Pub Date : 2004-10-24DOI: 10.1109/DASC.2004.1390852
N. Fedora, R. Picone, P. Baumgartner
On August 12, 2003, Orbital Sciences Corporation launched the 21st consecutive successful Pegasus/sup /spl reg// launch vehicle into space, delivering the Scientific Satellite (SCISAT-1) Atmospheric Chemistry Experiment (ACE) spacecraft for the National Aeronautics and Space Administration (NASA) and the Canadian Space Agency (CSA). Although this marked the 21st consecutive successful launch by Orbital in a row, this was the first Pegasus launch performed with a new navigation system, the Honeywell Space Integrated Global Positioning System (GPS)/Inertial Navigation System (INS). The intent of this paper is to present the efforts that went into integrating the Space Integrated GPS/INS (SIGI) on the Pegasus by Orbital and Honeywell in order to make the Pegasus SIGI primary navigator, debut an extremely successful launch. This paper discusses and presents the simulation testing and software verification performed at Honeywell Defense & Space Electronic Systems (DSES) space business in Clearwater, FL for the unique Pegasus missionization and actual flight performance data measured by Orbital during the SCISAT-1 launch from Vandenberg air force base.
{"title":"The integration and performance of Honeywell's SIGI navigator with Orbital's Pegasus launch vehicle","authors":"N. Fedora, R. Picone, P. Baumgartner","doi":"10.1109/DASC.2004.1390852","DOIUrl":"https://doi.org/10.1109/DASC.2004.1390852","url":null,"abstract":"On August 12, 2003, Orbital Sciences Corporation launched the 21st consecutive successful Pegasus/sup /spl reg// launch vehicle into space, delivering the Scientific Satellite (SCISAT-1) Atmospheric Chemistry Experiment (ACE) spacecraft for the National Aeronautics and Space Administration (NASA) and the Canadian Space Agency (CSA). Although this marked the 21st consecutive successful launch by Orbital in a row, this was the first Pegasus launch performed with a new navigation system, the Honeywell Space Integrated Global Positioning System (GPS)/Inertial Navigation System (INS). The intent of this paper is to present the efforts that went into integrating the Space Integrated GPS/INS (SIGI) on the Pegasus by Orbital and Honeywell in order to make the Pegasus SIGI primary navigator, debut an extremely successful launch. This paper discusses and presents the simulation testing and software verification performed at Honeywell Defense & Space Electronic Systems (DSES) space business in Clearwater, FL for the unique Pegasus missionization and actual flight performance data measured by Orbital during the SCISAT-1 launch from Vandenberg air force base.","PeriodicalId":422463,"journal":{"name":"The 23rd Digital Avionics Systems Conference (IEEE Cat. No.04CH37576)","volume":"41 3 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":"134027894","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.2004.1390828
P. Mahdian, M. Griebling
Interfacing two electrical components, and accuracy of data, based on a specified protocol, are critical parts of electronic interfacing. This work highlights the design and implementation of an integrated circuit under bidirectional interfacing of a digital signal processor (DSP) to a Manchester encoder-decoder (MED), and to a secondary device. The implementation of this design is used for a global positioning systems such as in 3ATI avionic display systems. This interface design is specifically for Actel ProASIC/sup PLUS/ programmable FPGA chip in behavioral and data flow levels using VHSIC hardware description language (VHDL). Libero integrated design environment software is used for implementation. Synthesis was done with synplicity, while simulation and post-synthesis were done with ModelSim. Verifications were operated at the hardware level.
{"title":"VHDL implementation of a bidirectional interface for 3ATI avionic sub-systems","authors":"P. Mahdian, M. Griebling","doi":"10.1109/DASC.2004.1390828","DOIUrl":"https://doi.org/10.1109/DASC.2004.1390828","url":null,"abstract":"Interfacing two electrical components, and accuracy of data, based on a specified protocol, are critical parts of electronic interfacing. This work highlights the design and implementation of an integrated circuit under bidirectional interfacing of a digital signal processor (DSP) to a Manchester encoder-decoder (MED), and to a secondary device. The implementation of this design is used for a global positioning systems such as in 3ATI avionic display systems. This interface design is specifically for Actel ProASIC/sup PLUS/ programmable FPGA chip in behavioral and data flow levels using VHSIC hardware description language (VHDL). Libero integrated design environment software is used for implementation. Synthesis was done with synplicity, while simulation and post-synthesis were done with ModelSim. Verifications were operated at the hardware level.","PeriodicalId":422463,"journal":{"name":"The 23rd Digital Avionics Systems Conference (IEEE Cat. No.04CH37576)","volume":"20 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":"133028471","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.2004.1390827
M. Shamma
The International Mobile Telecommunications IMT2000 terrestrial standards are investigated as a potential alternative for communications to aircraft mobile users in airport and terminal domains. Specifically, its application to air traffic management (ATM) communication needs is considered. The various specifications of the IMT2000 standards are outlined. It is shown via a system research analyses that it is possible to support most air traffic communication needs via the use of 3G technologies. This technology can compliment existing or future digital aeronautical communications technologies such as VHF digital links mode 2, 3, 4 (VDL2, VDL3, VDL4).
{"title":"IMT2000 3G terrestrial standards with applications to airport and terminal air traffic communications","authors":"M. Shamma","doi":"10.1109/DASC.2004.1390827","DOIUrl":"https://doi.org/10.1109/DASC.2004.1390827","url":null,"abstract":"The International Mobile Telecommunications IMT2000 terrestrial standards are investigated as a potential alternative for communications to aircraft mobile users in airport and terminal domains. Specifically, its application to air traffic management (ATM) communication needs is considered. The various specifications of the IMT2000 standards are outlined. It is shown via a system research analyses that it is possible to support most air traffic communication needs via the use of 3G technologies. This technology can compliment existing or future digital aeronautical communications technologies such as VHF digital links mode 2, 3, 4 (VDL2, VDL3, VDL4).","PeriodicalId":422463,"journal":{"name":"The 23rd Digital Avionics Systems Conference (IEEE Cat. No.04CH37576)","volume":"1 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":"115606538","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.2004.1391263
D. R. Barker, B. Haltli, C. Laqui, P. MacWilliams, K.L. McKee
Airlines continue to acquire or equip existing aircraft with improved and more capable avionics. Improvements such as the flight management system (FMS) allow aircraft to fly preplanned paths with precision. Attempts to take advantage of improved aircraft guidance to make approaches, arrivals, and departures in the terminal area more uniform and predictable are consequently a natural development in air traffic control. The use of area navigation (RNAV) routes is one example of exploiting the current avionics technology to improve/simplify operations. In this study we look at the consequences and implications for arrivals of the fact that not all aircraft are yet RNAV equipped. The interplay of equipped aircraft (that fly the route according to the FMS) and non-equipped aircraft (which must be vectored) was studied in terms of controller technique, controller training and familiarization, controller comfort level, and the resultant impact on the efficacy of the air traffic control (ATC) operation. The effects of specific factors such as variation in turn execution, variation in speed profiles and airspace use were objectively measured. Three arrival routes of increasing complexity were simulated. One complex route was examined using a varying mix of equipped and unequipped traffic at a fixed, steady state rate. Controller in the loop simulations indicate that the percentage of non-RNAV traffic that can be accommodated on a complex arrival route is about 20 percent, and show at the rates simulated, that it was not necessary to segregate equipped and non-equipped aircraft. The simulation results indicate that the tolerance for non-RNAV aircraft may be even higher for simple arrival routes. Other results of the controller in the loop simulations are presented in detail: reduced flying distances, reduced communications workload, reduced fuel burn and reduced variance in the inter-aircraft arrival times can all be correlated to increasing the percentage of the aircraft that are RNAV equipped. These results argue that there are benefits of aircraft flying RNAV routes.
{"title":"Assessment of terminal RNAV mixed equipage","authors":"D. R. Barker, B. Haltli, C. Laqui, P. MacWilliams, K.L. McKee","doi":"10.1109/DASC.2004.1391263","DOIUrl":"https://doi.org/10.1109/DASC.2004.1391263","url":null,"abstract":"Airlines continue to acquire or equip existing aircraft with improved and more capable avionics. Improvements such as the flight management system (FMS) allow aircraft to fly preplanned paths with precision. Attempts to take advantage of improved aircraft guidance to make approaches, arrivals, and departures in the terminal area more uniform and predictable are consequently a natural development in air traffic control. The use of area navigation (RNAV) routes is one example of exploiting the current avionics technology to improve/simplify operations. In this study we look at the consequences and implications for arrivals of the fact that not all aircraft are yet RNAV equipped. The interplay of equipped aircraft (that fly the route according to the FMS) and non-equipped aircraft (which must be vectored) was studied in terms of controller technique, controller training and familiarization, controller comfort level, and the resultant impact on the efficacy of the air traffic control (ATC) operation. The effects of specific factors such as variation in turn execution, variation in speed profiles and airspace use were objectively measured. Three arrival routes of increasing complexity were simulated. One complex route was examined using a varying mix of equipped and unequipped traffic at a fixed, steady state rate. Controller in the loop simulations indicate that the percentage of non-RNAV traffic that can be accommodated on a complex arrival route is about 20 percent, and show at the rates simulated, that it was not necessary to segregate equipped and non-equipped aircraft. The simulation results indicate that the tolerance for non-RNAV aircraft may be even higher for simple arrival routes. Other results of the controller in the loop simulations are presented in detail: reduced flying distances, reduced communications workload, reduced fuel burn and reduced variance in the inter-aircraft arrival times can all be correlated to increasing the percentage of the aircraft that are RNAV equipped. These results argue that there are benefits of aircraft flying RNAV routes.","PeriodicalId":422463,"journal":{"name":"The 23rd Digital Avionics Systems Conference (IEEE Cat. No.04CH37576)","volume":"22 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":"114619655","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.2004.1390814
M.S. Ali, R. Bhagavathula, R. Pendse
The cockpit voice recorder (CVR) and digital flight data recorder (DFDR) are the traditional black boxes used in general and commercial aviation aircrafts. These are used to record vital audio and aircraft parameters. Substantial time and monetary expense are incurred after an aircraft accident to retrieve the black boxes and sometimes the recorders are found damaged and unreadable which further inflates aircraft accident investigation time and expenditures. The CVR typically records the voice conversations within the cockpit on 2 (or 4) different channels for a duration of 30 minutes. The DFDR records the aircraft's vital parameters over the entire duration of a flight. The CVR records information in such a way that only the last 30 minutes of voice is available. As a supplement to the existing CVR/DFDR, the authors present the possible transfer of the acquired voice, video and data from the airplane to the ground stations. This transfer is envisioned to be carried out by (a) utilizing the available data link being employed for IP connectivity between the airplane and the ground station to stream live data, voice and video traffic to the appropriate servers on the ground, or (b) storing the data, voice and video streams locally within the airplane and downloading them to the appropriate servers on the ground station. Since numerous aircraft are expected to be in-flight at any given point of time, the management of the downloaded voice and data within the ground stations could easily become a scalability issue. While file transfer mechanisms like FTP provide considerable flexibility in the deployment of DAP, a scalable means of catering to hundreds of airplanes simultaneously would be the adoption of file I/O and block I/O based data transfer mechanisms. Different I/O mechanisms including (a) network file system (NFS), (b) Internet small computer system interface (iSCSI), and (c) enhanced network block device (ENBD) were considered for the current work.
{"title":"Efficient data storage mechanisms for DAP","authors":"M.S. Ali, R. Bhagavathula, R. Pendse","doi":"10.1109/DASC.2004.1390814","DOIUrl":"https://doi.org/10.1109/DASC.2004.1390814","url":null,"abstract":"The cockpit voice recorder (CVR) and digital flight data recorder (DFDR) are the traditional black boxes used in general and commercial aviation aircrafts. These are used to record vital audio and aircraft parameters. Substantial time and monetary expense are incurred after an aircraft accident to retrieve the black boxes and sometimes the recorders are found damaged and unreadable which further inflates aircraft accident investigation time and expenditures. The CVR typically records the voice conversations within the cockpit on 2 (or 4) different channels for a duration of 30 minutes. The DFDR records the aircraft's vital parameters over the entire duration of a flight. The CVR records information in such a way that only the last 30 minutes of voice is available. As a supplement to the existing CVR/DFDR, the authors present the possible transfer of the acquired voice, video and data from the airplane to the ground stations. This transfer is envisioned to be carried out by (a) utilizing the available data link being employed for IP connectivity between the airplane and the ground station to stream live data, voice and video traffic to the appropriate servers on the ground, or (b) storing the data, voice and video streams locally within the airplane and downloading them to the appropriate servers on the ground station. Since numerous aircraft are expected to be in-flight at any given point of time, the management of the downloaded voice and data within the ground stations could easily become a scalability issue. While file transfer mechanisms like FTP provide considerable flexibility in the deployment of DAP, a scalable means of catering to hundreds of airplanes simultaneously would be the adoption of file I/O and block I/O based data transfer mechanisms. Different I/O mechanisms including (a) network file system (NFS), (b) Internet small computer system interface (iSCSI), and (c) enhanced network block device (ENBD) were considered for the current work.","PeriodicalId":422463,"journal":{"name":"The 23rd Digital Avionics Systems Conference (IEEE Cat. No.04CH37576)","volume":"25 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":"117047962","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.2004.1391258
J. Grau, G. Gawinowsky, L. Guichard, S. Guibert, J. Nobel, D. Dohy, K. Belhacene
The exploratory Supersector project falls within the scope of research based on the hypothesis that the current proliferation of controlled sectors had led to a too rigid use of airspace to face with medium- to long-term traffic growth. Supersector suggests a shift of paradigm from sector-division to sector-regrouping, i.e. instead of subdividing sectors to accommodate traffic growth, Supersector investigates a new control organization and practices from which traffic in large volume of airspace can be managed by teams of controllers with responsibilities no more restricted to sector-planning and radar-control but span from real-time traffic flow organization to conflict solving. In this way, it is expected that Supersector can help filling the gap between long-term predictive issues of central flow management, and short-term adaptive issues of radar-control, and thus moving from the today's non-synchronous Air Traffic Management System to a synchronous one, from a sector-control working methods to a network and flow management one, from conflict-based control to a time-based control one. A human-in-the-loop demonstration has been realised and allowed to validate the hypothesis and to identify the pros and cons of such a synchronised ATM. Time-based ATM architecture, 4D contract of service, teamwork, trunk-structured airspace design, medium-term anticipation and layer planning working methods have been explored and results are discussed.
{"title":"Supersector experimental results proof of concept assessment","authors":"J. Grau, G. Gawinowsky, L. Guichard, S. Guibert, J. Nobel, D. Dohy, K. Belhacene","doi":"10.1109/DASC.2004.1391258","DOIUrl":"https://doi.org/10.1109/DASC.2004.1391258","url":null,"abstract":"The exploratory Supersector project falls within the scope of research based on the hypothesis that the current proliferation of controlled sectors had led to a too rigid use of airspace to face with medium- to long-term traffic growth. Supersector suggests a shift of paradigm from sector-division to sector-regrouping, i.e. instead of subdividing sectors to accommodate traffic growth, Supersector investigates a new control organization and practices from which traffic in large volume of airspace can be managed by teams of controllers with responsibilities no more restricted to sector-planning and radar-control but span from real-time traffic flow organization to conflict solving. In this way, it is expected that Supersector can help filling the gap between long-term predictive issues of central flow management, and short-term adaptive issues of radar-control, and thus moving from the today's non-synchronous Air Traffic Management System to a synchronous one, from a sector-control working methods to a network and flow management one, from conflict-based control to a time-based control one. A human-in-the-loop demonstration has been realised and allowed to validate the hypothesis and to identify the pros and cons of such a synchronised ATM. Time-based ATM architecture, 4D contract of service, teamwork, trunk-structured airspace design, medium-term anticipation and layer planning working methods have been explored and results are discussed.","PeriodicalId":422463,"journal":{"name":"The 23rd Digital Avionics Systems Conference (IEEE Cat. No.04CH37576)","volume":"34 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":"123643544","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.2004.1391253
F. Box
Several candidate frequency bands are currently being considered for allocation to future air/ground (A/G) communications systems. This paper presents a methodology for quantitatively comparing the inherent suitability of candidate bands. Attainable link capacity, which varies with carrier frequency and directly affects the overall spectral efficiency of a system, is used as suitability metric. Capacity bounds are derived from fundamental frequency-dependent propagation characteristics and design constraints imposed by operational system requirements. "Acceptable" and "optimal" frequency ranges (in which attainable link capacity exceeds 10% and 80% of maximum, respectively) are identified for various system implementations involving different combinations of antenna directionality, link direction, and link bandwidth. It is shown that, depending on the implementation considered, the optimal frequencies may fall within a range as narrow as 80-160 MHz or as wide as 40-4500 MHz (although, of course, only a small fraction of the "optimal" range could realistically be made available to any new aeronautical system). The methodology could serve as an analytical basis for evaluating future proposals for adjusting band allocations, so that new systems can be placed in bands where they will operate with maximal effectiveness and spectral efficiency.
{"title":"Optimizing the spectral placement of future radio services","authors":"F. Box","doi":"10.1109/DASC.2004.1391253","DOIUrl":"https://doi.org/10.1109/DASC.2004.1391253","url":null,"abstract":"Several candidate frequency bands are currently being considered for allocation to future air/ground (A/G) communications systems. This paper presents a methodology for quantitatively comparing the inherent suitability of candidate bands. Attainable link capacity, which varies with carrier frequency and directly affects the overall spectral efficiency of a system, is used as suitability metric. Capacity bounds are derived from fundamental frequency-dependent propagation characteristics and design constraints imposed by operational system requirements. \"Acceptable\" and \"optimal\" frequency ranges (in which attainable link capacity exceeds 10% and 80% of maximum, respectively) are identified for various system implementations involving different combinations of antenna directionality, link direction, and link bandwidth. It is shown that, depending on the implementation considered, the optimal frequencies may fall within a range as narrow as 80-160 MHz or as wide as 40-4500 MHz (although, of course, only a small fraction of the \"optimal\" range could realistically be made available to any new aeronautical system). The methodology could serve as an analytical basis for evaluating future proposals for adjusting band allocations, so that new systems can be placed in bands where they will operate with maximal effectiveness and spectral efficiency.","PeriodicalId":422463,"journal":{"name":"The 23rd Digital Avionics Systems Conference (IEEE Cat. No.04CH37576)","volume":"3 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":"121860680","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.2004.1390734
K. Driscoll, B. Hall, Michael Paulitsch, P. Zumsteg, Håkan Sivencrona
In contrast to previous papers on the Byzantine Generals problem, this work examines the problem from a practical, lower-level, phenomena point of view. The goal is to dispel a common belief that the problem is a myth (potentially arising from the anthropomorphic nature of previous literature). This work gives practical, succinct definitions for Byzantine fault and failure. It describes how these arise and are propagated in electrical signals and "digital" circuitry. The paper describes actual occurrences of Byzantine faults in several different systems. A taxonomy of methods for combating the problem is presented with examples of each method. The paper brings forth the following underappreciated facts: (1) cryptography is not a useful solution to the problem in actual systems, (2) most solutions to the problem must include a "Byzantine filter" (a circuit that converts a Byzantine signal to a nonByzantine signal).
{"title":"The real Byzantine Generals","authors":"K. Driscoll, B. Hall, Michael Paulitsch, P. Zumsteg, Håkan Sivencrona","doi":"10.1109/DASC.2004.1390734","DOIUrl":"https://doi.org/10.1109/DASC.2004.1390734","url":null,"abstract":"In contrast to previous papers on the Byzantine Generals problem, this work examines the problem from a practical, lower-level, phenomena point of view. The goal is to dispel a common belief that the problem is a myth (potentially arising from the anthropomorphic nature of previous literature). This work gives practical, succinct definitions for Byzantine fault and failure. It describes how these arise and are propagated in electrical signals and \"digital\" circuitry. The paper describes actual occurrences of Byzantine faults in several different systems. A taxonomy of methods for combating the problem is presented with examples of each method. The paper brings forth the following underappreciated facts: (1) cryptography is not a useful solution to the problem in actual systems, (2) most solutions to the problem must include a \"Byzantine filter\" (a circuit that converts a Byzantine signal to a nonByzantine signal).","PeriodicalId":422463,"journal":{"name":"The 23rd Digital Avionics Systems Conference (IEEE Cat. No.04CH37576)","volume":"120 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":"122749745","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.2004.1390804
J. Shackleton, D. Cofer, S. Cooper
Current real-time scheduling methods focus on periodic tasks with fixed (or at least bounded) execution times. However, many tasks used in control and optimization applications do not fit this pattern. "Anytime" or incremental algorithms whose performance is variable and improves as their execution time increases are examples of such tasks. We have developed an adaptive scheduling framework to deal with multiple anytime tasks that compete with each other for processing time. This work explores the issues surrounding anytime tasks, how they are scheduled, how they adapt, and how they interact with more traditional scheduling techniques.
{"title":"Anytime scheduling for real-time embedded control applications","authors":"J. Shackleton, D. Cofer, S. Cooper","doi":"10.1109/DASC.2004.1390804","DOIUrl":"https://doi.org/10.1109/DASC.2004.1390804","url":null,"abstract":"Current real-time scheduling methods focus on periodic tasks with fixed (or at least bounded) execution times. However, many tasks used in control and optimization applications do not fit this pattern. \"Anytime\" or incremental algorithms whose performance is variable and improves as their execution time increases are examples of such tasks. We have developed an adaptive scheduling framework to deal with multiple anytime tasks that compete with each other for processing time. This work explores the issues surrounding anytime tasks, how they are scheduled, how they adapt, and how they interact with more traditional scheduling techniques.","PeriodicalId":422463,"journal":{"name":"The 23rd Digital Avionics Systems Conference (IEEE Cat. No.04CH37576)","volume":"38 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":"129982562","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.2004.1391256
C. Moody, W. Wilson, I. Gheorghisor
The FAA's Safe Flight 21 and Capstone programs are planning to deploy ground stations supporting broadcast services. Collectively, the term "broadcast services" encompasses three forms of broadcast information: automatic dependent surveillance-broadcast (ADS-B), traffic information services-broadcast (TIS-B) and flight information services broadcast (FIS-B). The Safe Flight 21 and Capstone programs both entail the installation of ground stations (referred to as ground-based transceivers - GBTs) that receive ADS-B information from, as well as transmit TIS-B and FIS-B information to equipped aircraft. The FAA has established a policy supporting two data links for broadcast services: 1090 Extended Squitter, and the Universal Access Transceiver (UAT). The initial ground infrastructures of both the Safe Flight 21 and Capstone programs are primarily limited to UAT. Therefore the focus of this paper is on the UAT data link.
{"title":"Assigning time slot resources for uplink broadcast services","authors":"C. Moody, W. Wilson, I. Gheorghisor","doi":"10.1109/DASC.2004.1391256","DOIUrl":"https://doi.org/10.1109/DASC.2004.1391256","url":null,"abstract":"The FAA's Safe Flight 21 and Capstone programs are planning to deploy ground stations supporting broadcast services. Collectively, the term \"broadcast services\" encompasses three forms of broadcast information: automatic dependent surveillance-broadcast (ADS-B), traffic information services-broadcast (TIS-B) and flight information services broadcast (FIS-B). The Safe Flight 21 and Capstone programs both entail the installation of ground stations (referred to as ground-based transceivers - GBTs) that receive ADS-B information from, as well as transmit TIS-B and FIS-B information to equipped aircraft. The FAA has established a policy supporting two data links for broadcast services: 1090 Extended Squitter, and the Universal Access Transceiver (UAT). The initial ground infrastructures of both the Safe Flight 21 and Capstone programs are primarily limited to UAT. Therefore the focus of this paper is on the UAT data link.","PeriodicalId":422463,"journal":{"name":"The 23rd Digital Avionics Systems Conference (IEEE Cat. No.04CH37576)","volume":"53 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":"131440273","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}
京公网安备 11010802042870号
京ICP备2023020795号-1
扫码关注我们
求助内容：
应助结果提醒方式：