Pub Date : 2004-10-24DOI: 10.1109/DASC.2004.1391240
M. Coluzzi, L. Carlin, M. Igawa, B. Rees
Future radar systems employ new RF and digital technologies that increase their functionality and performance. These changes in the radar system design include zero-IF receivers, software radio implementations and employ computationally intense radar data processing. New functionalities of the radar include high resolution imaging, new multiple waveform designs, resource management and new radar system designs employ digital T/R modules. To investigate the feasibility of utilizing new digital technologies in a radar system, a low demand modulation scheme of a SSR (secondary surveillance radar) system was chosen. The receiver was realized with a CMOS gain controlled 110 dB amplifier, zero-IF quadrature mixer along with a software radio detection design that was implemented with a flexible FPGA (field programmable gate array), also implemented in CMOS. This type of work allow the adaptation of computationally intense requirements of active digital array radars empowering radar system designers to implement new detection schemes, increase dynamic management of RF energy and processing resources thereby enhancing nominal radar performance.
{"title":"Implementation of new technologies in radar systems","authors":"M. Coluzzi, L. Carlin, M. Igawa, B. Rees","doi":"10.1109/DASC.2004.1391240","DOIUrl":"https://doi.org/10.1109/DASC.2004.1391240","url":null,"abstract":"Future radar systems employ new RF and digital technologies that increase their functionality and performance. These changes in the radar system design include zero-IF receivers, software radio implementations and employ computationally intense radar data processing. New functionalities of the radar include high resolution imaging, new multiple waveform designs, resource management and new radar system designs employ digital T/R modules. To investigate the feasibility of utilizing new digital technologies in a radar system, a low demand modulation scheme of a SSR (secondary surveillance radar) system was chosen. The receiver was realized with a CMOS gain controlled 110 dB amplifier, zero-IF quadrature mixer along with a software radio detection design that was implemented with a flexible FPGA (field programmable gate array), also implemented in CMOS. This type of work allow the adaptation of computationally intense requirements of active digital array radars empowering radar system designers to implement new detection schemes, increase dynamic management of RF energy and processing resources thereby enhancing nominal radar performance.","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":"121338226","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.2004.1391298
C. Gwiggner
The motivation of this report is to better understand why there are differences between regulated demand and real demand in ATFM. We analyze past flight data from two different points of view: First, we take a look on the number of aircraft entering sectors. Visualization gives us intuition on regularities in the data. We interpret regulated and real demand as random variables where the only knowledge we have are the realizations in our database. We infer properties of these variables, especially on how they interact with each other. Secondly, we compare differences in declared and flown length and duration. This gives us an image on how accurate flight plan information is on a daily basis. Our main hypothesis is that we analyze data of groups of aircraft rather than on a plane to plane basis because deviations of single aircraft are not independent from the others. We conclude with an outlook on a statistical model of the misbehavior of groups of aircraft dependent on the regulated demand in order to improve current ATFM.
{"title":"Implicit relations between time slots, capacity and real demand in ATFM","authors":"C. Gwiggner","doi":"10.1109/DASC.2004.1391298","DOIUrl":"https://doi.org/10.1109/DASC.2004.1391298","url":null,"abstract":"The motivation of this report is to better understand why there are differences between regulated demand and real demand in ATFM. We analyze past flight data from two different points of view: First, we take a look on the number of aircraft entering sectors. Visualization gives us intuition on regularities in the data. We interpret regulated and real demand as random variables where the only knowledge we have are the realizations in our database. We infer properties of these variables, especially on how they interact with each other. Secondly, we compare differences in declared and flown length and duration. This gives us an image on how accurate flight plan information is on a daily basis. Our main hypothesis is that we analyze data of groups of aircraft rather than on a plane to plane basis because deviations of single aircraft are not independent from the others. We conclude with an outlook on a statistical model of the misbehavior of groups of aircraft dependent on the regulated demand in order to improve current ATFM.","PeriodicalId":422463,"journal":{"name":"The 23rd Digital Avionics Systems Conference (IEEE Cat. No.04CH37576)","volume":"23 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":"116346442","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.2004.1391261
H. Bering
In the controlled airspace, safe aircraft separations have to be guaranteed by the responsible controller of the sector. For safe separation the controller has to apply horizontal or vertical separation. Conventional radar displays represent the information in 2 dimensions (2D). With such displays, the horizontal separations between various aircraft are easily perceptible by the human operator. In case the horizontal separation is not guaranteed any more, vertical separation has to be applied. Vertical separation is based on data collected from the secondary surveillance radar (SSR). These SSR data contain the flight altitude information from the aircraft beside other information. The altitude information is expressed in flight levels (FL) as three digit numbers in the second line of the label associated with the aircraft symbol. Therewith the FL information is not exploitable from the controller with the first glance on his operational display system (ODS). For the vertical separation the ATCO (air traffic control operator) has to permanently scan, read, memorize and compare the shown flight level numbers of all tracks under his responsibility. Therewith the controller creates in his mind a mental picture of the traffic situation. This task requires a strong mental effort from the controller. Based on the idea that for a controller applying vertical separation to two aircraft, a priori it is more important to know that these aircraft are flying on different FL, then extracting the real FL numbers from the labels and comparing them. The proposed tool introduces a mobile horizontal filter function to answer quickly with: 'the same' or 'a different' FL. The mobile horizontal filter is moved in the steps of the used flight levels (..., 220, 230, 240, ...) with the wheel of a mouse. The mouse wheel represents a simple and quick way to move the basis of the filter which acts as reference flight level. All aircraft flying the selected reference flight level are displayed graphically to stand out of all other (flying higher or lower) displayed aircraft and can so be identified easily in a first glance. The mobile horizontal filter function moved by the mouse wheel, supports controllers permanent scanning, reading and comparing tasks for the vertical separation. It stimulates controllers to see their actual traffic situation under another aspect.
{"title":"WHEELIE - a mobile horizontal display filter to ease controller's separation task","authors":"H. Bering","doi":"10.1109/DASC.2004.1391261","DOIUrl":"https://doi.org/10.1109/DASC.2004.1391261","url":null,"abstract":"In the controlled airspace, safe aircraft separations have to be guaranteed by the responsible controller of the sector. For safe separation the controller has to apply horizontal or vertical separation. Conventional radar displays represent the information in 2 dimensions (2D). With such displays, the horizontal separations between various aircraft are easily perceptible by the human operator. In case the horizontal separation is not guaranteed any more, vertical separation has to be applied. Vertical separation is based on data collected from the secondary surveillance radar (SSR). These SSR data contain the flight altitude information from the aircraft beside other information. The altitude information is expressed in flight levels (FL) as three digit numbers in the second line of the label associated with the aircraft symbol. Therewith the FL information is not exploitable from the controller with the first glance on his operational display system (ODS). For the vertical separation the ATCO (air traffic control operator) has to permanently scan, read, memorize and compare the shown flight level numbers of all tracks under his responsibility. Therewith the controller creates in his mind a mental picture of the traffic situation. This task requires a strong mental effort from the controller. Based on the idea that for a controller applying vertical separation to two aircraft, a priori it is more important to know that these aircraft are flying on different FL, then extracting the real FL numbers from the labels and comparing them. The proposed tool introduces a mobile horizontal filter function to answer quickly with: 'the same' or 'a different' FL. The mobile horizontal filter is moved in the steps of the used flight levels (..., 220, 230, 240, ...) with the wheel of a mouse. The mouse wheel represents a simple and quick way to move the basis of the filter which acts as reference flight level. All aircraft flying the selected reference flight level are displayed graphically to stand out of all other (flying higher or lower) displayed aircraft and can so be identified easily in a first glance. The mobile horizontal filter function moved by the mouse wheel, supports controllers permanent scanning, reading and comparing tasks for the vertical separation. It stimulates controllers to see their actual traffic situation under another aspect.","PeriodicalId":422463,"journal":{"name":"The 23rd Digital Avionics Systems Conference (IEEE Cat. No.04CH37576)","volume":"164 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":"127530267","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.2004.1391271
A. Warren
{"title":"Lateral containment concepts for closely spaced parallel approaches - [Not available for publications]","authors":"A. Warren","doi":"10.1109/DASC.2004.1391271","DOIUrl":"https://doi.org/10.1109/DASC.2004.1391271","url":null,"abstract":"","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":"126967878","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.2004.1391250
Lin Chai
{"title":"The analysis of INS integrated with twin-star positioning and navigation system - [Not available for publications]","authors":"Lin Chai","doi":"10.1109/DASC.2004.1391250","DOIUrl":"https://doi.org/10.1109/DASC.2004.1391250","url":null,"abstract":"","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":"130519901","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.2004.1390820
R. Slywczak, O. Mezu, B. Green
During commercial flights, pilots require continuous communications and seamless access to data products, such as graphical weather maps and turbulence alerts, to proactively react to dynamic flight conditions. NASA/Glenn Research Center (GRC) and the weather information communications (WINCOMM) project have been researching methods to improve communications and to disseminate graphical weather data products to aircraft flying in the transoceanic region where en route weather collection and dissemination are minimal. The goal is to employ commercial satellite-based communications and packet switching technologies to provide a cost effective and efficient communications solution for aviation. This paper describes the goals of the WINCOMM program and the research related to the transoceanic scenario. It describes the flight architecture and the proposed communication network that is currently being implemented in the laboratory. The main goal is to have a seamless but efficient separation of services between the cockpit and cabin data with both data existing on the same data link. The initial findings for the quality of service (QoS) research is presented along with the techniques for implementing QoS in Cisco routers and the design of the QoS schemes for the transoceanic testbed. Data for the testing initially focus on sending informational and graphical weather data but eventually encompass warning/cockpit alerts and, hopefully, air traffic control messages. In mid-2005, the laboratory setting can be flight tested aboard the Langley Research Center's (LaRC) Boeing-757.
{"title":"Designing adaptive architectures for transoceanic in flight communications","authors":"R. Slywczak, O. Mezu, B. Green","doi":"10.1109/DASC.2004.1390820","DOIUrl":"https://doi.org/10.1109/DASC.2004.1390820","url":null,"abstract":"During commercial flights, pilots require continuous communications and seamless access to data products, such as graphical weather maps and turbulence alerts, to proactively react to dynamic flight conditions. NASA/Glenn Research Center (GRC) and the weather information communications (WINCOMM) project have been researching methods to improve communications and to disseminate graphical weather data products to aircraft flying in the transoceanic region where en route weather collection and dissemination are minimal. The goal is to employ commercial satellite-based communications and packet switching technologies to provide a cost effective and efficient communications solution for aviation. This paper describes the goals of the WINCOMM program and the research related to the transoceanic scenario. It describes the flight architecture and the proposed communication network that is currently being implemented in the laboratory. The main goal is to have a seamless but efficient separation of services between the cockpit and cabin data with both data existing on the same data link. The initial findings for the quality of service (QoS) research is presented along with the techniques for implementing QoS in Cisco routers and the design of the QoS schemes for the transoceanic testbed. Data for the testing initially focus on sending informational and graphical weather data but eventually encompass warning/cockpit alerts and, hopefully, air traffic control messages. In mid-2005, the laboratory setting can be flight tested aboard the Langley Research Center's (LaRC) Boeing-757.","PeriodicalId":422463,"journal":{"name":"The 23rd Digital Avionics Systems Conference (IEEE Cat. No.04CH37576)","volume":"2 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":"130697332","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.2004.1391265
J. Hull, B. Barmore, T. Abbott
Over the last several decades, advances in airborne and groundside technologies have allowed the air traffic service provider (ATSP) to give safer and more efficient service, reduce workload and frequency congestion, and help accommodate a critically escalating traffic volume. These new technologies have included advanced radar displays, and data and communication automation to name a few. In step with such advances, NASA Langley is developing a precision spacing concept designed to increase runway throughput by enabling the flight crews to manage their inter-arrival spacing from TRACON entry to the runway threshold. This concept is being developed as part of NASA's distributed air/ground traffic management (DAG-TM) project under the Advanced Air Transportation Technologies Program. Precision spacing is enabled by automatic dependent surveillance-broadcast (ADS-B), which provides air-to-air data exchange including position and velocity reports; real-time wind information and other necessary data. On the flight deck, a research prototype system called airborne merging and spacing for terminal arrivals (AMSTAR) processes this information and provides speed guidance to the flight crew to achieve the desired inter-arrival spacing. AMSTAR is designed to support current ATC operations, provide operationally acceptable system-wide increases in approach spacing performance and increase runway throughput through system stability, predictability and precision spacing. This paper describes problems and costs associated with an imprecise arrival flow. It also discusses methods by which air traffic controllers achieve and maintain an optimum inter-arrival interval, and explores means by which AMSTAR can assist in this pursuit. AMSTAR is an extension of NASA's previous work on in-trail spacing that was successfully demonstrated in a flight evaluation at Chicago O'Hare International Airport in September 2002. In addition to providing for precision inter-arrival spacing, AMSTAR provides speed guidance for aircraft on converging routes to safely and smoothly merge onto a common approach. Much consideration has been given to working with operational conditions such as imperfect ADS-B data, wind prediction errors, changing winds, differing aircraft types and wake vortex separation requirements. A series of Monte Carlo simulations are planned for the spring and summer of 2004 at NASA Langley to further study the system behavior and performance under more operationally extreme and varying conditions. This coincides with a human-in-the-loop study to investigate the flight crew interface, workload and acceptability.
{"title":"Technology-enabled airborne spacing and merging","authors":"J. Hull, B. Barmore, T. Abbott","doi":"10.1109/DASC.2004.1391265","DOIUrl":"https://doi.org/10.1109/DASC.2004.1391265","url":null,"abstract":"Over the last several decades, advances in airborne and groundside technologies have allowed the air traffic service provider (ATSP) to give safer and more efficient service, reduce workload and frequency congestion, and help accommodate a critically escalating traffic volume. These new technologies have included advanced radar displays, and data and communication automation to name a few. In step with such advances, NASA Langley is developing a precision spacing concept designed to increase runway throughput by enabling the flight crews to manage their inter-arrival spacing from TRACON entry to the runway threshold. This concept is being developed as part of NASA's distributed air/ground traffic management (DAG-TM) project under the Advanced Air Transportation Technologies Program. Precision spacing is enabled by automatic dependent surveillance-broadcast (ADS-B), which provides air-to-air data exchange including position and velocity reports; real-time wind information and other necessary data. On the flight deck, a research prototype system called airborne merging and spacing for terminal arrivals (AMSTAR) processes this information and provides speed guidance to the flight crew to achieve the desired inter-arrival spacing. AMSTAR is designed to support current ATC operations, provide operationally acceptable system-wide increases in approach spacing performance and increase runway throughput through system stability, predictability and precision spacing. This paper describes problems and costs associated with an imprecise arrival flow. It also discusses methods by which air traffic controllers achieve and maintain an optimum inter-arrival interval, and explores means by which AMSTAR can assist in this pursuit. AMSTAR is an extension of NASA's previous work on in-trail spacing that was successfully demonstrated in a flight evaluation at Chicago O'Hare International Airport in September 2002. In addition to providing for precision inter-arrival spacing, AMSTAR provides speed guidance for aircraft on converging routes to safely and smoothly merge onto a common approach. Much consideration has been given to working with operational conditions such as imperfect ADS-B data, wind prediction errors, changing winds, differing aircraft types and wake vortex separation requirements. A series of Monte Carlo simulations are planned for the spring and summer of 2004 at NASA Langley to further study the system behavior and performance under more operationally extreme and varying conditions. This coincides with a human-in-the-loop study to investigate the flight crew interface, workload and acceptability.","PeriodicalId":422463,"journal":{"name":"The 23rd Digital Avionics Systems Conference (IEEE Cat. No.04CH37576)","volume":"47 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":"134258622","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.2004.1390819
C. Satterthwaite, T. Blocher, D. Corman, T. Herm, E. J. Martens
The advent of network technologies offers huge potential improvement in the useful information available to command and control (C/sup 2/) warfighter participants in both hostile battlefield and peacekeeping situations. In this paper, the force template concept is shown as a powerful element of the solution to these integration requirements. The evolving joint battlespace infosphere (JBI) and its application in the insertion of embedded infosphere software technology (IEIST) environment is discussed. This discussion focuses on how IEIST has adapted the evolving JBI force template concept to satisfy the needs inherent in integrating individual tactical platforms into network centric operations. The JBI force template concept and the IEIST force template implementation are compared and contrasted. The underlying strength of each in solving the integration of the warfighter with new sources of information available from infospheres such as the JBI is shown. The ultimate result of this integration is a more lethal and less vulnerable warfighter who knows the enemy's deployment and intent as it unfolds.
{"title":"IEIST force template technology provides a key capability for connecting tactical platforms to the global information grid","authors":"C. Satterthwaite, T. Blocher, D. Corman, T. Herm, E. J. Martens","doi":"10.1109/DASC.2004.1390819","DOIUrl":"https://doi.org/10.1109/DASC.2004.1390819","url":null,"abstract":"The advent of network technologies offers huge potential improvement in the useful information available to command and control (C/sup 2/) warfighter participants in both hostile battlefield and peacekeeping situations. In this paper, the force template concept is shown as a powerful element of the solution to these integration requirements. The evolving joint battlespace infosphere (JBI) and its application in the insertion of embedded infosphere software technology (IEIST) environment is discussed. This discussion focuses on how IEIST has adapted the evolving JBI force template concept to satisfy the needs inherent in integrating individual tactical platforms into network centric operations. The JBI force template concept and the IEIST force template implementation are compared and contrasted. The underlying strength of each in solving the integration of the warfighter with new sources of information available from infospheres such as the JBI is shown. The ultimate result of this integration is a more lethal and less vulnerable warfighter who knows the enemy's deployment and intent as it unfolds.","PeriodicalId":422463,"journal":{"name":"The 23rd Digital Avionics Systems Conference (IEEE Cat. No.04CH37576)","volume":"12 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":"133407408","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.2004.1391247
D. Stapleton, J. Cieplak
Capstone is an FAA safety program in Alaska. Its near term goal is to achieve aviation safety and efficiency improvements by accelerating implementation and use of modern technology. "Capstone" is derived from the program's effect of drawing and holding together concepts and recommendations contained in reports from the RTCA, the National Transportation Safety Board (NTSB), the Mitre Corporation's Center for Advanced Aviation System Development (CAASD), and Alaskan aviation industry representatives. It links multiple programs and initiatives under a common umbrella for planning, coordination, focus, and direction. The impetus for the program is safety for the flying public, with enormous benefit and utility to pilots as well as air traffic controllers. According to the National Institute for Occupational Safety and Health, accident rates in Alaska are nearly 400 percent above the national average. The lack of aviation services, such as a usable instrument flight rules (IFR) infrastructure, makes Alaska an excellent location to evaluate new CNS technologies. Through Alaska Aviation Industry support, the program also got an important boost from Congress. The program was implemented in cooperation with the Alaskan aviation industry and responded directly to a 1995 National Transportation Safety Board (NTSB) Safety Study. The study recommended that the FAA implement a model program to demonstrate a low altitude IFR system that better fills the needs of Alaska's air transportation system. Capstone's "model demonstration program" implements the NTSB's recommendations and is more than just a technology demonstration. Keeping in constant coordination with the user community, it seeks to field useful components for operational use and transition them into the National Airspace System (NAS). The program is more than systems. Under its umbrella, it undertakes a complete safety approach and includes things such as new technology certifications, corresponding operational procedures, and appropriate training for pilots, controllers, and maintenance personnel. The program has also coordinated the installation of more weather sensors and communications outlets. This paper focuses on the full system.
{"title":"Alaska's Capstone program - systems engineering for communication, navigation and surveillance","authors":"D. Stapleton, J. Cieplak","doi":"10.1109/DASC.2004.1391247","DOIUrl":"https://doi.org/10.1109/DASC.2004.1391247","url":null,"abstract":"Capstone is an FAA safety program in Alaska. Its near term goal is to achieve aviation safety and efficiency improvements by accelerating implementation and use of modern technology. \"Capstone\" is derived from the program's effect of drawing and holding together concepts and recommendations contained in reports from the RTCA, the National Transportation Safety Board (NTSB), the Mitre Corporation's Center for Advanced Aviation System Development (CAASD), and Alaskan aviation industry representatives. It links multiple programs and initiatives under a common umbrella for planning, coordination, focus, and direction. The impetus for the program is safety for the flying public, with enormous benefit and utility to pilots as well as air traffic controllers. According to the National Institute for Occupational Safety and Health, accident rates in Alaska are nearly 400 percent above the national average. The lack of aviation services, such as a usable instrument flight rules (IFR) infrastructure, makes Alaska an excellent location to evaluate new CNS technologies. Through Alaska Aviation Industry support, the program also got an important boost from Congress. The program was implemented in cooperation with the Alaskan aviation industry and responded directly to a 1995 National Transportation Safety Board (NTSB) Safety Study. The study recommended that the FAA implement a model program to demonstrate a low altitude IFR system that better fills the needs of Alaska's air transportation system. Capstone's \"model demonstration program\" implements the NTSB's recommendations and is more than just a technology demonstration. Keeping in constant coordination with the user community, it seeks to field useful components for operational use and transition them into the National Airspace System (NAS). The program is more than systems. Under its umbrella, it undertakes a complete safety approach and includes things such as new technology certifications, corresponding operational procedures, and appropriate training for pilots, controllers, and maintenance personnel. The program has also coordinated the installation of more weather sensors and communications outlets. This paper focuses on the full system.","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":"133903262","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.2004.1390794
R. Mukkamala, R. Pedagani, H. Keskar
Quality assurance and testing phase is one of the most crucial phases in the life cycle of software. Most software, dealing with the critical aspects of aviation, is subjected to intense testing. This frequently results in generation of enormous, unorganized, raw data files. This data have to be processed and analyzed further to get a meaningful insight into potential problem areas. In this paper, we present the results of our study on designing and implementing a test management system specifically for testing aviation software. It has three major contributions. Firstly, we present a survey of existing work. Secondly, we discuss the design for a test data management system, TDMS. Finally, we discuss some implementation issues encountered during the TDMS development.
{"title":"TDMS: test data management system for aviation software","authors":"R. Mukkamala, R. Pedagani, H. Keskar","doi":"10.1109/DASC.2004.1390794","DOIUrl":"https://doi.org/10.1109/DASC.2004.1390794","url":null,"abstract":"Quality assurance and testing phase is one of the most crucial phases in the life cycle of software. Most software, dealing with the critical aspects of aviation, is subjected to intense testing. This frequently results in generation of enormous, unorganized, raw data files. This data have to be processed and analyzed further to get a meaningful insight into potential problem areas. In this paper, we present the results of our study on designing and implementing a test management system specifically for testing aviation software. It has three major contributions. Firstly, we present a survey of existing work. Secondly, we discuss the design for a test data management system, TDMS. Finally, we discuss some implementation issues encountered during the TDMS development.","PeriodicalId":422463,"journal":{"name":"The 23rd Digital Avionics Systems Conference (IEEE Cat. No.04CH37576)","volume":"3 36","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2004-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"114044303","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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