Pub Date : 1998-10-31DOI: 10.1109/DASC.1998.741578
R. Faerber, T. Etherington
Alternative Flight Management System (FMS) human interface and Advanced Primary Flight Display (PFD) concepts are needed as the complexities of understanding and operating increased functionality on equipment continue to burden and confuse an already inundated pilot. In 1997 Rockwell Collins Inc. designed an advanced FMS display/interface and enhanced an existing 3D PFD that significantly reduced human interface problems between users of these systems. Two independent human factors experiments were conducted in 1997. The first investigated the Advanced FMS Interface display format versus a conventional Control Display Unit (CDU) type FMS. The second examined an advanced 3D PFD, an adaptation of the NASA 3D pathways display, compared to a standard commercial PFD format. Results from both experiments revealed statistically significant findings at the 95th level of confidence favoring these advanced flight deck designs. This paper details these findings and provides recommendations to cockpit designers of the next generation aircraft.
{"title":"Advanced flight deck for next generation aircraft","authors":"R. Faerber, T. Etherington","doi":"10.1109/DASC.1998.741578","DOIUrl":"https://doi.org/10.1109/DASC.1998.741578","url":null,"abstract":"Alternative Flight Management System (FMS) human interface and Advanced Primary Flight Display (PFD) concepts are needed as the complexities of understanding and operating increased functionality on equipment continue to burden and confuse an already inundated pilot. In 1997 Rockwell Collins Inc. designed an advanced FMS display/interface and enhanced an existing 3D PFD that significantly reduced human interface problems between users of these systems. Two independent human factors experiments were conducted in 1997. The first investigated the Advanced FMS Interface display format versus a conventional Control Display Unit (CDU) type FMS. The second examined an advanced 3D PFD, an adaptation of the NASA 3D pathways display, compared to a standard commercial PFD format. Results from both experiments revealed statistically significant findings at the 95th level of confidence favoring these advanced flight deck designs. This paper details these findings and provides recommendations to cockpit designers of the next generation aircraft.","PeriodicalId":335827,"journal":{"name":"17th DASC. AIAA/IEEE/SAE. Digital Avionics Systems Conference. Proceedings (Cat. No.98CH36267)","volume":"19 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":"125237181","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.1998.741555
P. A. Johnson, K. Goldsmith
The EME inside a large EM reverberation chamber has been characterised, both for an empty chamber, and also with an aircraft-filled chamber. For the empty chamber, the EME appears to be random down to about 40 MHz, which is better than expected. The Q is within a factor 3-10 lower than expected from theory, but this compares favourably with other chambers. For the chamber loaded with an aircraft, the EME appears to be random all the way down to 26 MHz, much better than expected, and surprisingly better than the empty chamber. Conversely, the paddle appears more effective at lower frequencies in the empty chamber. It is not obvious why this should be the case. The Q in the aircraft-filled chamber is in the range 5-10 dB lower, depending on frequency. Since the loading of the chamber by the aircraft is not severe, high field strengths will be achievable for modest power input.
{"title":"An experimental study of the placement an aircraft inside a large welded zinc-plated steel electromagnetic reverberation chamber","authors":"P. A. Johnson, K. Goldsmith","doi":"10.1109/DASC.1998.741555","DOIUrl":"https://doi.org/10.1109/DASC.1998.741555","url":null,"abstract":"The EME inside a large EM reverberation chamber has been characterised, both for an empty chamber, and also with an aircraft-filled chamber. For the empty chamber, the EME appears to be random down to about 40 MHz, which is better than expected. The Q is within a factor 3-10 lower than expected from theory, but this compares favourably with other chambers. For the chamber loaded with an aircraft, the EME appears to be random all the way down to 26 MHz, much better than expected, and surprisingly better than the empty chamber. Conversely, the paddle appears more effective at lower frequencies in the empty chamber. It is not obvious why this should be the case. The Q in the aircraft-filled chamber is in the range 5-10 dB lower, depending on frequency. Since the loading of the chamber by the aircraft is not severe, high field strengths will be achievable for modest power input.","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":"125022597","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.1998.739820
V. Capezzuto, D. Olster, M. Curry, S. Pendergast
Discusses a prototype Airport Movement Area Safety System (AMASS) originally designed to receive ASDE-3 and ARTS-IIIA data. These two data sources were applied to safety logic to provide air traffic controllers with conflict alert advisories on arrival and surface targets. The prototype AMASS was enhanced by software and hardware changes to perform multiple sensor data fusion, which provided a complete track and identification picture of the airport movement area. This surface surveillance system, combined with enhanced data links and displays, demonstrated the capability to maintain situational awareness in the tower and cockpit. This paper describes the performance of this surveillance system, as well as the impact of the system to current FAA airport services.
{"title":"Runway incursion reduction program (RIRP) surveillance system, NASA/FAA Atlanta demonstration","authors":"V. Capezzuto, D. Olster, M. Curry, S. Pendergast","doi":"10.1109/DASC.1998.739820","DOIUrl":"https://doi.org/10.1109/DASC.1998.739820","url":null,"abstract":"Discusses a prototype Airport Movement Area Safety System (AMASS) originally designed to receive ASDE-3 and ARTS-IIIA data. These two data sources were applied to safety logic to provide air traffic controllers with conflict alert advisories on arrival and surface targets. The prototype AMASS was enhanced by software and hardware changes to perform multiple sensor data fusion, which provided a complete track and identification picture of the airport movement area. This surface surveillance system, combined with enhanced data links and displays, demonstrated the capability to maintain situational awareness in the tower and cockpit. This paper describes the performance of this surveillance system, as well as the impact of the system to current FAA airport services.","PeriodicalId":335827,"journal":{"name":"17th DASC. AIAA/IEEE/SAE. Digital Avionics Systems Conference. Proceedings (Cat. No.98CH36267)","volume":"18 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":"125533267","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.1998.739862
G. McHugh
The software content of automotive electronic modules has been increasing rapidly in recent years. Projections indicate that automotive electronics will fellow the trend seen in other areas of the electronics industry (e.g., avionics, telecommunications, and consumer electronics) where the software engineering capability of the organization will be a key factor in successful product development. As automotive electronics organizations recognize that a world-class product development capability is dependent on a world-class software engineering capability, software process improvement initiatives have become a key component in their long-term strategic plans, This paper describes software process improvement efforts that have taken place within Visteon Automotive Systems over six years in response to this growth in software content in automotive electronics.
{"title":"Software process improvement in an automotive electronics organization","authors":"G. McHugh","doi":"10.1109/DASC.1998.739862","DOIUrl":"https://doi.org/10.1109/DASC.1998.739862","url":null,"abstract":"The software content of automotive electronic modules has been increasing rapidly in recent years. Projections indicate that automotive electronics will fellow the trend seen in other areas of the electronics industry (e.g., avionics, telecommunications, and consumer electronics) where the software engineering capability of the organization will be a key factor in successful product development. As automotive electronics organizations recognize that a world-class product development capability is dependent on a world-class software engineering capability, software process improvement initiatives have become a key component in their long-term strategic plans, This paper describes software process improvement efforts that have taken place within Visteon Automotive Systems over six years in response to this growth in software content in automotive electronics.","PeriodicalId":335827,"journal":{"name":"17th DASC. AIAA/IEEE/SAE. Digital Avionics Systems Conference. Proceedings (Cat. No.98CH36267)","volume":"52 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":"125597835","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.1998.739813
D. Happel
Air Force Air Mobility Command (AMC) aircraft must meet military requirements for transport missions anywhere in the world while also addressing emerging Civil Aviation Authority requirements for Communication, Navigation and Surveillance (CNS) for operation in the Global Air Traffic Management (GATM) environment. An architecture designed to meet these requirements must accommodate existing avionics to the maximum extent possible to minimize costs and must also incorporate new avionics that take advantage of Commercial Off The Shelf (COTS)/Non Developmental Items (NDI) and open system architectures to be able to incorporate the growth necessitated by these emerging requirements. This paper describes a generic architecture designed to meet these requirements for a tanker/transport platform. The architecture is designed so that future upgrades for these evolving requirements could be met with minimal impact to the aircraft. The implementation of this architecture is primarily a systems engineering effort in managing the human machine interface necessary to provide a seamless integration of GATM and navigation safety equipment including an Enhanced Ground Proximity Warning System (EGPWS), a Communication Management Function (CMF), a Multi-Mode Receiver (MMR), a traffic collision and avoidance system (TCAS), new communications radios, a new displays subsystem and existing flight management systems that are modified, as necessary, to support Required Navigation Performance (RNP) objectives.
{"title":"Proposed avionics architecture for Air Force Air Mobility Command aircraft to meet CNS/ATM and GATM requirements","authors":"D. Happel","doi":"10.1109/DASC.1998.739813","DOIUrl":"https://doi.org/10.1109/DASC.1998.739813","url":null,"abstract":"Air Force Air Mobility Command (AMC) aircraft must meet military requirements for transport missions anywhere in the world while also addressing emerging Civil Aviation Authority requirements for Communication, Navigation and Surveillance (CNS) for operation in the Global Air Traffic Management (GATM) environment. An architecture designed to meet these requirements must accommodate existing avionics to the maximum extent possible to minimize costs and must also incorporate new avionics that take advantage of Commercial Off The Shelf (COTS)/Non Developmental Items (NDI) and open system architectures to be able to incorporate the growth necessitated by these emerging requirements. This paper describes a generic architecture designed to meet these requirements for a tanker/transport platform. The architecture is designed so that future upgrades for these evolving requirements could be met with minimal impact to the aircraft. The implementation of this architecture is primarily a systems engineering effort in managing the human machine interface necessary to provide a seamless integration of GATM and navigation safety equipment including an Enhanced Ground Proximity Warning System (EGPWS), a Communication Management Function (CMF), a Multi-Mode Receiver (MMR), a traffic collision and avoidance system (TCAS), new communications radios, a new displays subsystem and existing flight management systems that are modified, as necessary, to support Required Navigation Performance (RNP) objectives.","PeriodicalId":335827,"journal":{"name":"17th DASC. AIAA/IEEE/SAE. Digital Avionics Systems Conference. Proceedings (Cat. No.98CH36267)","volume":"66 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":"126182480","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.1998.739816
R.M. Hueschen, W. W. Hankins, L. K. Barker
The ROTO system provided guidance that resulted in mean ROT values essentially the same as those for current clear-weather operations and standard deviation ROT values a factor of 1.5 to 2.0 less (depending on exit comparison). Assuming the pilots can follow the guidance in low visibility conditions, these ROT values imply that clear-weather runway capacity could be maintained in low visibility conditions. All the pilots liked the system and found the guidance easy to follow after a couple of training runs. In general, the pilots were able to control the aircraft ground speed along the runway to within 10 knots of commanded ground speed from the ROTO guidance.
{"title":"Description and flight test of a rollout and turnoff (ROTO) head-up display (HUD) guidance system","authors":"R.M. Hueschen, W. W. Hankins, L. K. Barker","doi":"10.1109/DASC.1998.739816","DOIUrl":"https://doi.org/10.1109/DASC.1998.739816","url":null,"abstract":"The ROTO system provided guidance that resulted in mean ROT values essentially the same as those for current clear-weather operations and standard deviation ROT values a factor of 1.5 to 2.0 less (depending on exit comparison). Assuming the pilots can follow the guidance in low visibility conditions, these ROT values imply that clear-weather runway capacity could be maintained in low visibility conditions. All the pilots liked the system and found the guidance easy to follow after a couple of training runs. In general, the pilots were able to control the aircraft ground speed along the runway to within 10 knots of commanded ground speed from the ROTO guidance.","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":"129716061","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.1998.739889
C. F. Adam, R. Barnes
Today, operators of classic aircraft are seeking the addition of new technologies, such as the integration of GPS/FMS, and even complete Electronic Information Systems (EIS), in order to meet the demands of a rapidly changing operational environment. The addition of such items to an already crowded flight deck poses problems that the original manufacturer never had to consider. The most obvious is the lack of adequate and appropriate space ("real estate") in which to install such updates. Unfortunately, such additions in an already limited area, can lead to very different and quite unique crew interfaces due to the location chosen for the new display/control box (or boxes). This lack of space can also lead to the complex redesign, combining, and miniaturization of current systems simply to provide sufficient "real estate" to install the new box(es). This, in itself, may very well lead to increased crew workload which may not be immediately apparent to design engineers. This paper examines the human factors issues involved with the integration of modern electronic information systems into the flight deck of classic air transport category aircraft through the Supplemental Type Certificate process.
{"title":"The aftermarket integration of modern electronic information systems in classic aircraft-human factors design considerations","authors":"C. F. Adam, R. Barnes","doi":"10.1109/DASC.1998.739889","DOIUrl":"https://doi.org/10.1109/DASC.1998.739889","url":null,"abstract":"Today, operators of classic aircraft are seeking the addition of new technologies, such as the integration of GPS/FMS, and even complete Electronic Information Systems (EIS), in order to meet the demands of a rapidly changing operational environment. The addition of such items to an already crowded flight deck poses problems that the original manufacturer never had to consider. The most obvious is the lack of adequate and appropriate space (\"real estate\") in which to install such updates. Unfortunately, such additions in an already limited area, can lead to very different and quite unique crew interfaces due to the location chosen for the new display/control box (or boxes). This lack of space can also lead to the complex redesign, combining, and miniaturization of current systems simply to provide sufficient \"real estate\" to install the new box(es). This, in itself, may very well lead to increased crew workload which may not be immediately apparent to design engineers. This paper examines the human factors issues involved with the integration of modern electronic information systems into the flight deck of classic air transport category aircraft through the Supplemental Type Certificate process.","PeriodicalId":335827,"journal":{"name":"17th DASC. AIAA/IEEE/SAE. Digital Avionics Systems Conference. Proceedings (Cat. No.98CH36267)","volume":"23 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":"127862427","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.1998.741589
K. M. Joseph, D. Jahns, M. Nendick, R. St. George
The rapid introduction of Global Positioning System (GPS) receivers for airborne navigation has outpaced the capacity of international aviation authorities to resolve human factors issues that concern safe and efficient use of such devices. Current certification technical standards appear to have had little influence on standardizing receiver architectures, interfaces and operating manuals despite evidence from research simulation and flight tests that lack of standardization may undermine safety. The present research used factor-analytic techniques to reduce 308 pilots' ratings from a 163-item survey to 24 factors suitable for identifying human factors issues related to GPS receiver displays and controls, operating procedures, navigation performance, training, and other topical areas. Multivariate analysis of variance revealed that GPS experience and receiver type influenced pilot ratings for several of these factors. The results are consistent with previous research, and their application to certification procedures and standards is discussed.
{"title":"An international usability survey of GPS avionics equipment","authors":"K. M. Joseph, D. Jahns, M. Nendick, R. St. George","doi":"10.1109/DASC.1998.741589","DOIUrl":"https://doi.org/10.1109/DASC.1998.741589","url":null,"abstract":"The rapid introduction of Global Positioning System (GPS) receivers for airborne navigation has outpaced the capacity of international aviation authorities to resolve human factors issues that concern safe and efficient use of such devices. Current certification technical standards appear to have had little influence on standardizing receiver architectures, interfaces and operating manuals despite evidence from research simulation and flight tests that lack of standardization may undermine safety. The present research used factor-analytic techniques to reduce 308 pilots' ratings from a 163-item survey to 24 factors suitable for identifying human factors issues related to GPS receiver displays and controls, operating procedures, navigation performance, training, and other topical areas. Multivariate analysis of variance revealed that GPS experience and receiver type influenced pilot ratings for several of these factors. The results are consistent with previous research, and their application to certification procedures and standards is discussed.","PeriodicalId":335827,"journal":{"name":"17th DASC. AIAA/IEEE/SAE. Digital Avionics Systems Conference. Proceedings (Cat. No.98CH36267)","volume":"11 6","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1998-10-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131451995","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.1998.741455
G. H. Fisher
The primary products of systems engineers all seem to be documents such, as specifications and trade-off studies. Communicating the requirements to hardware and software designers with documents is fraught with problems. By using a model-based approach to systems engineering, there is no ambiguity. The model fully defines the functional behavior, inputs and outputs, and the physical architecture, as well as the performance and resource requirements. This method provides a unified, consistent and traceable design. This paper describes the design of the Automotive Personal Assistance System (APAS) exploiting the features of the Global Positioning System, which is similar to the Cadillac OnStar System. It includes the entire systems engineering life cycle, from source requirements analysis, through behavior analysis and physical architecture, to verification and validation. The behavior model can be fully executed to verify its correctness long before money is wasted building prototypes. The use of the model-based approach will aid in the reduction of product cost and the increase in product quality.
{"title":"Model-based systems engineering of automotive systems","authors":"G. H. Fisher","doi":"10.1109/DASC.1998.741455","DOIUrl":"https://doi.org/10.1109/DASC.1998.741455","url":null,"abstract":"The primary products of systems engineers all seem to be documents such, as specifications and trade-off studies. Communicating the requirements to hardware and software designers with documents is fraught with problems. By using a model-based approach to systems engineering, there is no ambiguity. The model fully defines the functional behavior, inputs and outputs, and the physical architecture, as well as the performance and resource requirements. This method provides a unified, consistent and traceable design. This paper describes the design of the Automotive Personal Assistance System (APAS) exploiting the features of the Global Positioning System, which is similar to the Cadillac OnStar System. It includes the entire systems engineering life cycle, from source requirements analysis, through behavior analysis and physical architecture, to verification and validation. The behavior model can be fully executed to verify its correctness long before money is wasted building prototypes. The use of the model-based approach will aid in the reduction of product cost and the increase in product quality.","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":"130772374","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.1998.739826
C.E. Lin, S. Hong, K. Chiu, C. Tsai
High density helicopter flights in metropolitan area give rise to conflict threats and challenge flight safety due to the absence of strict ATC surveillance. An integral system for flight director and surveillance (FDS) for helicopter operations in low altitude flights is proposed with feasibility study. The proposed FDS combines GIS with GPS data based on ADS concept to meet helicopter operation requirements with collision avoidance. Both the pilot and ground ATC are aware of conflict situation from the proposed FDS. System configuration with operation concept is presented with simulated tests using remote-piloted helicopters to verify FDS performance.
{"title":"An integral flight director and surveillance system for helicopters in metropolitan service","authors":"C.E. Lin, S. Hong, K. Chiu, C. Tsai","doi":"10.1109/DASC.1998.739826","DOIUrl":"https://doi.org/10.1109/DASC.1998.739826","url":null,"abstract":"High density helicopter flights in metropolitan area give rise to conflict threats and challenge flight safety due to the absence of strict ATC surveillance. An integral system for flight director and surveillance (FDS) for helicopter operations in low altitude flights is proposed with feasibility study. The proposed FDS combines GIS with GPS data based on ADS concept to meet helicopter operation requirements with collision avoidance. Both the pilot and ground ATC are aware of conflict situation from the proposed FDS. System configuration with operation concept is presented with simulated tests using remote-piloted helicopters to verify FDS performance.","PeriodicalId":335827,"journal":{"name":"17th DASC. AIAA/IEEE/SAE. Digital Avionics Systems Conference. Proceedings (Cat. No.98CH36267)","volume":"61 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":"131089210","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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