flight entertainment-getting from wishlist to reality","authors":"D.B. Lee","doi":"10.1109/62.784048","DOIUrl":"https://doi.org/10.1109/62.784048","url":null,"abstract":"Much of what we see in the consumer electronics stores will eventually find it's way into airplanes in the form of in-flight entertainment (IFE). This consumer electronic equipment is often referred to as \"the leading edge of technology\". Unfortunately, that same equipment that is the \"leading edge\" of consumer electronics, often starts to feel like the \"bleeding edge\" when you try to integrate it into IFE systems for today's modern aircraft. Unlike Avionics systems, the technologies behind IFE equipment are not usually mature before they are integrated into the aircraft. What may work well in a home environment, may not work well at all in the aircraft environment. Often this problem results in last minute redesign in an effort to make the equipment function as intended on the aircraft. Both the FAA and the aircraft manufacturer impose many requirements on the suppliers and products of IFE. Systems need to be designed for the aircraft environment. Many variations on in-flight entertainment systems have forced the creation of new standards for integration into commercial aircraft. Power, cooling, and EMC issues are becoming more of a concern as we move to full aircraft implementations. Beyond the technical evaluations and lab/aircraft testing, one key component is customer satisfaction. This paper will cover some of the methods and tools we use to get IFE from wishlist to reality.","PeriodicalId":335827,"journal":{"name":"17th DASC. AIAA/IEEE/SAE. Digital Avionics Systems Conference. Proceedings (Cat. No.98CH36267)","volume":"159 3 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":"116209473","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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