Pub Date : 1998-10-31DOI: 10.1109/DASC.1998.741585
G. Sachs, K. Dobler, P. Hermle
A computer generated synthetic vision system was developed for improving poor visibility guidance in flight close to the ground. The system comprises a 3-dimensional outside world image, integrated guidance information including novel features (perspective flight path display) and high precision navigation as basic elements. A comprehensive flight test program consisting of five test series was set up for testing for a wide range of guidance applications of synthetic vision, including approach and landing. Demanding control tasks were specified and investigated. The results of the flight tests show that the synthetic vision system enabled the pilot to precisely control the aircraft and to accurately follow the specified trajectories. All guidance performance goals were achieved.
{"title":"Synthetic vision flight tests for curved approach and landing","authors":"G. Sachs, K. Dobler, P. Hermle","doi":"10.1109/DASC.1998.741585","DOIUrl":"https://doi.org/10.1109/DASC.1998.741585","url":null,"abstract":"A computer generated synthetic vision system was developed for improving poor visibility guidance in flight close to the ground. The system comprises a 3-dimensional outside world image, integrated guidance information including novel features (perspective flight path display) and high precision navigation as basic elements. A comprehensive flight test program consisting of five test series was set up for testing for a wide range of guidance applications of synthetic vision, including approach and landing. Demanding control tasks were specified and investigated. The results of the flight tests show that the synthetic vision system enabled the pilot to precisely control the aircraft and to accurately follow the specified trajectories. All guidance performance goals were achieved.","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":"134071086","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.1998.741443
M. Lewis, D. Ferens
The use of RTNI monitoring has had an impact on life cycle costs of existing programs through a reduction in debug time. Other areas in which RTNI monitoring can provide potential benefits to future programs are through the use of increased dynamic testing and the sharing of test time among more engineers. There are a number of areas in which software life cycle costs are impacted by various cost drivers. To determine which areas were affected by the use of RTNI monitoring, a panel of expert users of RTNI monitoring was created using a form of the Nominal Group Technique methodology to achieve group consensus. The group concluded that the areas described above were most important to their programs. However, merely using RTNI monitoring alone may not have an impact on future programs; management commitment to integrate RTNI monitoring into test programs is also necessary for success.
{"title":"Cost impacts of real-time non-intrusive (RTNI) monitoring technology to real-time embedded systems","authors":"M. Lewis, D. Ferens","doi":"10.1109/DASC.1998.741443","DOIUrl":"https://doi.org/10.1109/DASC.1998.741443","url":null,"abstract":"The use of RTNI monitoring has had an impact on life cycle costs of existing programs through a reduction in debug time. Other areas in which RTNI monitoring can provide potential benefits to future programs are through the use of increased dynamic testing and the sharing of test time among more engineers. There are a number of areas in which software life cycle costs are impacted by various cost drivers. To determine which areas were affected by the use of RTNI monitoring, a panel of expert users of RTNI monitoring was created using a form of the Nominal Group Technique methodology to achieve group consensus. The group concluded that the areas described above were most important to their programs. However, merely using RTNI monitoring alone may not have an impact on future programs; management commitment to integrate RTNI monitoring into test programs is also necessary for success.","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":"129460335","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.1998.741494
D. Naiditch
Highlights differences between Ada 95, Ada 83, C++, C, and Java. Although each programming language has its own strengths and weaknesses, the reason for choosing a particular language may ultimately be based on factors having nothing to do with the technical merits of the language itself. (This is one reason that the Ada mandate was dropped.) Such factors may include the availability of compilers for the host/target, the maturity and efficiency of available compilers, the availability of programmers who already know the language, whether the language can easily interface with existing systems such as graphical user interfaces or data bases, the existence of legacy software written in a specific language, or how well the language fits in with adopted commercial-off-the-shelf (COTS) products.
{"title":"Selecting a programming language for your project","authors":"D. Naiditch","doi":"10.1109/DASC.1998.741494","DOIUrl":"https://doi.org/10.1109/DASC.1998.741494","url":null,"abstract":"Highlights differences between Ada 95, Ada 83, C++, C, and Java. Although each programming language has its own strengths and weaknesses, the reason for choosing a particular language may ultimately be based on factors having nothing to do with the technical merits of the language itself. (This is one reason that the Ada mandate was dropped.) Such factors may include the availability of compilers for the host/target, the maturity and efficiency of available compilers, the availability of programmers who already know the language, whether the language can easily interface with existing systems such as graphical user interfaces or data bases, the existence of legacy software written in a specific language, or how well the language fits in with adopted commercial-off-the-shelf (COTS) products.","PeriodicalId":335827,"journal":{"name":"17th DASC. AIAA/IEEE/SAE. Digital Avionics Systems Conference. Proceedings (Cat. No.98CH36267)","volume":"175 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":"114662736","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.1998.739823
D. Hicok, D. Lee
Automatic Dependent Surveillance Broadcast (ADS-B) is a function on an aircraft or ground vehicle that periodically broadcasts its state vector (horizontal and vertical position, horizontal and vertical velocity) and other information. The broadcast ADS-B message provides surveillance information to other users, principally Air Traffic Control (ATC) and aircraft/vehicle operators. The applications for ADS-B include ATC display of traffic, runway incursion detection and alerting, and Cockpit Display of Traffic Information (CDTI). The Federal Aviation Administration (FAA) and the National Aeronautics and Space Administration (NASA) are investigating the suitability of this technology to support these applications in the airport surface environment. NASA has recently tested ADS-B using 1090 MHz data transmission in an airport surface environment as part of the Low Visibility Landing and Surface Operations (LVLASO) program. This paper presents results of the ADS-B testing and an assessment of how well 1090 MHz ADS-B performs with respect to surveillance system requirements established by the International Civil Aviation Organization (ICAO) and RTCA. In addition, data collected from vehicle to vehicle tests is analyzed to determine how well on-board avionics can utilize ADS-B data.
{"title":"Application of ADS-B for airport surface surveillance","authors":"D. Hicok, D. Lee","doi":"10.1109/DASC.1998.739823","DOIUrl":"https://doi.org/10.1109/DASC.1998.739823","url":null,"abstract":"Automatic Dependent Surveillance Broadcast (ADS-B) is a function on an aircraft or ground vehicle that periodically broadcasts its state vector (horizontal and vertical position, horizontal and vertical velocity) and other information. The broadcast ADS-B message provides surveillance information to other users, principally Air Traffic Control (ATC) and aircraft/vehicle operators. The applications for ADS-B include ATC display of traffic, runway incursion detection and alerting, and Cockpit Display of Traffic Information (CDTI). The Federal Aviation Administration (FAA) and the National Aeronautics and Space Administration (NASA) are investigating the suitability of this technology to support these applications in the airport surface environment. NASA has recently tested ADS-B using 1090 MHz data transmission in an airport surface environment as part of the Low Visibility Landing and Surface Operations (LVLASO) program. This paper presents results of the ADS-B testing and an assessment of how well 1090 MHz ADS-B performs with respect to surveillance system requirements established by the International Civil Aviation Organization (ICAO) and RTCA. In addition, data collected from vehicle to vehicle tests is analyzed to determine how well on-board avionics can utilize ADS-B data.","PeriodicalId":335827,"journal":{"name":"17th DASC. AIAA/IEEE/SAE. Digital Avionics Systems Conference. Proceedings (Cat. No.98CH36267)","volume":"21 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":"132301347","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.1998.741496
D. Breitigam, D. Borden
With the Fiscal Year 1997 software maintenance release, the AV-8B aircraft mission computer and stores management computer hardware and software reached its operational limit. To maintain the war-fighting readiness of the aircraft, this limitation had to be addressed. The selected approach is to replace the existing AYK-14 systems with VME-based PowerPC single board computers. The F/A-18 E/F aircraft is planning an upgrade of a similar nature. This hardware architecture change requires the conversion of the existing AYK-14 assembly language operational flight program (OFF) to a high order language (HOL). To facilitate the transition, the open system development initiative (OSDI) project was established. The following discussion will identify the open systems tools and methods employed and the resulting architectural and design patterns in the prototype application. It will also discuss some of the specific lessons learned with the tools, methods and project.
随着1997财政年度软件维护的发布，AV-8B飞机任务计算机和存储管理计算机硬件和软件达到了其操作极限。为了保持飞机的战备状态，必须解决这一限制。选择的方法是用基于vme的PowerPC单板计算机取代现有的AYK-14系统。F/ a -18 E/F飞机正计划进行类似性质的升级。这种硬件架构改变需要将现有的AYK-14汇编语言操作飞行程序(OFF)转换为高阶语言(HOL)。为了促进过渡，建立了开放系统开发计划(OSDI)项目。下面的讨论将确定所使用的开放系统工具和方法，以及原型应用程序中产生的体系结构和设计模式。它还将讨论从工具、方法和项目中获得的一些具体经验教训。
{"title":"An open system development initiative","authors":"D. Breitigam, D. Borden","doi":"10.1109/DASC.1998.741496","DOIUrl":"https://doi.org/10.1109/DASC.1998.741496","url":null,"abstract":"With the Fiscal Year 1997 software maintenance release, the AV-8B aircraft mission computer and stores management computer hardware and software reached its operational limit. To maintain the war-fighting readiness of the aircraft, this limitation had to be addressed. The selected approach is to replace the existing AYK-14 systems with VME-based PowerPC single board computers. The F/A-18 E/F aircraft is planning an upgrade of a similar nature. This hardware architecture change requires the conversion of the existing AYK-14 assembly language operational flight program (OFF) to a high order language (HOL). To facilitate the transition, the open system development initiative (OSDI) project was established. The following discussion will identify the open systems tools and methods employed and the resulting architectural and design patterns in the prototype application. It will also discuss some of the specific lessons learned with the tools, methods and project.","PeriodicalId":335827,"journal":{"name":"17th DASC. AIAA/IEEE/SAE. Digital Avionics Systems Conference. Proceedings (Cat. No.98CH36267)","volume":"42 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":"128248254","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.1998.739830
O.V. Prinzo
The Aeronautical Data Link System (ADLS) is being developed as part of the Federal Aviation Administration's modernization plan to improve safety, reduce delays, and increase the efficiency of resource utilization,. Terminal Data Link (TDL), an ADLS application, will provide five services to support Controller/Pilot Data Link Communication (Automatic Dependent Surveillance Panel, 1996). These services will require controller use of a keyboard-input module to communicate with pilots. At terminal radar approach control (TRACON) facilities, the keyboard-input module includes an ABCstyle alphanumeric keyboard and a trackball.
{"title":"How data link communication might affect controller workload on a terminal option","authors":"O.V. Prinzo","doi":"10.1109/DASC.1998.739830","DOIUrl":"https://doi.org/10.1109/DASC.1998.739830","url":null,"abstract":"The Aeronautical Data Link System (ADLS) is being developed as part of the Federal Aviation Administration's modernization plan to improve safety, reduce delays, and increase the efficiency of resource utilization,. Terminal Data Link (TDL), an ADLS application, will provide five services to support Controller/Pilot Data Link Communication (Automatic Dependent Surveillance Panel, 1996). These services will require controller use of a keyboard-input module to communicate with pilots. At terminal radar approach control (TRACON) facilities, the keyboard-input module includes an ABCstyle alphanumeric keyboard and a trackball.","PeriodicalId":335827,"journal":{"name":"17th DASC. AIAA/IEEE/SAE. Digital Avionics Systems Conference. Proceedings (Cat. No.98CH36267)","volume":"124 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":"134310964","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.1998.741562
K. Funk, B. Lyall
It is widely acknowledged that commercial transport aircraft automation has improved the economy of airliners, and that accident rates for advanced technology commercial aircraft are lower than those of comparable conventional technology aircraft. Nevertheless, criticism of the human factors of modern flight deck automation is common among pilots and other aviation professionals (e.g., Billings, 1997). Until recently, though, there was no comprehensive list of flight deck automation human factors issues, much less a comprehensive summary of evidence (data and other reasonably objective information) related to those issues. As a result, avionics designers have been somewhat in the dark about the usability of the equipment they have created to help improve the efficiency and safety of commercial air transportation. This paper summarizes a study we conducted to identify and compile evidence related to flight deck automation human factors issues. To be useful to those individuals directly involved in the development of future automation systems, the paper focuses primarily on those issues related to automation design.
{"title":"Human factors issues of flight deck automation","authors":"K. Funk, B. Lyall","doi":"10.1109/DASC.1998.741562","DOIUrl":"https://doi.org/10.1109/DASC.1998.741562","url":null,"abstract":"It is widely acknowledged that commercial transport aircraft automation has improved the economy of airliners, and that accident rates for advanced technology commercial aircraft are lower than those of comparable conventional technology aircraft. Nevertheless, criticism of the human factors of modern flight deck automation is common among pilots and other aviation professionals (e.g., Billings, 1997). Until recently, though, there was no comprehensive list of flight deck automation human factors issues, much less a comprehensive summary of evidence (data and other reasonably objective information) related to those issues. As a result, avionics designers have been somewhat in the dark about the usability of the equipment they have created to help improve the efficiency and safety of commercial air transportation. This paper summarizes a study we conducted to identify and compile evidence related to flight deck automation human factors issues. To be useful to those individuals directly involved in the development of future automation systems, the paper focuses primarily on those issues related to automation design.","PeriodicalId":335827,"journal":{"name":"17th DASC. AIAA/IEEE/SAE. Digital Avionics Systems Conference. Proceedings (Cat. No.98CH36267)","volume":"39 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":"133440693","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.1998.741570
Susanne Delzell, Walter W Johnson
A study was conducted that examined areas of a cockpit display of traffic (CDTI) committed to memory during a task that required monitoring of aircraft separation. The data showed that pilots tended to recall aircraft primarily as a function of spatial range and bearing, and not as a function of temporal range.
{"title":"Pilots' spatial mental models for memory of heading and altitude","authors":"Susanne Delzell, Walter W Johnson","doi":"10.1109/DASC.1998.741570","DOIUrl":"https://doi.org/10.1109/DASC.1998.741570","url":null,"abstract":"A study was conducted that examined areas of a cockpit display of traffic (CDTI) committed to memory during a task that required monitoring of aircraft separation. The data showed that pilots tended to recall aircraft primarily as a function of spatial range and bearing, and not as a function of temporal range.","PeriodicalId":335827,"journal":{"name":"17th DASC. AIAA/IEEE/SAE. Digital Avionics Systems Conference. Proceedings (Cat. No.98CH36267)","volume":"27 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":"116075006","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.1998.741568
C. Wickens, S. Fadden, D. Merwin, P. Ververs
Three-dimensional perspectives are being considered for a variety of applications, such as conformal HUD imagery, tunnel primary flight displays, enhanced terrain renderings to supplement GPWS, traffic and weather displays, or displays of FMS automation modes (Owen and Suiter, 1997). In considering the strengths and limitations of such displays, in either head-up or head-down location, the designer and human factors practitioner must carefully evaluate the weaknesses of each (keyhole, distortion, and compellingness of the immersed perspective; ambiguity of the tethered perspective), as well as the task factors that may modulate the negative impact of these weaknesses. These factors must be contrasted with the visual scanning imposed by standard planar or coplanar head down displays. It is also the case that a number of these weaknesses may be partially offset by introducing various cognitive "remediations" such as visual momentum or artificial frameworks, which we do not address in this paper (but see Olmos et al., 1997; Ellis, 1993). Thus effective "pilot centered" cockpit design cannot rely exclusively on the 3D graphics technology offered by the computer engineer, but must receive the input from the human factors community.
{"title":"Cognitive factors in aviation display design","authors":"C. Wickens, S. Fadden, D. Merwin, P. Ververs","doi":"10.1109/DASC.1998.741568","DOIUrl":"https://doi.org/10.1109/DASC.1998.741568","url":null,"abstract":"Three-dimensional perspectives are being considered for a variety of applications, such as conformal HUD imagery, tunnel primary flight displays, enhanced terrain renderings to supplement GPWS, traffic and weather displays, or displays of FMS automation modes (Owen and Suiter, 1997). In considering the strengths and limitations of such displays, in either head-up or head-down location, the designer and human factors practitioner must carefully evaluate the weaknesses of each (keyhole, distortion, and compellingness of the immersed perspective; ambiguity of the tethered perspective), as well as the task factors that may modulate the negative impact of these weaknesses. These factors must be contrasted with the visual scanning imposed by standard planar or coplanar head down displays. It is also the case that a number of these weaknesses may be partially offset by introducing various cognitive \"remediations\" such as visual momentum or artificial frameworks, which we do not address in this paper (but see Olmos et al., 1997; Ellis, 1993). Thus effective \"pilot centered\" cockpit design cannot rely exclusively on the 3D graphics technology offered by the computer engineer, but must receive the input from the human factors community.","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":"116566656","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.1998.739881
H. Oman
Discusses a new tank for carrying solar energy-the zinc-air battery, which can deliver propulsion energy from sunlight with greater efficiency and less value-added expense. This battery generates electric energy by combining zinc from its anode with oxygen from air to form zincate. At the recharging station the zincate is replaced with zinc, and the zincate is sent to a electro-winnowing plant where the zinc is recovered. The main cost of delivered solar power is the interest on the money invested in the solar-cell arrays. This interest, which persists even when the sun is not shining, has made solar power plants non-competitive for generating power for American electric utilities. In a tropical desert clouds rarely interrupt the intense sunlight, and the zinc output from a solar-powered electro-winnowing plant can be stockpiled. In a tropical desert a hectare-size solar-power plant with 30-percent efficient solar cells can in eight hours recover enough zinc to power 36,000 km (22,000 miles) of travel in lightweight 4-passenger Irmscher electric vehicles. The cost of the energy for a vehicle's 120 km travel range would be $2.88. If the desert processing plant is 5000 km from the user's port, the shipping cost of the zincate and zinc would add 17.5 cents to the cost of 120 km travel in the Irmscher.
{"title":"Solar energy for electric vehicles: systems analysis","authors":"H. Oman","doi":"10.1109/DASC.1998.739881","DOIUrl":"https://doi.org/10.1109/DASC.1998.739881","url":null,"abstract":"Discusses a new tank for carrying solar energy-the zinc-air battery, which can deliver propulsion energy from sunlight with greater efficiency and less value-added expense. This battery generates electric energy by combining zinc from its anode with oxygen from air to form zincate. At the recharging station the zincate is replaced with zinc, and the zincate is sent to a electro-winnowing plant where the zinc is recovered. The main cost of delivered solar power is the interest on the money invested in the solar-cell arrays. This interest, which persists even when the sun is not shining, has made solar power plants non-competitive for generating power for American electric utilities. In a tropical desert clouds rarely interrupt the intense sunlight, and the zinc output from a solar-powered electro-winnowing plant can be stockpiled. In a tropical desert a hectare-size solar-power plant with 30-percent efficient solar cells can in eight hours recover enough zinc to power 36,000 km (22,000 miles) of travel in lightweight 4-passenger Irmscher electric vehicles. The cost of the energy for a vehicle's 120 km travel range would be $2.88. If the desert processing plant is 5000 km from the user's port, the shipping cost of the zincate and zinc would add 17.5 cents to the cost of 120 km travel in the Irmscher.","PeriodicalId":335827,"journal":{"name":"17th DASC. AIAA/IEEE/SAE. Digital Avionics Systems Conference. Proceedings (Cat. No.98CH36267)","volume":"60 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":"121828380","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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