Document
NASA Technic al Memorandum 84397
ASA-TM-84397 1 98 40001 97 5
Flight Evaluation Results from the
General- Aviation Advanced
Avionics System Program
G. P. Callas , D.G. Denery, G.H. Hardy, and B.F. Nedell
A ugust 1983
l.I> 'GL~Y R<C;~AR .r NT R
L BRARY NASA
H .• .'TO • VIRGINIA
NI\S/\
National Aeronautics and
Space Administration
L--- ___ _
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NASA Techni ca l Memorandu m 84397
Flight Evaluation Results from the
General- Aviation Advanced
Avionics System Program
G. P. Calla s
D. G. D ene ry
G. H. Hardy
B. F. Nedel l, A mes R esea r ch Cente r, Moffett Field, Ca l if o rnia
NI\S/\
National Aeronautics and
Space Administration
Ames Resea rch Center
Moffett Field . California 94035
N g"1../ - I 00 </2..~
FLIGHT EVALUATION RESULTS fROM THE GENERAL-AVIATION ADVANCED AVIONICS SYSTEM PROGRAM G. P. Callas" D. G. Denery,t G. H. Hardy,t and B. F. Nedell* Ames Research ('enter Moffett Field , California 94035 to provide improved functiona l capability 10 e nhan ce safe t y a nd redll ce pilot workload for single-pilot IFR n ight. In 1 978 a NASA Ames Research Center has recenlly tested a demonstra- c ontract was awarded to Honeywell Inc . and Kin)! Radio Corr .
tion :Idva/ll.;ec! avionics system ( })AAS) for general-aviation air- for th e design and analysis of a proj<!l:trd advanced avionit:s sys- n:lft. The objcdivc was to provide infornlation required for the tem (PAAS) concept suitable for ~cncral avia ti on and for th e fabri c ation and in stallation o f a demons tr ation advallced avionics <.Iesi!!11 or r\.!liahle . low-cost. advanced avionic systems which would make general-aviation opera tions safer and more practi- syste m (DAAS) capable of uemonstratin)! th e most criti cal e it'- cable. Cuest pilot s new a DAAS-cquipped NASA Cessna 402-8 ments of PAAS , into a NASA-owned Cessna 40211 tlVin-\.'n~ine general-aviation aircraft . DAAS was designetl to evalliak till' fea- airc raft to evaluate the usefulness of data husing, distributed minoproc essors, and shar ed clcctronk displa ys, and to provide sibility of developing an integrated system that woultl pnwidl' data on the DAAS pilot /sys tem interface for the design of future the pilot with an improved capability and he 1110dlilar, r ~ liabk, and easy to maintain. The DAAS accep ta nce tt's ts wr re COIl- inle!!ratcd avionics systems . Evaluation results indicate that the ducteu at Ola the, Kansas, in Junc 1981 , and an opt ' rat io nal eva l- DAAS h:mlware and functional capability met the program ohjectiv e. Most of the pilots felt that the DAAS was representa- uation by more than 100 pilots and observers. r cp r ,'s <'lltin~ all ti ve of the way avionics systems will evolve and felt the added s egments of the general-aviation comm unit y. was complc tetl in May 1982.
rapabilit y would improve the sakty and practicability of general- aviatinn ope rations. Thi s rarer presents the night-evaluation results co mpiled from questionnaires, summarizes the results of An overv ie w or the program with a summary of the results that led to the DAAS srecifications is contained in Ref. I . A prelim- th e ciebrielin!!s, and presents the general conclusions of the night inary functional de sc ription of DAAS is provided in R eI'. 2, nnd a ev aluation.
detailed description of both thl' PAAS and DAAS is rroviu ed in Introduction Refs. 3 and 4 . Preliminary resu lts or the Ilight test arc con t ained in Ref. 5, an d the program summary is described in Ref. h. Th e Th c rapid growth of civil avialion ove r the rast two decades has purpose of this paper is to present the night evaillati on results pla,~d inc rl' asing dem ands on the nati onal airspace system , co mpiled frolll the Ilight evaluation questionnaires, sUlllmarize r l's illtin~ in new n: strktiw rC!!lIlations, complicated oreratins the results of the debriefing.~ , and present the generaii7.cd conclu- I'rot'l'tiures, and more avionics. These new uemands make it sions of the night evaluation from the point of view of a pilot as incr l' asin!:l y diffi cult for the general-aviation pilot to operat e an untrained operator of an advanced intera ctive avionics system.
sak ly and economica ll y in high-density areas during adverse weather o r under in,tnIl11cnt-Oight rules (lFR). During this same DMS Pilot/System Interface periotl the general -av iation in dus try has been very aggressive in applying new t<!chnolo)(ies and developing new systems to meet Major hardware cl ements of th e DAAS include a mi c:roco mpuler co mplex , an int egrated-data- co ntrol center, an ele ctronic ho ri - Ih e de man ds o f th e national airspace system. The addition or til.;,e n ew systcms to the already crowd ed instrument panel zontal situation indicator , and a radio adaptor unit. All proccss- rresents new prob lems. The solution clearly requires a departure ing and display resources are intercon nected hy an IEEE-4 88 b\IS fro III tratlit ional avionics toward more integration , in c orporating to enhance th e overaU system effectiveness. reliability , modular- ity, and maintainability. To ach ieve these features, DAAS was sharcd ti isplays and co ntrols . Ilowcve r, the integration itself may tlcsigned to have a n :co nfiguration capahility in the eve llt of <:t',- c reate IH :W rroiJlems for the general-aviation pilot.
tain failures. A more complete description of th is ca pabilit y i, T o ili veS li)( alt' these problems. Am es Resea rch Center initiated a eo ntained in Refs. 3 and 4 .
program in 19 75 to provitle the critical infonnation required for The DAAS was design ed to provide a high lkg rce of operational the th:sign of integrated avionics suitable for general aviation and nexibility and capability while minimizing comp l exity . The pr i- mary interface between DAAS and Ihe pi lot is achieved through an electronic horizontal situation indicator (EllS!), :Ul intcgrall'lJ - data-control center (lOCC) , an assortment of function anti motl e- select buttons , and a two-axis slew contml (Fi~. I) . Specific • A~mspace l;nginl'e r.
design guidelines included I) identical electronic display fonnals tChief, Aircraft Guidan ce and Navigation Branch .
for the various DAAS functions, 2) direct access (as opposed to t Research Pilot/ Engineer.
sl'quciltial access) to all of the system capabilities and functions, approach arm , and approach coup led . If the aut opilot is coupl ed 3) th e minimal requIrement for th e pilot to change th e displayed to th e area-navigntion function , the aUlopilo t pr ovilks (li pon info rmation during a normal flight, and 4) a system design mak- pilot request) automatic transitioning betwrl~n WP in hound and in!: the [)AAS an information source rather than a outbound courses.
decisi(lnmaker.
Flight Status. A Greenwich Mean Time (; MT) clock and fuel T u demonstrate Illese features, DAAS was designed to include totalizer function is used with the arca-navigation capabi lit y just I) an automated guidance and navigation capability, lIsing VORl described to provide the pilot wi th a complete HS'l 'S\me nt of h is DM1 ·: navi~ational facilities: 2) standard Ilight c ontrol with navi- flight status . Included are continu ous co mputati o ns of I) (;MT ~a ti on coup ling : 3) 3 Ilight-status function ; 4) compute r-assisted time, ground speed, winds, pow er setting. and fu el rl'mainin !!: alld ilutollHlled handbook compu tati o n s, such as weight , balance, 2) the distance and time required to reach cadI WI' in a pr \' dc · and perfurmanl"c: ) l a Illonitorinl( and warning system that alerts fined sequence of Wl's: and J) the estimated tim e of arrival :llld th e pilot :lhout ai rcraft miSl11anagl'l11ent and engine anomalies ; fuel remaining at c'ach of these way points .
(,l s lor : l)( c of norl1lal alld c I11 er!!ency checklists and operational Illnilations : 7)" a data-link capability using the discrete address Computer-Assisted Handbook Computations . Th~ i)i\AS pro · vides aca;,abiTiiY -- fOr - assis ti ~ig - tt; e "" rilot f~ · ~; , P;d cO lnp" tal io ns ot" b eac oll syslel1l (DA BS) or Mode S transponder (the FAA- propos ed replacement fo r the ATCRI3S trans ponder); 8) mainte- weight and balance, takeoff p ef forman!;e, and c ru isl' pe rfo r- nance : and I)) a simulation mode for pilot train ing and familiar- mance . Input s to th e weight and hala nce calcu lat ion. stich as fllel izat io n. Th ese c apabilitie s are described in greater detail below . load and passenger weight, are en tered manually titroll l(h thl'
IDee. The DAAS then co mput es the ce nt e r of !!ravi ty anJ !!fOS'
weight and alcrts the pilot if th~ co m pukd value, arc Ollt 0 1 the all owab le range. Input s to th e perf o rm:ll1cc calcu lat io ns call be performed by manual data entry or automatic entry of sen ;o r (;Ui ~ ~ ,!~ I~ .... a!1~~a..':ill.~\i.2!!. . The OAAS provides for standard ILSI lo~al izer and VOR / OME nuvig.ation, and area and vertical naviga- data such as manifold pressure (MA P) , cn[;ine rpm , oul s ide ai r tion with re spect to an arhitrary waypoint and with respe ct to a temperature (OAT), barometric altitud e, wind s, amI airc r:lfl predclined Ilightpath sp eci fied by a sequence of linked or con- weight (using the ftl e l-totalizer function) available In thc 1)i\i\ S llL'ded waypoints. The DAAS allows a combination of up to tcn . at the time of the c omputation. The DAAS th en provilks eS li · of any 01 the above waypoints to bc stored in nonvolatile mem- mates of the fuel bum rate, milea!!e per unit of ftlel burnl 'd , ory . In addition, thl ' frequcncy , s tation identifier, magnetic varia- percent power, tru e airspeed, and grou nd speed.
tion , clcvalion , and IHtitlide and longitude positions for up to ten navigati o n stations can be st ored. The system is mechanized so Monitoring and Wa~§ A sil(nificallt contrib ution of an int e- that th l'Se navi~atiotl fa<:ility data <:a n bc us~d to redu ce the data grated avionics system is its ability to co rrelatl' the llleaSlIrC lll c nts cntry r~quircd for dei"ininR sp~cific wa ypoin ts. Waypoints (WP) from different sources and alert the pilot to ab no rma l o r llns afL- "I l' llL-ti ll ed by manua l entry of radial and distance infonnation conditions . To demonstrate this concep t the DAAS in~ludl" lin wilh ,,'spc CI to . onc of th e defineu navigational faci liti es or by engine -monit oring function, an airc raft-configuration-m on itoring aUlOlll:ltica lly using o ne o f the thr ee map edit features : WP pres- function, and a ground-proximity warning function .
c'nt position. WP g~nerate, or curso r slew co ntrol. The first kH tllre allows the pilot to ckfinc a WP at his pr esent position ; the The engine-m onitoring function pmvides .;o ntinllllUs monitoflng radial alld distance inform' lt iotl is automatically entered on the of manifold pressure and engine rpm. Thc aircraft-confi!!ll r ation · UlSI. The sec:ond fe ature automatically de lines a st raight-line monitoring system co ntinually monitors the positi o n of \h ~ sequc' ll ce of WI's equally spaced between a " Start WP" and an doors, land ing gear, cowl flaps, wing naps, auxiliary fllel PUI1IPS , "1 ·. 1ll1 WP ." Each tteneratt'd WP is refe ren ced to the closest naviga- and trim as a function of aircraft state. In both cases the pilot is tiOll facility stored ill th e sys tem . With the third feature, the pilot alerted to out-of-tolcrance conditions.
ca n graphi cally ucfine a WI' by using the slew con trol to position a c ursor on th e EHSI to co rr espond with the desired location on The ground-proximity warning fun c tion is baseu on MOlk I , tl> l' map . Th e radial and distance infonnation co rresponding to defined in ARINC' Specilication 594-1 and alerts th c' pilot to the cursor position is automa tically copied onto the WP data excessive rates of des cent with respect to the terrain .
pa!!c .
Normal and Eme rgl'nct.£!!.eck lists and Operational Limltatlun s.
The area and verti c al -navigation capability is fl'pre s cntative of :fIiCnomiala nd -e rn ersc ncy clleck - l i~ t - · a;IJ ol); r : lti u; ~~i 1 · 1~ · 1 it-;;tio · , ~ cu rrl'nt-generation systems . The measur ements from a single are stored in the DAAS so that th e pilot ca n quickly and easil y VOR / DME arc blended with true airspeed, heading, and baro- refer to them.
m e tri~ altitudr to provide an improved signal. In addition, the VOR "nd I)ME Mo rsl'-code identifiers arc decoded and correlated Data Link . ATe communica ti o ns , weather reporting , or weather wi th Ih l' dl 's ired s tat ion identifier for positive sta ti on id entifica- information at destinati on can be communicated to th e pilol vb tion . The navig ation outputs include ground speed , ground track, the transponder data link and displayed on the 11)C' e. To intro- winds. and ai rcraft position with resp ec t to the selected duce the demonstrat ion pilots to the ca pabilities of DABS, ce r- rii!!hlpalh . ta.in of ils features are simu lated in the DAAS.
.!Jifh l ('ontrol. The Ilight-director / autopilot is a digital imple- Maintenance Assjstance. The OAAS includes built-in Il'st (BIT) menta tion of the King KFC 200 au topilot , modifi~d to make it to assist maintenance and fault isolation . The BIT is dC 'signed to co mpatibl e with the DAAS navigation system. The autopilot facilitate the demons t ration of advanced avionics testing .;o n- Illode, include altitude hold, altitude amI, vertical navigation , cepts for general-aviation maintenan ce, The DAAS also include s yaw damper, helldinlt select , navigation arm , navigation coupled, an automatic fun ctio nal-test! fault -I ocalization, available 8t powerup or wh~n cOlllmand~d by the operator, lhat itlentifies Arter the missed approach at Salinas, and before rc a.:ll in;,: tlte failed line-n:rlaccment units , 'Uld an interactive functional test missed approach point WP7 , two addition'll map-edit r ,' atufl'~ capability tllat allows the testing of devices when operator were demonstrated. The rust was the "waypoint pr~~cnt posi- actions or observations arc necessary to complete a test. tion" reature, which relocated WP7 unuer thl' aircr:lfl. and tltl' second was the "WP generate" feature, which insertc,d WP8 Simu!!!!i()!)_M.E~"-' By selecting the simulation mode, the DAAS betwecn WP7 and WP9. Once WP!! was defined, the c ' ursor ka - can bl: used as a simulator on th~ ground for pilot training, The ture of the OAAS was used to move it to th, ' \eft sc'vl'r; 1i milt'S to pilot controls the simulaled aircraft throu!(h the autopilot mode- avoid 8 simulated storm cell that could bl.: shown un the EII S I, select pand. All DAAS displays, wntrols , and functions can be assuming a radar system had been included as part of th~ DAAS .
dl'monstrated in the ground simulation mode, At WP9 the vertkal -n avigation reature uf the autopilot was demonstrated by making a coupled VNAV approach for a land - ing at Morrett Field . Except ror the takeorr ;Uld lancJing, thl' Tllc primary purpOSl' of the guest-pilot evaluation program was DAAS provided all of the steering commands ror the cntire to ~xpose the various se!(rllcnts of the general-aviation commun- flight, and ror most of the flight the autopilot Ikw the airn:lft ity to th~ Di\AS , solicit their comments , and !(ain insight into the while the evaluation pilot monitored the flight on th l' nWI' dis · imrroVl:lllcllts and prohlellls associated with this type of' integra- play and reviewed the aircraft status usin!! lhc IDee A fter land - tion , Represcntativcs from all segments of the general-aviation ing and before power-down, th e reconfi)!uration flo,lIme wa, industry pa r ticipated in thl' flight evaluations, induding airrrame dcmonstratl'd by inducing a railure ill the navigation! ni!!ht- cOl11panil.!s . avionks c,;o lllp,mics, fixcd~basc operators, universities, planning processor .
1Il"!!:l zille editors, and government orgalli/ . ations including NASA, thl' I; AA, and DOD. A tOl1l1 of 64 evaluation Jlights were con- Approximately 20 )1. of the nights Wl're conducted undl'r instnl - dUd ed in which I 17 pilots and observer.; participated . A typical ment meteorological conditions and Ih~ Ilight scenario wa~ flight ~valuation included: a 2- to 3- hr review or the DAAS, changeu arter takcorf to comply with the ATe request. Thl' whil'h covercd the program ohjectives, the sys tem architecture, procedures for such contingencies were not covl.:red durin!! the the pilot / system interrace , and the planned flight scenario; a I-hr briefings; however , with little prompting from the NASA safety ground simulation in the DAAS aircraft to cxercise the DAAS pilot, thc evaluation pilot was able to use the DAAS flexihility funt:tions and r~view the llight scenario: a 7 5-min flight ; and a to compute, display, and couplL- the autopilot III the revised I - hr post-llight elL-hriefing. At the conclusion of the debriefing flight plan. The pilot experience of 47 or the pilots who noted th l' ~ubiec ts were given a que stionnaire that was to be completed their flight time is shown in fig . 3.
at a lat~r time and retllrned. The resu lts presented in this paper ar~ laken from the 59 questionnaires that were rl'turnl'd and from the (,4 dehriefin~s that werc lap.:d aftcr the tlights, The questionnaire contained seven questions, designed to allow Th, ' DAAS rIi!!ht scenario wa, designed to uelllonstrate most either a simple response, such as yes or no, good or had , nr a 01 th,' key DAAS llight runetions. Thosl' fUlictions not used in le ngthy commcnt. Although there wen' a numher of unique rtij!ht, such as the built-in-test runction or the discreet address responses to every question, response groups were selected using hca, ' on sySll'lll runctiun, were demonstrated using the ground rcpresentative adjectives that b,'st charal·teriled the group simulation mod e. response , The responses are ordered by degree or agreement with the question.
/\ tkscription or the tliAht scenario and the functions perronned hy the evaluation pilot is uscrul in understanding the qucstion- Figure 4 shows the rcsponse to the fir.;t question, Do you fed II,,· naire' responsl'~ . A typical flight is shown in Fig. 2. The flight DAAS concept represe nts the direction in which futur" guidanct', o riginated at Mofrett Ficlu at the south e nd of the San Fran- navigatio n, alld flight management syslell1s will em/!'!!? Tile ci sco Bay and proceeded to Salinas , about 12 milcs inland from results indicate that over 90 % of the respondents thought that Munt~rcy Bay. The standard instrument departure was followed the DAAS concept or something similar is the directiun in which leaving M offe tt Field, and thc standard ILS ap proach was fol- future general-aviation avionics syst~ms will develop. Three suh· lowed at Salina s down to the minilllum decision altitude where a jects were concerncd about thc cost.
mis,ed approach was initiatcu for the return to Moffett Field.
Figurc 5 shows the response to the second questi on , Do y ou fed Waypoints were located at k ey intersections e n route to define til e tlij!hl pbn and tu aid in the demonstration or the various lila I with adequate /raining thl' DAAS system would he simpler ))i\AS runctions. Waypoint s (, and 8 are not shown on th c map . or less complex to use than the cOf/vel/tionul suite of tlv/{}//i(' s Waypoint (i W'IS defined as th e Salinas ILS , and was coincident for IFR flight ? Nearly half of the suhjects respomlL-d with "silll' wilh W1'5 : it was used for the ILS approach into Salinas . Way- pIer" becaust: somc particular feature, sueh as radio auto tUlll' or poinl X was kft blank in the llij!ht plan hut was generated during the map display, was primarily responsible. About 9' (, had COil' tIle Ilil!ht to dl'monstrall' the waypomt-gcnerate reature incor- cerns about training requirements. Twelve percent thought the porat,'d in DAAS . The Ion!! leg between WP2 and WP3 was used systcm would be simpler as long as there were no A rc route to dClllonslratl' th e night-rlanning and pe rr onna nce functions, changes. Over 20% felt that it woulcJ be more complex hl' Ca use of and th e leg hetween WP3 and WP4 was used to set up the inter- the greater amount or inrormation and modl!s availahll' to the cept tIl the Salinas ILS to dcmonstrate the HIS] display in the pilot.
I LS mode and thc autopilot / flight director perrormance during the misseu approach at Salinas. Figure 6 shows the r, ' sponsc to thc third qu~stion , Do ynu feel that the functlollal capability provided by DA AS could ellhan('e safety? About 40% of the subjects reSPOndl'd "yes" becausc of c~rlain r"a tures such as the map. the weight and balance func- fUl1ctiol1 .' Nearly everyone who responseLi felt this function w a~ tion, th e check lists, or the performance and tlight-status func- very useiul.
tions. Ov~r 50% thought adcquat~ training was a prerequisit~ .
Two subjects wert neutral. feding that the added complexity
Figure 91' shows the rcsponsc to question r.r, What commen ts do
may override the ot.her systelll :Idvantages. One subject felt that yo u have regardillK the performance cOlJ1p lltati em JilllctieJII !
avionics systems were not r~ spu nsible for Illost accidents and Nearly 4 0% responded with "exce llent" and commcnted that it thl ' rl'forc woulu have a minimal impact on safety.
was vcry useful. Ahout 48 % fclt that th e run~tioll was adequate.
Fi!!ure 7 shows the respollse t u the fourth question, Do you feel Figure 9g shows the respor.se to questioll 6~ , What colI/mel/ ts du Ihal the IUIICliollal capahil/ty provided by DAAS would reduce you have regardlllg the built-ill-test (BIT) flll/ctioll ? Over 40'''' pi/ot work l oad ill hlgh-dcnsity fFR conditiolls? About 65 % of responded with excellcnt and indicate:d th at BIT was n~~dcd in a th l' suhjech rl'spon'\cll "yes" ami indicated the feature that in digital system. Nearly 40' ;1, relt that it was "p-ood." ''c:ompkte : ' their opiniun reduced till! w()rkluuLi. Typical were the map, the or "OK."
flight-status , and the flight-warning functions. About 19' h, respondcLi yes, provideu th e re w~re no A TC ruute changes. Fiw Figure 9h shows the response to qu e stion 6h. What ('" lIIl1/ellts d o suhj~cts felt the adul'd capability lllay be offset by the complex- you have regarding the checklist flillc tiol/ ? Over 70' .: ~ felt th at It ity. anu another 5 SUbjl'cts re,ponded no, eithe r because the was very useful. Six s ubjects would l ikc tu cllstomilc the chl'ck - configuration was cumhersome or because the existing avionics list , and one subject fclt checklists wcre not essential.
have been optimized for the present ATe system.
Figure 9i shows th e response to question 61, Wh at C "/J7I//C ' l/t .~ Jo Fi!!ure Ii shows the responsl' to the fifth question, Do you feel you have regarding the ground si mulati (lll fUIl(ti r JII :' Nea rl y that manllal cl/try flf the NA VAID I nal'igational aid/ data Is 73% re sponded with either "cxcellellt" or " ):oud." Sume fclt th 'd , /( '(' ('ptahle or is a pres{()ret/ data Ilase r equired ? Nearly half (40 %) this function shou ld be part of the product Ion systelll and lllitCh t or the respon~es i ndic~teu that it w~s acceptable but qualified partially satisfy currency r~quiremcnts for IFH flight alld he l'O,t their responsc with ei th er the requirement for morc NA YAID or effective. Three subjects felt thc function was not r~quireLi .
WI' ,tora)le or ror short nights only . About 55% felt that a pre- stored ll ,lta bas~ is requireLi, Figurl' 10 shows the response to th e last question on the ques · tionnaire, Do you feel there arc any other capabilities tilat sl um ld The next nin~ figures (Figs . 9~-9i) show the response to the sixth be includ ed in a DAAS-typc system to improve th" ol'eral! sys- qlll'stiun. whicll lists various clemen ts or the DAAS . Question 63 tem effectivel/ess? The results wer e quitl' ~stounding ill that III (Fig . <)a) was. What comment s do YOll itave regarding tite elec- 59 questionnaires there were 75 responses with 27 uifferl'nt trollic hori zo l/tal siluatioll indicator (J: ; HSI) ? Nearly 4@ , gave it ideas. Six response groups were selected to show the resuits. Thl ' an unqualified great or very )!ood whereas 44 % felt it was good most popular respon se (15%) f~lt that th e inc lu ~inll of w~ather but nccllcu improvcments such as co lor , better IlS presentation, radar on the EHSI was most dl ' sirah lc . while 12 ~1" felt th;lt lhl ' different llIap scales, ell: . Ten percent would like to con trol the automatic data base would improve system l'tTectivene~s . rhe display format , for exaJl1pl~, with a declutter mode. next three response groups ~ach haLi 4 suhjects and !'cIt that the display of pertin~nt traflie on the nISI. color displays. or the inclusion of additional navigation receivers. SUi'll a~ I.ORAN, Fi!(url' CJh shows the re sponse to ques ti on 6b , Witat comments do OMEGA, or GPS , could improve ,yst~m dfectivcn~ss . The last Y OII have reliarding th" II/tegrated Data COlltml Center (IDCC)?
Sevl ' nty-three percent felt that it was good, but that it needed response group contains over 45% or thl' sugges t cLi fllnctlOns: , 0111e improvements. Some sU!(1l.estcd more hllman engineering , however , no function was mcntioned by mor~ than thr et: suhJ~cts .
~lIdl as, "ncl'ds Iwttl'f tnctil e feel on huttons," "color might hdp ." " reduce parallax," etl'. Three subjl'cts specifically sug- Flight Debriefing Hesults gested voice input while 2 subjects felt rotary switches would be hdter than pllshbuttons. One subject felt there were fa r too After each flight the eva luati o n pilot and obse rvcrs (when apph - llIany buttons. cable) were asked to comment on the flight anLi the DAAS Cqlllp- ment, what they lik ed or disliked. c tc. It was felt th at the SPO ll - Fi~lIrc 9c shows the response to question 6c, What commell ts do taneous comme nts could rev ea l the strong anu w~ak delllents in I'lJII ital 'e regarding titc ' au topi/ot functions ? Nearly 66 % felt that the DAAS . The comments raised questions abuut SOIlI~ of the it was excellent or !tood. listing some minor comment. Three sub- DAAS fcatures that wcre n o t demonstrateel bu t wen' ohvioll~ly jed, likened it to existing autopiluts , and another three subjects important for a DAAS-lypc system, e.lt .. thl' failure and reversion relt th ;lt It was awkw arLi to lise principally hecause the mode- moLies. After the spontaneous comments , ,pecific questiom not enunciation panel wa. relllote from th c moLie-select keys.
covered ill the questionnaire were asked. such as perc eived train- ing requirements. specific map features , or perceivcd probkm Figure 9d shows th e response to question 6d, What comments do areas. All of the respondents were extremely intcrested anLi YOII haw r eK ar c/i ng the navigation/flight planning funetlon ? helpful.
ea rly 35 ~~ fclt that it was excellent and gave the pilot an iml'rl'ssive l,.,pab ilit y . Nearly 43' )1, k it that it was good hut su~ The DAAS map presentation on the EIISI w~s thl ' itl ' ln IIIO,t Itl',ll'd l'han)'.es such as dl'dic'alt'd - altituJe prese!l ' ct display, all ofte n lIIentioned in the (khriefinl,t Sl'SSi(1l1. [loth pilots "lid :Ollt"" ,atl l' d:ota hase , etl'. I' ollr suhJects kit that th e functIon was observers felt that thl ' lIIovin!! rII~p Icaturc is dl'slr"hle and was t oo k ll~lhy ur relJuired cxcessive: kcyboaru entries. responsible for maintaining their oricntation , particularly sinl'c they did not plan th e flight. Some pilots f~1t that th erl' was too I' igllre 'Ie shows the: respunse to question 6e, What comme nts do much illforrnation on the display, although they indicated thaI Y OII hm'l' regarding the weight alld hala ll ce com putation they would like to retain it all. As a solu tion , a decluttcr moJc where the pilot could select those parameters he want cJ was sug- disliked the trend vector felt that the wrap arounu ill a turn was distracting and sug!(cstcd that it be trum;akd by adding intlllli- gested. A second solution was to place some of the vertical- gence or by projecting;) shorter dbtancl'. The authors agree with s ituation information on the attitude indicator ( ADI) when the mechanical instrument is replaced with an electronic AD!. The the latter comment. As configured, the trend vel'lor proj ects where the ai rcraft will be at the end of 30, (,D, and 9t1 sec: ror iliaI' slew and mturn reatures were considered helpful, and the curso r mode thaI alluweu WP s 10 be muvcd was extremely this class of aircraft 90 sec is to u long. A projection of 20. 40.
pupular and desiral>lc . Allllou[!h lh e exposurl' to tile wp- and 60 sec would he morc reasonable. Toward the e nd of the gl'lwrate (e:llure was brief. more th;)11 hall' or the evaluators com- evaluation program a course-select alTUW W;)S added to the upper I1ll'ntl'd favorahly on the featur e. Several commen ts were made left of the display. Tilis gives the pilot an analog r eprcsl' ntalinn rc~anlill!! the Illap scalcs. It was fell that perhaps twu more scales of the course-select di gital reacl-out and is uscful in visually sel- wlluld be helprul, Ulll' at approximately 2D n. mi./in. a nd one at ting up a COUTSe inter cept. All subjeds who had an opportuni ty IDO II. mi ./ in. It was ohvious th'lt thc mission and aircraft per- to use the cou rse-select arrow felt thai it was a IIsl'ful additil>J1.
fOTlnancc will impact th e map scale and both sho uld be consid- The DABS or Mode S (un ction was incorporated into th l' I)AAS l'Ted in selecting the Illap scales.
to demonstrate the use of a da ta-link capability and the u,. , of Anotiler commcnt mad e by lIlost ev;)luato rs concerned the train- sha red displays. l:ll't:ause lhere was no ground facililY tn interact ing requirl ' lll e nts for inlL'gratcd systems like DAAS. Some of the with the DABS rcceiver, the types of nlt:ssages DABS will provide pilots were concerned hl 'c auM ' too mucil infonnation is made were programmed into the DAAS computer to demunstra te thi, :Ivailahk, causing thelll to spend excessive "head down" time feature. Examp le s were <.:Icarances, warning messages. and monitoring the displays . Pilot> lIlay require r l'training to scan the weather re ports . More than half of the subjects felt that It will cont ribut e silln ificantl y toward r ed uc in g pilot workloau and display . Ollwrs fell that SOllll' 01' the warning modes could be enhanCing safety.
illlPfllVCtl to allevia tl' Ihis problem. Some cvaluaturs felt that the autopilut. map uispl~y. anu /light wa nring system made !lying too simple and tlrat tire pilot wlro always used the syst~m would Several subjct:ts commen ted on the lack of au t oma ti c sequencing lose' his proi'i c iency. unless special training were requir cu. In ana- from one waypoint to the next (thc pilot manually specifics I Yl.i llg the l'UlIllllents, lire a uthors feel lhat most of th e concerns when to change WP s) and felt that it should he mechanized like Wltlr the 'ystem. particularly in the case where the subjects the auto-course sequence function. (Ac(ivatin~ tir e DAJ\S aIJlII- IIHHlgirt Ih l'y Werl' "heads dowlI more than usual." may stem course sequence function p r ovided automa t i~ switching fron l frolll la ck of expe riell ce with tlr .: system or from the nature of the inbound to outbound course when passing over a waypo lnl .)
tire rI ir. hr. whiclr elllpha'll.cd tire use of mallY system functions Although this was considered when the lMAS was desi~nrtl. this willrin a fairly shorr tim e. Thi, was also rccognizeu by several feature was droppeu becaus~ there was no sou nd crilcri'l for WI' >ubjecls wllO lI1~de :r speci fic point of calling it to the authors' switching outside of thc air rout es due to the intc!lri ty of th ~ altenlion . During the dcbri0i'ings the subjects were askeu how VORT AC' signal. The altemative of const raining the !ligh ts to llIany hours of systeJll operation, flight, and IlTOund simulation the defined air routes will Ijmit the henefit of }{NAV sy~kms .
tlr ey would need to reci wmfortable t1ying a single-pilot IFR Waypoint-switchjng criteria suggested by the suhjects inciUlk : nIght. M ost of the subjects responded between five and ten hours. I) switching to the next WP and its associated navigalional fat:il- ity, provideu the navigational aid defininJ!, till' next WI' is valid I' veryonl ' who cOllllncnted on fliT felt that it is ne cessa ry for a upon passing the current active WI' : c) switChing at tile desi)!· hi~hly intl'!(ratcd system like DAAS . The comments concerning nated switch points on the airways and at the mid - point ror the Ilight status / warning systelll were po si live and construc tive, undllfined RNAV routes, 3) switchin~ to the new WI' as a func- SU!!l!I'stin!( auditory alarllls, the usc of voice , ur larger lights. One tion of geometry and distance from the navigational aid used tll frequent COJllnH'nt concerned the difrerl'nce in location of the define the WI' . It is likl'iy that futml' inlC!(rated sy,tell1s will warnill!( li!!llt ;rllu thl' warning message. (The warning lights were incorporate one of these features.
lucatl'u near the ADI within th e nonnal scan. whercas thc warn- in~ IIll:s~al(e was displayed on the ID eC located to the right of Anoth e r DMS featu~ conside red u,eful by several sul>.I1'cts waS the reversion to a dead-reckoning mode wh e n radio data droppeJ tlrc norillal ,c 'ln. Acknowlcugment of the message was accom- plislrl'd hy pre ssing the message-acknowledge hutton on the Ollt. This mode prescrws the m;)p display, cnunciates the' Ilb s ur I DCC,) So III I' of tire pilols wllllnented ravorably regarding th e radio data, and displays the amount of time that thc air~raft ha, warning system while oth c rs felt that the acknowledgment of the been in a dead-reckoning mode.
visual alert should be made where th e alert occurs .
The most substantive criticism co n cerned th e c(>l; kpil layout or Most of tire suh jel'l.~ had comments on the EHSI presentation the autopilot Jl1od e-se lect panel and l'offl'spondin)! lI1o(\e- and fOTln, lt (Fig. I I) . The wind-direction arrow located at the enunciation panel. The autopilot mode-select panel i, 10':'ltcd in klwl'T right of the display was found very helpful. The aircraft the console bctwcen the pilot and copilot. anu till' autopilot tr~nJ v~ctllJ' (the threl' J'lshed lines emanating rrom the nose of' enunciation panel is under th~ glare shie ld ahove the altiml'ln the airc raft symbol in till ' direction of the proje~tcd flight path) (Fig. I) . Most of the subjects that eomm~nted felt that tlrl' l'l>1I- trois and corresponuing displays should bl' together and re COlll- IVa' very controvers ial. Approximately half of' the subjects found It l'xt remcl y helprul be~ause of the "lead" infornlation that it mendeu enunciation-mode cont rol buttons. A second cri tici,m proviueu. Onl ' of tile slIbjccts found it very useful in maintaining concerned the IDce display (fig . 12). En tries on allY page ror· a holdinl( pattern r equired during the Oight. The other half of the mat are designated by touching till' bezel burton corresponding subjel'ls kit that it dtiler l'ontribu t~d to display clutter or was to the line where the ent ry is uesired . The hut ton enunciates thl ' distracting allli no t desirahle . Those subjects who felt that it con- desired line with a Oashing entry arrow to thl ' lL'ft or th~ selected lrihuteu to <.:Iulter wanted the option to switch the trend vector line . Changes typed on the keyboard appear on till' scratch pad 011 or uff. depending Oil th~ sit uation . Those subjects that anu must be transmittl 'u to the uestination inuicated by the flashing arrow by pr~ssing the enter key. The criticism concerned capability was considered a signific ant c ontribution toward th e rinal entry . Any interruptions in the entry proce dur c re du ci ng pilot workload and enhant;ing safety.
required scanning the display to find th e ~ntry arrow. Although th e subjects liked thc idea of the scratch pad (rather than typing References over the old value), they found it difficult to correlate the scratch-pat! value with the entry line because the entry arrow was (I) D. G. Denery, C. T . JaCkson, G . P. Callas, B. K. Berkstresser, a poor indicator. Placing the designated line and scratch pad in and G. H. Hardy, "Integrated Avionics for Future General reverse video would probably solve the problem. Aviation Aircraft," AIAA Paper 78-14!l2, Los Angeles, CA, 1978 .
Nearly eve ryone thought that the DAAS ground-simulation func- tion was useful and should be used for training and for reviewing (2) D. G. Denery. G. P. Callas, C. T . Jackson. B. K. Berkstresser, a flight prior to takeoff . A few subjects felt that it was not prac- and G. H. Hardy, "A Demonstration Advanced Avionics tical to use an expensive aircraft as a simulator. System for General Aviation ," SAE Paper 790569, Business Aircraft Meeting and Exposition , Century II , Wichita , Kans., Apr . 1979.
The flight-evalua tion program of a fully integrated, multiproces- (3) Honeywell, [nc. , and King Radio Corll ., "Demonstration sor DAAS installed in a Cessna 402B aircraft was conducted to Advanced Avionics System (DAAS) F unctional Descrip- d emo nstr ate the use fulness of data-busing, distributed micro- tion," Contract NAS2-100 21 Phase I, NASA CR-166282, processors, and shared electronic displays, to collect data on the 1982.
pilot/syste m interface, and to provide infonllation for the design of future integrated avionics systems. (4) Honeywell, Inc. , and King Radio Corp., " Demonstration Advanced Avionics System (DAAS) Final Report ," Cnn- Sixty-four evaluation flights were flown in which one-hundred tract NAS2-10021 Phase I, NASA CR-1662 81, 19 82 .
seventeen evalu ation pil ots ant! observers representing all seg- ments of the general-aviation comm un ity participated. Based on (5) G. H. Hardy , G . P. Callas, and D. G. Denery, "Preliminary thc re sults of deb riefi ng s after each flight and a questionnaire Results fr om the NASA General Aviation Demonstration th a t was completed by fifty-nine subjects, the DAAS hardware Advanced Avionics System Program." Proceedings of the and functional capability appear to be adequate to meet the pro- Society of Experimental Test Pilots 26th Symposlulll, ~ram objectives. A significant m<ijority of the pilots felt that the Beverly Hills, CA , Sept. 1982.
DAAS was repr esent ative of the way avionics systems will evolve, and that the added capability would effectively improve the (6) D. G. Denery, G. P. Callas, G. H. Hardy, and W. NedelJ, safety and pr acticabilit y of general-aviation ope rations. "Design, Development, and Flight Test of a Demonstration Advanced Avioni cs System," AGARD 45th Symposium of Of special interest were the map display on the electronic hori- the Avionics Panel on Advanced Concepts for Avionics/ zontal situation indicator , the night-status and performance func- Weapon System Design, Development, and Integration, tions, the data-link fUnction , the weiaht and balance computa - Ottawa, Canada, Apr . 18-27, 1983 .
tion fUnction , and th e built-in simulation fu nction. The data-link elECTRONIC HORIZONTAL TUATION INDICATOR Fig. 1 DAAS instrument panel.
\
\
,~ .. .
Fig. 2 DAAS Ilight scenario.
o o ,...
~ In In D TOTAL FLIGHT HOURS _ IFR FLIGHT HOURS M 0 0
'"
8 0
'"
'" '"
~ I
g 8 8
!I
In In In N N N ~ ...I U.
o o is g ;; In ~ t".I N N N Fig. 3 Pilot night expe rien ce, IH SPC1 N SE PERCENT" RESPONSE PER CEN T ,. ____ • 28.8 '" VI S Sl RO N(; E MPHA SIS
::::~:: _ :~:~::~::::EN ~ ~:~N~~N G G M AP ~ 11-- - . - " ------- 4 7 !l ~
~~_ ! . . , ." . , _________ 62 . 7% VFS
0 5 VI S If COST r F F( C lIVE SIMP LE R - W IT HOUT ATC ROUTE CHAN G ES ~ 11 !l '."
SAME/ PERHAPS SIMPLER
PER HAPS MAY NOT C AT CH ON ~ 1.7%
~ no . , NO - MORE INFORMATION . COMPLFX
NO T OU ~'lIFH D TO ANSWtR
r1. 7'X '
NOCCMMENT
~ 3 . 4 ~
' IH SU L 15 FHOM 5 !) OUFSTIONNAIHES Fig. 5 Do you feci that with adequatr training the DAA S sys kl1 ' F i !! . 4 Do y ou feci thl' DAAS concep t rl'prcscn ts tlw d ir ection t hat futur e guidance, navigation, and flight m anageme nt systems would be simple r or less c omplex to usc tlwn the l'O ll' cll ti on al will L'volve'l s uite of av i onics for IFR flight?
PERCENT p l:HCrN I HfSPONSE RESPONSE ~ ____________ rl4 4 ')1" YES - INTEliRATED FUNCTIONS Yt-S WITH MINOH COMM~ NTS
/111------- 40 .7' ;~
~ ___ lA6 ':(.
~ ________ • 54 . 2% YES - WITHOUT Ale ROUT E CHANGES VfS WITH I\Df.OUATf TRAINING PERHAPS - CAPABILITY VS . CO MPLEX lTV 8.5% PERHAPS ADDEO COMPLEXITY 34 'X.
NO NO I\VIONICS NOT HESPONSIHLF 1. 7'<.
nH 11\C:C IIJI:NIS Do you feel that the functional cap"bi lity providml by Fig. 7 Do you feel (hat th~ funel ional capabi lil y provllkd by DAAS co ulLi ('nhance safety" DAAS would redu ce pilot workload in hi!!h-d"lIsity 11 ' 1{ cond itions ?
PERCENT RESPONSE ACCEPT ABLE - NEEDS MORE STORAGE ~ •••• 20. 3% ...... 20. 3% ACCEPTAB LE SHORT FLIGHTS 3.4 '>1.
ROTH REOUIRED ~ ________ . 54. 2'>1.
PRESTORED HFOUIRED NOCOMMfNT Fig. 8 Do you feci that manual entry of the NAVAlD data is acceptable o r is a pre s tor ed data base required?
I<ESPONSE PEHCENT RESPONSE PfR C [NI GOOD - MINOR CO MM ENTS r;llfl\f V(RVGO()D .. ........ 37 .3 %
~"""""""""""""" ' ] 9 ~
GOOD - WOULD LIKE VOICE INPUT GOOI) MINOR CUMMEN,S .. .......... 44 . 1% GOOD - USE ROTARY SWITCHES VS 10 .2% GOOD WOULD LIKE CONTnOI. OF BUTTONS 015rLI\ v CON1E N T COMPLEX · TOO MANY BUlT ONS NO C ()MM~NTS • NOCQMMENTS 16 .9 'X.
(a) What cumments do you have rega rding the electronic horizon- (b) What comments do you have regarding th~ inlt!gral.:d dal" tal situ ation indica tor (EHSI)'!
conlrol cente r (IDeC)?
PERCENT RE SPONSE RESPONSE P(RCENl EXCELLlNT . GOOD! 50 .8% EXCE LLENT - I MPRESSIVf CAPABILITY ~ I •••••••• 339 '·
GOOD MINOR COMMENTS GOOD - MINOR COMMENTS ~~ •••••••• _ 4 l'"
r--- 15.3%
TOO LENGTHY · AEOUIH f-O lOTSOF MOTION ~ 6R" \' SAME AS EX ISTING AUTOPI LOTS ~ 5.1 ':4
NO COMMENTS r-- 169 ', .•
AWKWARD TO USE ~ 51 ')(.
NO CO MMENT 23 .7%
I
(el Wh at commen ts do yo u have regarding th,' au t opilot (d) What commc::nts do yo u have regarding Ih,' n3vi!!<ltion / llighl function, '!
rlanning function') rig. <) Responses to questions regarding various elements of the DAAS.
'i R ESPONSE RESPONS E P ERCENT PER CE Nl ~ ______ • 37 . J '~ EXC ELLE N T - VERY USEF U L
:~~C;~~~~; FOV A' ;; F~ ~~UL . F/II ............... 71. '"
ADEQUATE ............ 47 .5 % ADEOUATE 13 . 6 ~.
15 .3% NO COMMENT N O CO MME N T 15.3% (.:) What ~ o mJn .: nt s <.1 0 yo u hav .: regarding the weight and en What c omm e nt s do yo u havc regard ing th c p c rr() n n ~n (C CO I\1 - " alan ~ l ' co mput atio n fun ct ion '! putatio n r un c tio n?
Hf . SPONSE PERCENT RESPON SE PER CE NT EX CELLEN T 1S 3" [X C II. LfN I NI FOll> r OR DI GIIII L SVSHMS ~ 4 2 ' 4 '11 ~ _________ . !>, 6.
GOOD - MINO R CO MMEN TS 39.0% GOUO ADEQUA TE - WOU LD LI KE TO CU S10 MIZ F.
18 6 ~.
NO CO MMlNl NOT ESSENT IAL NO CO MM ENT (~) Wha t w Jnm c nt s <.1 0 you Iwvc rega rding th e built -i ll-t est ( 1l1T ) ( h) What co mm e nt s do yo u have regurdin g t he c111 :ck l is t fun cti o n '!
r un ~ ti o n '!
RESPONSE PERCENT ~ _____ 32 .2% EXCELLENT ~ _______ • 40.7% GOOD NOT REQUIRED 5 .1 % 22% rvOCOMMENT ( i) Wh at co mm ell ts do y ou ha ve r.:garding the ground simul a tion fun ctio n ?
Fig. 9 Co nc lud ed .
.. _- _. -- - --
n /
,.
dm
HOG AAO 27.
NlS PFACE NT SEl AlT AESPONS~
t •
MOA O NML OH CONTRAST t 5 DEG WEATHER RADAR W1' 2 2~4 ' 7 %
-0-
VTA I> CAS 29.
AUl OM/\ TIC OA T /\ BASE 0 I
, SLEW CONTROL OTWP 50EG 43 .'
OI S PLA Y or IJI.RTINENT TRAF"'C ON EHSI 9 .3% 14 .5 TTWP WP ALT · FL 50 ". PSM 3 AVAIL H§] c ... , ...
NAil 1 ~ ~
9.3% BRIGHTN E SS
CO I.OR ( U ;c;rnONIC: rJlSPI AV S , ""
f OME , ',.
I\DD I OflAN . UMEGA , C PS. VOlt TAC I" )
~ 9 . 3 '~ ~ ~ 0
WNO ~ 1 ________ · 45 .3" OI H En
EJ EI
~
'\ ~ Fig. I I El t!c tr o nic ho ri zon t al situat ion in dicato r (E II SI).
I: ig. 10 Do you reel there arc any o t her capabilities tha t shou ld h l' indUlkcl in a DAAS-t ype sysll'm to imp rove the ovcru ll system I.' ffl.'ct iVCJ'Ics~?
0 0 NAV PAGE SELECT AUTO <0, .OD "0<
@;] §
L!!..Q DATA
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[ED @] @J @J @J 'n
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y DATA ENTR ARROW P X OF XX ~ TITL.E 20CHARACTERS T XT - 32 CHARACT R RADIOIST
B " * TE XT I12CHA AI
* 8
..... DATA ENTRY 121 .0 deg lo eHA R lO . Sn . ml .
CONTRAST
8 * * 8
8 * * 8
BRIGHTNESS
~ ~
* *
WARNING MESSAGES - 32 CHA RAC lERS ", SCRATCH PAD ERROR MESSAGES 10 C HARACTERS 18 CH ARACTER S ,,- "' . ~ ~
B~ @FWO
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---------
J
Fil(. 12 Integrated data con trol cente r ( ID CC).
3 . Recipient'5 Catalog No .
1. Report No. I 2. Government Accession No .
NASA TM-84397
5. Report Date 4. Title and Subt itle
August 1983
FLIGHT EVALUATION RESULTS FROM THE GENERAL-AVIATION
6 . Performing Organization Code
ADVANCED AVIONICS SYSTEM PROGRAM
8. Performing Organization Report No.
7. A ut hor (s)
G. P . Callas, D. G. Denery, G. H. Hardy, and
A-944l
Nedell
B. F .
10. Work Unit No .
g. Performi ng Organ ization Name and Address
T-5l26
Ames Research Cente r
11. Contract or Grant No.
Moffett Fiel d, Calif . 94035 Technical Memorandum
13. Type of Report and Period Covered 12 . Spo nsori ng Agency Name and Address
National Aeronautics and Space Administration
14. Sponsor i ng Agency Code
20546
Washington, D.C. 532-0l -11- C )l
Supplementary Notes
Presented at the IEEE/AIAA 5th Digital Avionics Systems Confer-
ence, Seattle, Washington, Oct . 3l - Nov . 3, 198 3 . Point of Contact :
G. P . Callas, Ames Research Center, M/S 210 -9, Mo ffett Fie ld, Calif . 94035
(4l5)
965 - 5454 or FT S4 .L!8 - 54'14
Abstract
NASA Ames Research Center has r ecently tested a demons tr a ti on advanced
avionics system (DAAS) for general - aviation aircraft. The objective was to
for
provide information r equi red the design of reliable, low - cost, advanced
avionics systems wh i ch wo uld make general - aviat i on operations safe r
and more
practicable. Gu est pilots flew a DAAS-equipped NASA Cessna 402-B aircraft
to evaluate the usefulness of data busing, distributed microprocessors, and
shared elec tronic displays, and to provide data on the DAAS pilot/system
interfac e for the design of fut ur e integrated avionics sys t ems . Eval uati on
results indicate that the DAAS hardware and f un ctional capability met the
program objective . Most of the pilots felt th a t the DAAS was representa -
tive of the way avionics s yste ms will evolve an d felt the ad d ed ca pability
would improve the safety a nd prac ti cability of general - avia ti on ope r ations .
This pap er presents th e flight - evaluation results compiled from question-
naires, summarizes t he results of the debriefings, and presents t he general
conclusions of the flight evaluation.
17. Key Words (Suggested by Author(s)) Distribution Statement 18 .
Advanced digital avionics systems
Distributed digital systems Unlimited
Integrated digital s ys t e ms
Subj ec t Ca t egory - 04
Price- 19. Security aass if. (of this report) 20 . Security Classif. ( of this page) 21 . No . of Pages 22.
Unclass i fie d Un classif ied A02
· For sa le by the Nat ional Technical Information Service. Springfield . Virginia 22161
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co
o
un