Pub Date : 2004-10-24DOI: 10.1109/DASC.2004.1391332
S. Kauppinen, M. Flynn
New ATM concept developments have a significant impact on the role and responsibilities of air traffic controllers. The ATM system continues with the human as decision-maker. Automated tools can assist in the primary task of controllers, the detection and resolution of conflicts between aircraft. Automation has even greater significance when the existing route network is replaced with free routes, as conflicts are more difficult to detect and resolve. Through the ASA Programme, EUROCONTROL are developing tools that permit the controller to cope successfully with the new situation. The CORA (conflict resolution assistant) system detect conflicts, generate one or more conflict resolution advisories, i.e. maneuvers that one or more aircraft would have to execute in order to resolve the conflict, and display this information to the controller. CORA has been studied in the EUROCONTROL Experimental Centre in Bretigny, France using a prototyping facility (eDEP1) and in simulations in the National Aerospace Laboratory (NLR) in Amsterdam, the Netherlands using the NLR ATC simulator (NARSIM). This paper presents the approach taken by the ASA Programme and the CORA project to develop an automated support tool/system; the results of studies and initial validation work; and outlines the future work planned in this area.
{"title":"From business needs to field trials - a development of conflict resolution automation involving the controller","authors":"S. Kauppinen, M. Flynn","doi":"10.1109/DASC.2004.1391332","DOIUrl":"https://doi.org/10.1109/DASC.2004.1391332","url":null,"abstract":"New ATM concept developments have a significant impact on the role and responsibilities of air traffic controllers. The ATM system continues with the human as decision-maker. Automated tools can assist in the primary task of controllers, the detection and resolution of conflicts between aircraft. Automation has even greater significance when the existing route network is replaced with free routes, as conflicts are more difficult to detect and resolve. Through the ASA Programme, EUROCONTROL are developing tools that permit the controller to cope successfully with the new situation. The CORA (conflict resolution assistant) system detect conflicts, generate one or more conflict resolution advisories, i.e. maneuvers that one or more aircraft would have to execute in order to resolve the conflict, and display this information to the controller. CORA has been studied in the EUROCONTROL Experimental Centre in Bretigny, France using a prototyping facility (eDEP1) and in simulations in the National Aerospace Laboratory (NLR) in Amsterdam, the Netherlands using the NLR ATC simulator (NARSIM). This paper presents the approach taken by the ASA Programme and the CORA project to develop an automated support tool/system; the results of studies and initial validation work; and outlines the future work planned in this area.","PeriodicalId":422463,"journal":{"name":"The 23rd Digital Avionics Systems Conference (IEEE Cat. No.04CH37576)","volume":"50 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2004-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"117278278","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 : 2004-10-24DOI: 10.1109/DASC.2004.1391320
E. Theunissen, C.A. De Groot, H. Sabelis, G. Koeners
Although already considered more than fifty years ago, the use of electronic displays to replace paper maps in the cockpit of commercial aircraft has commenced only recently, whereas displays that depict the planned route relative to ownship are already in use for over twenty years. In contrast, in the nautical community, the use of an electronic navigation chart to replace the paper chart is already a fact for several years, while the depiction of the planned route was added later. Given the differences between the nautical and the aeronautical domain, it is logical that on the surface many differences are apparent between the implementations of electronic map displays. However, a closer examination reveals that many design questions are the same. Also, current developments with respect to the further increase in data integration show similarities. Besides the emulation of the conventional paper chart, the availability of the data used to generate electronic charts will allow for new functions that support the operator with the navigation task. One example for the nautical environment is a tighter integration between the navigation task and the guidance and control task. At present, a research project at the Royal Netherlands Naval College is exploring the potential of some navigation data presentation concepts that were originally developed for aerospace navigation. When assessing the potential of a certain concept, one should always consider that every existing implementation is a trade-off which resulted from the technical limitations of the time it was designed. Therefore, it is important to understand why a certain design was selected and why others were rejected. To better understand how operational requirements and technical possibilities resulted in the current generation of electronic charting and navigation displays, the first part of this paper provides an overview of the developments in the area of electronic navigation, charting, and guidance displays. Important similarities and differences between the nautical and the aeronautical domain are identified and the underlying rationale will be discussed. For a tighter integration of the navigation task with the guidance and control task, the integration of routing data is needed. The generation of the route should take the information on the constraints which is available from the data used to depict the electronic chart into account. The last part of the paper will address new developments in the area of navigation, guidance and control displays and the integration with dynamic routing.
{"title":"Nautical and aeronautical electronic charting/navigation systems /sub e/velopments, similarities and differences","authors":"E. Theunissen, C.A. De Groot, H. Sabelis, G. Koeners","doi":"10.1109/DASC.2004.1391320","DOIUrl":"https://doi.org/10.1109/DASC.2004.1391320","url":null,"abstract":"Although already considered more than fifty years ago, the use of electronic displays to replace paper maps in the cockpit of commercial aircraft has commenced only recently, whereas displays that depict the planned route relative to ownship are already in use for over twenty years. In contrast, in the nautical community, the use of an electronic navigation chart to replace the paper chart is already a fact for several years, while the depiction of the planned route was added later. Given the differences between the nautical and the aeronautical domain, it is logical that on the surface many differences are apparent between the implementations of electronic map displays. However, a closer examination reveals that many design questions are the same. Also, current developments with respect to the further increase in data integration show similarities. Besides the emulation of the conventional paper chart, the availability of the data used to generate electronic charts will allow for new functions that support the operator with the navigation task. One example for the nautical environment is a tighter integration between the navigation task and the guidance and control task. At present, a research project at the Royal Netherlands Naval College is exploring the potential of some navigation data presentation concepts that were originally developed for aerospace navigation. When assessing the potential of a certain concept, one should always consider that every existing implementation is a trade-off which resulted from the technical limitations of the time it was designed. Therefore, it is important to understand why a certain design was selected and why others were rejected. To better understand how operational requirements and technical possibilities resulted in the current generation of electronic charting and navigation displays, the first part of this paper provides an overview of the developments in the area of electronic navigation, charting, and guidance displays. Important similarities and differences between the nautical and the aeronautical domain are identified and the underlying rationale will be discussed. For a tighter integration of the navigation task with the guidance and control task, the integration of routing data is needed. The generation of the route should take the information on the constraints which is available from the data used to depict the electronic chart into account. The last part of the paper will address new developments in the area of navigation, guidance and control displays and the integration with dynamic routing.","PeriodicalId":422463,"journal":{"name":"The 23rd Digital Avionics Systems Conference (IEEE Cat. No.04CH37576)","volume":"16 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2004-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"121929840","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 : 2004-10-24DOI: 10.1109/DASC.2004.1390803
E. Strunk, J. Knight, M. Aiello
Current and upcoming avionics systems must be able to accommodate expected growing application software volume and capability. The software domain has struggled to meet increasing demands while retaining the necessary level of confidence in its appropriate operation. Meanwhile, although computing components are becoming less expensive, the fixed and operational costs of hardening them to their potential environments are not progressing with the same speed. We introduce a flexible architecture based on distribution of function and assured reconfiguration that can react to failures in both hardware and software. Reconfiguration, when its safety properties are assured, can enhance analysis capabilities for critical safety properties and reduce certification costs for much of the system. This work outlines an architecture for assured reconfiguration, the principles of reconfiguration assurance, and the accompanying cost and safety arguments.
{"title":"Distributed reconfigurable avionics architectures","authors":"E. Strunk, J. Knight, M. Aiello","doi":"10.1109/DASC.2004.1390803","DOIUrl":"https://doi.org/10.1109/DASC.2004.1390803","url":null,"abstract":"Current and upcoming avionics systems must be able to accommodate expected growing application software volume and capability. The software domain has struggled to meet increasing demands while retaining the necessary level of confidence in its appropriate operation. Meanwhile, although computing components are becoming less expensive, the fixed and operational costs of hardening them to their potential environments are not progressing with the same speed. We introduce a flexible architecture based on distribution of function and assured reconfiguration that can react to failures in both hardware and software. Reconfiguration, when its safety properties are assured, can enhance analysis capabilities for critical safety properties and reduce certification costs for much of the system. This work outlines an architecture for assured reconfiguration, the principles of reconfiguration assurance, and the accompanying cost and safety arguments.","PeriodicalId":422463,"journal":{"name":"The 23rd Digital Avionics Systems Conference (IEEE Cat. No.04CH37576)","volume":"149 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2004-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116910371","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 : 2004-10-24DOI: 10.1109/DASC.2004.1390817
T. Mulkerin, J. Hurlburt
The small aircraft transportation system (SATS) concept envisions doorstop to destination transportation in a safe and timely manner. Data communications are a key component in achieving the aviation-related operational performance improvements that are sought. However, data communication does not start when you get into the aircraft; it starts back at the location where the flight is planned. In fact, data communications support the pilot in all phases of the flight: flight planning, pre-flight, departure, en route, transition, approach, landing and rollout as well as for a missed approach. The Internet is being used to perform flight planning activities and the mobile communications available today support Internet access en route to the departure airfield. On board, the aircraft data communications provide surveillance and air traffic control (ATC) support to the pilot. The location of other aircraft is available to the pilot and ATC system through automatic dependent surveillance-broadcast (ADS-B) and traffic information service-broadcast (TIS-B) applications that transmit the location of other aircraft in the vicinity. The surveillance data is used to forecast potential conflicts with other aircraft and, thus, enhance the safety of the flight. As the aircraft nears a SATS-equipped airfield, the pilot uses data link messages to request a landing sequence. The airport management module (AMM) provides a landing sequence assignment to the aircraft. As the pilot maneuvers the aircraft for a landing, he/she is using data-linked surveillance data to determine the location of other aircraft and maintain a safe separation distance between aircraft even in a low visibility environment.
{"title":"A data communications concept for a SATS scenario","authors":"T. Mulkerin, J. Hurlburt","doi":"10.1109/DASC.2004.1390817","DOIUrl":"https://doi.org/10.1109/DASC.2004.1390817","url":null,"abstract":"The small aircraft transportation system (SATS) concept envisions doorstop to destination transportation in a safe and timely manner. Data communications are a key component in achieving the aviation-related operational performance improvements that are sought. However, data communication does not start when you get into the aircraft; it starts back at the location where the flight is planned. In fact, data communications support the pilot in all phases of the flight: flight planning, pre-flight, departure, en route, transition, approach, landing and rollout as well as for a missed approach. The Internet is being used to perform flight planning activities and the mobile communications available today support Internet access en route to the departure airfield. On board, the aircraft data communications provide surveillance and air traffic control (ATC) support to the pilot. The location of other aircraft is available to the pilot and ATC system through automatic dependent surveillance-broadcast (ADS-B) and traffic information service-broadcast (TIS-B) applications that transmit the location of other aircraft in the vicinity. The surveillance data is used to forecast potential conflicts with other aircraft and, thus, enhance the safety of the flight. As the aircraft nears a SATS-equipped airfield, the pilot uses data link messages to request a landing sequence. The airport management module (AMM) provides a landing sequence assignment to the aircraft. As the pilot maneuvers the aircraft for a landing, he/she is using data-linked surveillance data to determine the location of other aircraft and maintain a safe separation distance between aircraft even in a low visibility environment.","PeriodicalId":422463,"journal":{"name":"The 23rd Digital Avionics Systems Conference (IEEE Cat. No.04CH37576)","volume":"121 11","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2004-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"120818692","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 : 2004-10-24DOI: 10.1109/DASC.2004.1390733
B. Dion, T. Le Sergent, B. Martin, H. Griebel
Time-triggered architectures (TTA) and SCADE are both well-established technologies and tools for building safety-critical embedded software. Both are based on the same time-triggered approach; TTA for the communication infrastructure and SCADE for the application components. This paper presents the integration of these two technologies and tools for the design of distributed systems 1. When completed, the breakthrough of this solution shows that it provides a single framework to: specify behavior, timing constraints, and mapping of tasks onto hardware; generate all the code needed to build communicating executables; simulate and perform formal verification of properties both for each individual task and also for the global model. Specification is accomplished with a graphical view that allows the definition of hardware nodes and mapping of any set of subsystems (a subsystem consists of several communicating tasks, all located on the same node) on these nodes. Replication is authorized and handled by the fault tolerant communication (FT-COM) layer. Code generation is supported by add-ons to the two toolsets: the complete architecture and timing information is generated from SCADE and passed to the TTP plan and TTP build functions that compute respectively the communication scheduling and the task scheduling for each node. The SCADE code generator generates certifiable C code for each task. TTP build generates the code for the scheduling of the tasks on each node. A simple wrapper code is generated to handle data transfer between the FT-COM layer and task interfaces. Simulation and formal verification are possible thanks to the same underlying paradigm for both technologies: as both the application tasks and the communication infrastructure are time-triggered, with complete determinism, a global system model can be represented and formally verified.
{"title":"Model-based development for time-triggered architectures","authors":"B. Dion, T. Le Sergent, B. Martin, H. Griebel","doi":"10.1109/DASC.2004.1390733","DOIUrl":"https://doi.org/10.1109/DASC.2004.1390733","url":null,"abstract":"Time-triggered architectures (TTA) and SCADE are both well-established technologies and tools for building safety-critical embedded software. Both are based on the same time-triggered approach; TTA for the communication infrastructure and SCADE for the application components. This paper presents the integration of these two technologies and tools for the design of distributed systems 1. When completed, the breakthrough of this solution shows that it provides a single framework to: specify behavior, timing constraints, and mapping of tasks onto hardware; generate all the code needed to build communicating executables; simulate and perform formal verification of properties both for each individual task and also for the global model. Specification is accomplished with a graphical view that allows the definition of hardware nodes and mapping of any set of subsystems (a subsystem consists of several communicating tasks, all located on the same node) on these nodes. Replication is authorized and handled by the fault tolerant communication (FT-COM) layer. Code generation is supported by add-ons to the two toolsets: the complete architecture and timing information is generated from SCADE and passed to the TTP plan and TTP build functions that compute respectively the communication scheduling and the task scheduling for each node. The SCADE code generator generates certifiable C code for each task. TTP build generates the code for the scheduling of the tasks on each node. A simple wrapper code is generated to handle data transfer between the FT-COM layer and task interfaces. Simulation and formal verification are possible thanks to the same underlying paradigm for both technologies: as both the application tasks and the communication infrastructure are time-triggered, with complete determinism, a global system model can be represented and formally verified.","PeriodicalId":422463,"journal":{"name":"The 23rd Digital Avionics Systems Conference (IEEE Cat. No.04CH37576)","volume":"10 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2004-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"129792883","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 : 2004-10-24DOI: 10.1109/DASC.2004.1391267
K. Klein, K. Sprong, B. Haltli, T. Becker, J. DeArmon
The Federal Aviation Administration (FAA) asked The MITRE Corporation to evaluate the effectiveness of implementing terminal area navigation (RNAV) procedures at Las Vegas McCarran International Airport (LAS). New RNAV procedures were implemented in November 2003 and have been in use for arrivals to runways at LAS since that time. MITRE's Center for Advanced Aviation System Development (CAASD) collected and examined flight track data from the FAAs terminal approach control facility at LAS for the purpose of this analysis. This paper presents the results of analysis of the flight track data for operations before RNAV was in use at LAS (in the year 2000) and several months after RNAV was being used at LAS (in the year 2004). The paper describes operational effects of RNAV and provides insight into these effects.
{"title":"Evaluating operational benefits of terminal RNAV: Las Vegas case study","authors":"K. Klein, K. Sprong, B. Haltli, T. Becker, J. DeArmon","doi":"10.1109/DASC.2004.1391267","DOIUrl":"https://doi.org/10.1109/DASC.2004.1391267","url":null,"abstract":"The Federal Aviation Administration (FAA) asked The MITRE Corporation to evaluate the effectiveness of implementing terminal area navigation (RNAV) procedures at Las Vegas McCarran International Airport (LAS). New RNAV procedures were implemented in November 2003 and have been in use for arrivals to runways at LAS since that time. MITRE's Center for Advanced Aviation System Development (CAASD) collected and examined flight track data from the FAAs terminal approach control facility at LAS for the purpose of this analysis. This paper presents the results of analysis of the flight track data for operations before RNAV was in use at LAS (in the year 2000) and several months after RNAV was being used at LAS (in the year 2004). The paper describes operational effects of RNAV and provides insight into these effects.","PeriodicalId":422463,"journal":{"name":"The 23rd Digital Avionics Systems Conference (IEEE Cat. No.04CH37576)","volume":"44 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2004-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"128385157","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 : 2004-10-24DOI: 10.1109/DASC.2004.1390768
D. Weale
The document was not made available for publication as part of the conference proceedings.
该文件没有作为会议记录的一部分提供出版。
{"title":"Topic paper on distributed power on small platforms - does it make sense? - [Not available for publication]","authors":"D. Weale","doi":"10.1109/DASC.2004.1390768","DOIUrl":"https://doi.org/10.1109/DASC.2004.1390768","url":null,"abstract":"The document was not made available for publication as part of the conference proceedings.","PeriodicalId":422463,"journal":{"name":"The 23rd Digital Avionics Systems Conference (IEEE Cat. No.04CH37576)","volume":"140 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2004-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130008426","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 : 2004-10-24DOI: 10.1109/DASC.2004.1390754
Lin Chai
{"title":"SINS/GPS/TAN/SAR integrated navigation system based on adaptive federal filtering - [Not available for publication]","authors":"Lin Chai","doi":"10.1109/DASC.2004.1390754","DOIUrl":"https://doi.org/10.1109/DASC.2004.1390754","url":null,"abstract":"","PeriodicalId":422463,"journal":{"name":"The 23rd Digital Avionics Systems Conference (IEEE Cat. No.04CH37576)","volume":"5 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2004-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130111004","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 : 2004-10-24DOI: 10.1109/DASC.2004.1390849
S. Hima
{"title":"Sub-optimal trajectory planning for autonomous navigation of an airship - [Not available for publication]","authors":"S. Hima","doi":"10.1109/DASC.2004.1390849","DOIUrl":"https://doi.org/10.1109/DASC.2004.1390849","url":null,"abstract":"","PeriodicalId":422463,"journal":{"name":"The 23rd Digital Avionics Systems Conference (IEEE Cat. No.04CH37576)","volume":"15 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2004-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131945748","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 : 2004-10-24DOI: 10.1109/DASC.2004.1391255
R. Deininger, K. Griep, D. Morse, S. Million, S. Knapp
In this paper we evaluate a direct controller pilot communication (DCPC) party-line voice solution utilizing voice over IP (VoIP) over a packet switched satellite service, Inmarsat's mobile packet data service (MPDS). This solution provides a low cost, moderate latency, party-line voice service for oceanic and remote regions. The results of VoIP experimentation over an actual MPDS terminal, OPNET simulations, and lab emulations of party-line voice are used to evaluated the proposed solutions feasibility.
{"title":"Investigation of party line voice over Inmarsat's mobile packet data service","authors":"R. Deininger, K. Griep, D. Morse, S. Million, S. Knapp","doi":"10.1109/DASC.2004.1391255","DOIUrl":"https://doi.org/10.1109/DASC.2004.1391255","url":null,"abstract":"In this paper we evaluate a direct controller pilot communication (DCPC) party-line voice solution utilizing voice over IP (VoIP) over a packet switched satellite service, Inmarsat's mobile packet data service (MPDS). This solution provides a low cost, moderate latency, party-line voice service for oceanic and remote regions. The results of VoIP experimentation over an actual MPDS terminal, OPNET simulations, and lab emulations of party-line voice are used to evaluated the proposed solutions feasibility.","PeriodicalId":422463,"journal":{"name":"The 23rd Digital Avionics Systems Conference (IEEE Cat. No.04CH37576)","volume":"44 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2004-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131011551","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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