Pub Date : 1998-10-31DOI: 10.1109/DASC.1998.739843
G. Fábián, T. Rayl
The Collins Advanced Avionics System Architecture uses an increased amount of integration to provide an unprecedented level of functional capability, fault tolerance and flexibility, as well as on-board diagnostic aids and other features designed to reduce crew work load and enhance the availability of system functions. Large format liquid crystal flight displays (LCD) and cursor control devices with voice activation integrate the display and control of system functions. This lessens crew work load while reducing the number of system displays and controls, providing a more intuitive cockpit. Functional processing is accomplished in an integrated processing center (IPC) using standardized modules and virtual machine/partitioned processing and field-loadable software. This provides a flexible, cost effective, reusable architecture with inherent growth capability and true software mobility. The digital communication network achieves total connectivity among all subsystems. The connectivity is accomplished with data concentrators for legacy equipment and high speed digital local area network hubs for internal IPC data, IPC to IPC communication, and interface to other high data rate users. This significantly reduces system latencies, cross cockpit wiring and individual I/O connections.
{"title":"Advanced avionics system architecture","authors":"G. Fábián, T. Rayl","doi":"10.1109/DASC.1998.739843","DOIUrl":"https://doi.org/10.1109/DASC.1998.739843","url":null,"abstract":"The Collins Advanced Avionics System Architecture uses an increased amount of integration to provide an unprecedented level of functional capability, fault tolerance and flexibility, as well as on-board diagnostic aids and other features designed to reduce crew work load and enhance the availability of system functions. Large format liquid crystal flight displays (LCD) and cursor control devices with voice activation integrate the display and control of system functions. This lessens crew work load while reducing the number of system displays and controls, providing a more intuitive cockpit. Functional processing is accomplished in an integrated processing center (IPC) using standardized modules and virtual machine/partitioned processing and field-loadable software. This provides a flexible, cost effective, reusable architecture with inherent growth capability and true software mobility. The digital communication network achieves total connectivity among all subsystems. The connectivity is accomplished with data concentrators for legacy equipment and high speed digital local area network hubs for internal IPC data, IPC to IPC communication, and interface to other high data rate users. This significantly reduces system latencies, cross cockpit wiring and individual I/O connections.","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":"1998-10-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"127983950","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.1998.741475
K. Ryan
The system engineering discipline has begun to mature in recent years and several companies have addressed the need for requirement tools. The second generation tools available today have improved their interfaces and capabilities a great deal. However, they still remain relatively rigid in their application of system engineering and rarely do they address all facets of engineering systems. Programs that existed without system engineering as we know it today (such as E-3 AWACS) frequently have difficulty in adapting to the available tools. When this happens, there are several choices. Obviously, the system engineer can continue on with the methodology developed over years of use. The system could be re-engineered, essentially scrapping the existing methodology and building tools anew. Or, a progressive evolution can be initiated. This paper explores the first tentative steps of evolving internal interface management automation, using Microsoft Access(R), on the NATO Mid Term AWACS Program. This tool set automates avionics interface modeling and documentation needed to support interface identification, definition and control. The NATO Mid Term Program is a mid-life technology update and insertion program for the 17 NATO E-3A AWACS aircraft.
{"title":"Integrated interface definition tool development: Interface TRAC","authors":"K. Ryan","doi":"10.1109/DASC.1998.741475","DOIUrl":"https://doi.org/10.1109/DASC.1998.741475","url":null,"abstract":"The system engineering discipline has begun to mature in recent years and several companies have addressed the need for requirement tools. The second generation tools available today have improved their interfaces and capabilities a great deal. However, they still remain relatively rigid in their application of system engineering and rarely do they address all facets of engineering systems. Programs that existed without system engineering as we know it today (such as E-3 AWACS) frequently have difficulty in adapting to the available tools. When this happens, there are several choices. Obviously, the system engineer can continue on with the methodology developed over years of use. The system could be re-engineered, essentially scrapping the existing methodology and building tools anew. Or, a progressive evolution can be initiated. This paper explores the first tentative steps of evolving internal interface management automation, using Microsoft Access(R), on the NATO Mid Term AWACS Program. This tool set automates avionics interface modeling and documentation needed to support interface identification, definition and control. The NATO Mid Term Program is a mid-life technology update and insertion program for the 17 NATO E-3A AWACS aircraft.","PeriodicalId":335827,"journal":{"name":"17th DASC. AIAA/IEEE/SAE. Digital Avionics Systems Conference. Proceedings (Cat. No.98CH36267)","volume":"194 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":"115573492","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.1998.741473
S. Glista
The F-22 is contractually required to be significantly more reliable than the F-15C/D. Prior to the Gulf War, the F-15 C/D's Mean Time Between Maintenance (MTBM) total was 0.6 hours. The F-22's MTBM (total) requirement is 3.0 hours. This required improvement in maintenance demand is based on improvements in equipment reliability. This high reliability must be achieved in spite of increased functional requirements, subsystem complexity and exposure to more severe induced operating environments. The F-22 Team's approach to designing reliability into subsystem hardware is called the F-22 Subsystem Integrity Program. The goals of the program are to increase reliability, campaign effectiveness and safety. These goals will be attained through a rigorous application of engineering principals including life analyses and realistic environmental testing. As part of the Subsystem Integrity Program, the F-22 Team sponsored industry wide supplier conferences to share design, analysis and test approaches and results. The purpose of this paper is to summarize the top level management and technical lessons learned in the implementation of the F-22's Subsystem Integrity Program. The two most important management lessons learned are (1) schedule-the disciplined implementation of the integrity program was key to keeping flight certification process on schedule and (2) cost-reliable subsystem components reduce initial acquisition costs (initial spares) as well as customer life cycle costs. A key technical lesson learned is that many Mil-Std tests are not adequate in severity or duration to achieve the cost and schedule benefits described.
{"title":"Lessons learned from the F-22 avionics integrity program","authors":"S. Glista","doi":"10.1109/DASC.1998.741473","DOIUrl":"https://doi.org/10.1109/DASC.1998.741473","url":null,"abstract":"The F-22 is contractually required to be significantly more reliable than the F-15C/D. Prior to the Gulf War, the F-15 C/D's Mean Time Between Maintenance (MTBM) total was 0.6 hours. The F-22's MTBM (total) requirement is 3.0 hours. This required improvement in maintenance demand is based on improvements in equipment reliability. This high reliability must be achieved in spite of increased functional requirements, subsystem complexity and exposure to more severe induced operating environments. The F-22 Team's approach to designing reliability into subsystem hardware is called the F-22 Subsystem Integrity Program. The goals of the program are to increase reliability, campaign effectiveness and safety. These goals will be attained through a rigorous application of engineering principals including life analyses and realistic environmental testing. As part of the Subsystem Integrity Program, the F-22 Team sponsored industry wide supplier conferences to share design, analysis and test approaches and results. The purpose of this paper is to summarize the top level management and technical lessons learned in the implementation of the F-22's Subsystem Integrity Program. The two most important management lessons learned are (1) schedule-the disciplined implementation of the integrity program was key to keeping flight certification process on schedule and (2) cost-reliable subsystem components reduce initial acquisition costs (initial spares) as well as customer life cycle costs. A key technical lesson learned is that many Mil-Std tests are not adequate in severity or duration to achieve the cost and schedule benefits described.","PeriodicalId":335827,"journal":{"name":"17th DASC. AIAA/IEEE/SAE. Digital Avionics Systems Conference. Proceedings (Cat. No.98CH36267)","volume":"187 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":"114397918","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.1998.739817
A. Andre, B. Hooey, D. Foyle, R. McCann
This paper reports the results of a field evaluation of an advanced taxi navigation and situation awareness (T-NASA) system, aimed at improving the efficiency of aircraft ground taxi operations under low-visibility conditions. T-NASA consists of two main components: 1) a panel-mounted electronic taxi map display and 2) a heads-up scene-linked display (HUD). These components were installed in NASA's B-757 research aircraft and flight tested at Atlanta's Hartsfield International Airport, The results clearly demonstrated both the feasibility and effectiveness of the T-NASA system towards improving the efficiency of airport taxi operations, In addition, as a direct result of the evaluation, improvements were made to the design and procedures of the T-NASA system.
{"title":"Field evaluation of T-NASA: taxi navigation and situation awareness system","authors":"A. Andre, B. Hooey, D. Foyle, R. McCann","doi":"10.1109/DASC.1998.739817","DOIUrl":"https://doi.org/10.1109/DASC.1998.739817","url":null,"abstract":"This paper reports the results of a field evaluation of an advanced taxi navigation and situation awareness (T-NASA) system, aimed at improving the efficiency of aircraft ground taxi operations under low-visibility conditions. T-NASA consists of two main components: 1) a panel-mounted electronic taxi map display and 2) a heads-up scene-linked display (HUD). These components were installed in NASA's B-757 research aircraft and flight tested at Atlanta's Hartsfield International Airport, The results clearly demonstrated both the feasibility and effectiveness of the T-NASA system towards improving the efficiency of airport taxi operations, In addition, as a direct result of the evaluation, improvements were made to the design and procedures of the T-NASA system.","PeriodicalId":335827,"journal":{"name":"17th DASC. AIAA/IEEE/SAE. Digital Avionics Systems Conference. Proceedings (Cat. No.98CH36267)","volume":"88 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":"115219357","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.1998.739840
S.W. Russert
This paper examines benefits and issues associated with converging cabin networks, and argues that creation of an open environment for development and deployment of services can prove worthwhile for all involved in IFE.
{"title":"Airplane cabin network convergence","authors":"S.W. Russert","doi":"10.1109/DASC.1998.739840","DOIUrl":"https://doi.org/10.1109/DASC.1998.739840","url":null,"abstract":"This paper examines benefits and issues associated with converging cabin networks, and argues that creation of an open environment for development and deployment of services can prove worthwhile for all involved in IFE.","PeriodicalId":335827,"journal":{"name":"17th DASC. AIAA/IEEE/SAE. Digital Avionics Systems Conference. Proceedings (Cat. No.98CH36267)","volume":"150 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":"115310015","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.1998.741551
J. Suh, B. Chang, A. Lau
High Intensity Radiated Field (HIRE) conditions may cause sensor and/or controller failure in flight control system. In this paper, a flight dynamics imitation scheme is proposed to establish the failure tolerance of sensors in Electro-Magnetic Environment (EME).
{"title":"Failure tolerance of sensors in flight control systems in electromagnetic environment","authors":"J. Suh, B. Chang, A. Lau","doi":"10.1109/DASC.1998.741551","DOIUrl":"https://doi.org/10.1109/DASC.1998.741551","url":null,"abstract":"High Intensity Radiated Field (HIRE) conditions may cause sensor and/or controller failure in flight control system. In this paper, a flight dynamics imitation scheme is proposed to establish the failure tolerance of sensors in Electro-Magnetic Environment (EME).","PeriodicalId":335827,"journal":{"name":"17th DASC. AIAA/IEEE/SAE. Digital Avionics Systems Conference. Proceedings (Cat. No.98CH36267)","volume":"41 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":"125118478","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.1998.741453
E. Fricke, H. Negele, L. Schrepfer, A. Dick, B. Gebhard, N. Hartlein
For the reengineering of development processes and for its continuous improvement, the development process has to be modeled and documented. A process map is the basis for the way how a system will be or has been designed. The standard methods and tools for process modeling are mostly used for business process modeling and redesign. Due to the special nature of concurrent engineering processes, a method for process modeling has to be able to support and easily map the high interconnectivity between the process of different engineering disciplines over all hierarchies. The dominant elements in a model for concurrent engineering processes are the informational relations and flows between the different processes. These build the basis for an information-based engineering process. A detailed market study was conducted, in which about 30 tools for business process modeling (e.g. ARIS, Bonapart, IDEF, Facets, etc.) were analyzed and evaluated by a variety of criteria. None of these tools met the requirements of the project partner, not only concerning the method, but also concerning supporting factors like easy and fast input of data, multi-user and database support. Therefore, in order to meet all requirements a special process modeling tool was developed which is based on the same database as the project planning tool already in use. The paper describes the reasons for an engineering process driven modeling method and its use, as well as the rationales for developing a new software tool. Also, lessons learned from this approach are described.
{"title":"Modeling of concurrent engineering processes for integrated systems development","authors":"E. Fricke, H. Negele, L. Schrepfer, A. Dick, B. Gebhard, N. Hartlein","doi":"10.1109/DASC.1998.741453","DOIUrl":"https://doi.org/10.1109/DASC.1998.741453","url":null,"abstract":"For the reengineering of development processes and for its continuous improvement, the development process has to be modeled and documented. A process map is the basis for the way how a system will be or has been designed. The standard methods and tools for process modeling are mostly used for business process modeling and redesign. Due to the special nature of concurrent engineering processes, a method for process modeling has to be able to support and easily map the high interconnectivity between the process of different engineering disciplines over all hierarchies. The dominant elements in a model for concurrent engineering processes are the informational relations and flows between the different processes. These build the basis for an information-based engineering process. A detailed market study was conducted, in which about 30 tools for business process modeling (e.g. ARIS, Bonapart, IDEF, Facets, etc.) were analyzed and evaluated by a variety of criteria. None of these tools met the requirements of the project partner, not only concerning the method, but also concerning supporting factors like easy and fast input of data, multi-user and database support. Therefore, in order to meet all requirements a special process modeling tool was developed which is based on the same database as the project planning tool already in use. The paper describes the reasons for an engineering process driven modeling method and its use, as well as the rationales for developing a new software tool. Also, lessons learned from this approach are described.","PeriodicalId":335827,"journal":{"name":"17th DASC. AIAA/IEEE/SAE. Digital Avionics Systems Conference. Proceedings (Cat. No.98CH36267)","volume":"19 28-29 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":"123576285","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.1998.739887
L. Hajagos
Concurrent engineering is proving a valuable technique for reducing product development cycle time and costs. Engineering, purchasing, manufacturing, and customer service working together can identify problems early and avoid costly reworks. Documentation is an important part of the product development process, and can benefit from being part of the concurrent engineering environment. This paper examines the ways in which information can be shared among internal and external documents and how that information can be coordinated with other types of product information in the concurrent engineering process.
{"title":"The role of documentation in a concurrent engineering environment","authors":"L. Hajagos","doi":"10.1109/DASC.1998.739887","DOIUrl":"https://doi.org/10.1109/DASC.1998.739887","url":null,"abstract":"Concurrent engineering is proving a valuable technique for reducing product development cycle time and costs. Engineering, purchasing, manufacturing, and customer service working together can identify problems early and avoid costly reworks. Documentation is an important part of the product development process, and can benefit from being part of the concurrent engineering environment. This paper examines the ways in which information can be shared among internal and external documents and how that information can be coordinated with other types of product information in the concurrent engineering process.","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":"1998-10-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131377873","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.1998.739867
C. Siegel, S. Somanchi
This paper introduces a methodology for applying simulation techniques to the development of test programs for analog, mixed-signal and mixed-technology circuits and systems. Using the Saber simulator and its Testify test manager, the normal and fault behavior of a complete electro-hydraulic system is analyzed to obtain information used in generating a test program for the system. This information can also be used in reliability and safety studies.
{"title":"Automotive and aerospace circuit fault analysis","authors":"C. Siegel, S. Somanchi","doi":"10.1109/DASC.1998.739867","DOIUrl":"https://doi.org/10.1109/DASC.1998.739867","url":null,"abstract":"This paper introduces a methodology for applying simulation techniques to the development of test programs for analog, mixed-signal and mixed-technology circuits and systems. Using the Saber simulator and its Testify test manager, the normal and fault behavior of a complete electro-hydraulic system is analyzed to obtain information used in generating a test program for the system. This information can also be used in reliability and safety studies.","PeriodicalId":335827,"journal":{"name":"17th DASC. AIAA/IEEE/SAE. Digital Avionics Systems Conference. Proceedings (Cat. No.98CH36267)","volume":"9 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":"120819705","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.1998.739809
A. Warren, Y. Ebrahimi
Current path prediction methodology during climb and descent phases of flight has much larger path uncertainty errors than during the cruise phase of flight. These uncertainty errors are a major concern for development of advanced ATM tools such as arrival and departure managers for regional flow planning and for medium term conflict detection in congested terminal and transition airspace. This paper describes a trajectory synthesis methodology and presents error sensitivity results for trajectory predictions. The trajectory synthesis method assumes the availability of high resolution, rapidly updated wind and temperature forecast data and enhanced ADS downlink of aircraft states and path intent. Trajectory sensitivity for a Boeing 737 aircraft climb profile is used to quantify system requirements and anticipated trajectory precision using this methodology.
{"title":"Vertical path trajectory prediction for next generation ATM","authors":"A. Warren, Y. Ebrahimi","doi":"10.1109/DASC.1998.739809","DOIUrl":"https://doi.org/10.1109/DASC.1998.739809","url":null,"abstract":"Current path prediction methodology during climb and descent phases of flight has much larger path uncertainty errors than during the cruise phase of flight. These uncertainty errors are a major concern for development of advanced ATM tools such as arrival and departure managers for regional flow planning and for medium term conflict detection in congested terminal and transition airspace. This paper describes a trajectory synthesis methodology and presents error sensitivity results for trajectory predictions. The trajectory synthesis method assumes the availability of high resolution, rapidly updated wind and temperature forecast data and enhanced ADS downlink of aircraft states and path intent. Trajectory sensitivity for a Boeing 737 aircraft climb profile is used to quantify system requirements and anticipated trajectory precision using this methodology.","PeriodicalId":335827,"journal":{"name":"17th DASC. AIAA/IEEE/SAE. Digital Avionics Systems Conference. Proceedings (Cat. No.98CH36267)","volume":"101 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":"128283523","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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