Main Conference Presentations

Monday, June 1, 2009

7:30 am – 5:00 pm:  Registration

7:30 am – 8:30 am:  Breakfast

8:30 am – 8:40 am:  Welcome & Introductory Remarks

8:40 am – 9:30 am:  Keynote Presentation - Tim Tuttle, Program Manager and Associate Technical Fellow in Product Development, Boeing Commercial Airplanes

Navigating the challenges in today’s commercial avionics industry has become more difficult due to the current economic climate and the need for technological and programmatic integration between the next generation air traffic management systems and evolving avionics platforms. Boeing Commercial Aircraft and its state-of-the-art 787 Dreamliner are driving next-generation aviation technology. This keynote address will cover how Boeing sees the future landscape for avionics integration and will consider new strategies for realizing operational capabilities that are consistent with both NextGEN and SESAR.

9:30 am – 10:15 am:  Refreshment Break on Exhibit floor

Session 1: Next Generation Air Traffic Management

Chair: Worth Kirkman, Avionics Integration Leader, MITRE Center for Advanced Aviation Systems Development

10:15 am – 10:45 am
Airborne Trajectory Management Capabilities to Support NextGen Concepts of Operation

Speaker: Mark Ballin, Aircraft Systems And Operations Sub-Project Manager, NASA Langley Research Center

Development of the Next Generation Air Transportation System (NextGen) is being undertaken in the United States to significantly increase the capacity, safety, efficiency, and security of air transportation in the U.S. NextGen is a product of the multi-agency Joint Planning and Development Office, and is intended to be transformational, providing revolutionary changes to today’s operations to achieve its goals. Two critical areas of transformation are: (1) the establishment of trajectory-based operations, requiring planning of, compliance with, and exchange of four-dimensional (4D) flight trajectories; and (2) performance-based operations and services, in which an aircraft’s ability to meet specific performance standards is used to increase the capacity and efficiency of the National Airspace System. The introduction of the time dimension to traditional 3D trajectory generation and guidance may require aircraft to have greater flight path management capabilities than they have today. Future airspace management may require 4D trajectories defined by multiple constraints associated with multiple objectives.  This presentation describes some of the new airborne flight management capabilities that may be required, and it describes why they will facilitate proposed NextGen concepts of operation.  A short history of research in the field is presented, and a survey of current approaches is included. The presentation then describes the ongoing development of prototype trajectory generation, flight guidance, and display capabilities at NASA to enable critical system research and design needed for NextGen.

10:45 - 11:15
NextGen Avionics Roadmap
 
Speaker: Worth Kirkman, Avionics Integration Leader, MITRE Center for Advanced Aviation Systems Development

11:15 - 11:45
Performance Based Operations, for SESAR and NextGen implemented and used by ANSP’s and Airlines reducing fuel emissions

Speaker: Lars GV Lindberg, President, Avtech

This presentation covers how performance-based operation (PBO) makes it possible to operate aircraft more efficiently. Lindberg discusses how the building blocks of SESAR and NextGen are available, yet at different stages of maturity in the delivery lines for Boeing and Airbus. The presentation will outline the operational concept, benefits in terms of capacity, efficiency and environmental load as well as the road to realize the first steps of the PBO concept.

11:45 - 12:15 pm: 
Future Air Traffic Management - SESAR & NextGen, New aircraft and retrofit perspectives

Speaker: Pierre Magro, Head of Avionics Product Line – Upgrade Services, Airbus, France

Nobody has failed to notice the accelerating drive to attain greater efficiency in the airline industry challenged by increased air traffic, oil price rises and environment concerns. Fragmentation and limitation of the current ATM system represent a major obstacle for more efficient operation and sustainable growth of air traffic. Airbus solutions enable operators to comply with and benefit from future ATM requirements. Our vision is based on more precise and optimized aircraft navigation, more autonomous and safe aircraft, as well as more communicative aircraft. New aircraft will be 'SESAR' ready covering IP1 as well as initial IP2 and some IP3 provisions. For the retrofit, Airbus operators can choose to implement the main airborne ATM solutions, i.e, FANS, P-RNAV up to RNP AR, ATSAW (based on ADS-B In) and ACAS linked to AP/FD. In addition, a cost effective solution for the A320 family is in place in order to allow operators to profit from performance benefits directly linked to the SESAR IP1 requirements but also achieve important benefits in safety, security, environmental aspects, and economy.

12:15 - 1:30
Lunch Break on Exhibit Floor

Session 2: 1:30 – 3.00
Certification & Standards for Future Avionics Systems

Chair: Dean Schwab, Senior Manager, Rockwell Collins Head-Up Guidance Systems

1:30 - 2:00
Required Navigation Performance (Rnp), Enhanced Vision Systems, Synthetic Vision Systems and Head-Up Displays (Hud) and Head-Up Guidance Systems (Hgs®)

Speaker: Dean Schwab, Senior Manager, HGS Flight Operations and Technical, Rockwell Collins Head-Up Guidance Systems, USA

This presentation has two parts. The first section identifies and discusses the existing tools of RNP, HUDs and HGS in addition to highlighting new tools such as surveillance, enhanced, and synthetic vision systems. The intent of the second section is to introduce these powerful tools to audience members who may not be familiar with them and to highlight situations where these tools can improve operational efficiencies Section two is also intended to illustrate how the operational application of these tools can safely reduce approach minimums. Initial analysis suggests a quarter mile visibility credit can be applied to existing RNP SAAAR approach minimums when flown with the HGS, down to a minimum of quarter mile. Further research will be required and at least one operator is willing to support this effort.

2:00 - 2:30
Evaluating the Benefits of Today’s Available DO-178B Level A Certified COTS Software Products

Speaker: Green Hills Software

The breadth of software-based foundational components for avionic systems that are certified to DO-178B level A, has increased rapidly over the past few years. The use of such software will lead to a wide range of benefits: faster time-to-market, increased security, reduced risk, and lower development costs, all while still having total reliability.

In the past, avionics companies had to design and develop all of their avionics software including the operating system, board support package, and other middleware components – all of this in addition to the avionics applications to meet the FAA’s reliability standards ensuring on-time deliveries. Avionics companies are now faced with new challenges. Commercial embedded operating system companies have entered into the avionics market promoting their respective safety-critical operating systems. How can avionics companies reliably and independently verify that these companies can deliver what they are promoting? How can they gain the confidence that their safety-critical product will not be delayed waiting for certification from their operating system vendor? Are there also other DO-178B level A certified software components commercially available that that will help avionics companies increase functionality without negatively impacting schedule or increasing risk? These questions and many more will be addressed and answered in this presentation.

2:30 - 3:00
Planned revisions to DO-178C/ED-12C, DO-248C/ED-94C and DO-278/ED109

Speaker: George Romanski, President, Verocel

A Joint Committee on RTCA/SC205 and EUROCAE/WG71 has been working on the revision to DO-178B and related documents for several years. DO-178B was published more than 17 years ago, and as software technology has evolved, so has the need to update this document. The new revision will be called DO-178C/ED-12C. This revised core document will have additional supplements to support new technologies, for example, model based development, object oriented technologies, and formal methods. In addition document DO-248B/ED-94B “Clarification of DO-178B”, will be revised and so will DO-278, which addresses ground based systems. This presentation will describe the changes already agreed and those still being proposed for these documents, and explain some of the rationale behind these changes. These documents will become certification guidance material, and will affect all those involved in software for airplanes and related ground based systems.

3:00 - 3:45
Break on Exhibit Floor

Session 3: 3:45 – 5:15
Avionics Components Standards

Chair: Lloyd Condra, Technical Fellow, The Boeing Company

3:45 - 4:15
Aerospace Qualified Electronic Component Implementation

Speaker: Ken Finney, Boeing

This presentation will cover the Aerospace Qualified Electronic Component (AQEC), which was created to better enable commercial-off-the-shelf (COTS) electronics in aerospace, defense and other rugged, harsh-environment applications. While COTS products can bring technological and cost benefits they can also be risky in terms of reliability if not properly tested and qualified. AQEC will reduce the risk of using COTS products in harsh environments such as space and improve their efficiency long-term programs. Boeing is leading the way in this effort.

4:15 - 4:45
IECQ Electronic Component Management Program (ECMP)

Speaker: Richard Conrad, Director Product Integrity, Northrop Grumman

The avionics industry is largely dependent on commercial-off-the-shelf (COTS) electronic components, which are designed and produced for other markets, such as consumer electronics, telecommunications, and so forth. This presentation will cover how the aerospace industry can implement an ECMP to define and document processes to assure that the COTS parts used in avionics systems will be reliable.

4:45 - 5:15
The Effect of Lead-Free Regulations on Avionics Systems

Speaker: Dave Humphrey, Honeywell

The European Union Restriction of Hazardous Substances (RoHS) in electrical and electronic equipment directive prohibits the sale of new electronic equipment containing certain hazardous substances such as lead, requiring the electronics industry to reduce nearly to zero the amount of lead in products, including component finishes and solder. Solder with lead is softer and useful in military and aerospace applications. This session will discuss challenges and procedures for compliance with lead-free regulations regarding electronic assemblies in avionics applications.

5:15 - 7:00
Reception on Exhibit Floor

Tuesday June 2, 2009

Session 4: 8:30 – 10:00
Avionics Upgrades and Obsolescence

Chair: John McHale, Chief Editor Avionics Intelligence & Conference Director, PennWell

8:30 - 9:00
Managing product obsolescence in avionics upgrades 

Speaker: Speaker: Luke Ribich, Managing Director, Avionics & Systems Integration Group (ASIG)

Upgrades and new avionics designs promise greater capability at a lower over all costs. However, many of these new components have short life cycles and by the time a program is fully deployed and airborne many of its components are no longer supported by the vendor. This presentation will cover avionics system integrators can manage obsolescence in next-generation avionics programs..

9:00 - 9:30
Cost-Benefit Analysis Implementing Performance-Based Navigation and Avionics Upgrades

Speaker: Steve Fulton, Chief Technical Officer, Naverus, Inc.

Performance-Based Navigation (PBN) is the basic cornerstone of many national and international airspace system modernization programs. Early adopters of the technology have taken voluntary initiatives on their own motivations, and have realized the benefits they sought to obtain. They each were seeking benefits among a common set of themes: operating safety, access to airports, improvements in capacity, increased flight efficiency and reduced costs, benefits to the environment and local communities. Implementation often comes with costs of improvements to airplane systems. These can range from relatively simple updates to readily available on-board software, through guidance and navigation system upgrades, even to large-scale replacements of avionics and display systems. Naverus will discuss the real benefits of implementing PBN operations, the ramifications of committing to small and large airplane system upgrades, and the realities of winning the cost-benefit comparison in a way that increases the value of aviation assets while providing true improvements to individual operations and to national airspace.

9:30 - 10:00
Augusta Westland Accelerates Merlin HM TouchScreen display software development with COTS ARINC 661 prototyping tools

Speaker: Luc Marcil, Product Manager, Presagis

This case study investigates the role of COTS tools in the new TSU (TouchScreen Unit) in development by Agusta Westland for the Merlin HM Mk1 Weapon System in compliance with the ARINC 661 and DO-178B Standards. Now firmly established in service, the Merlin is currently entering the Merlin Capability Sustainment Plus (MCSP) phase of its life cycle.  Overall, Agusta Westland is supporting Lockheed Martin ASIC, in ensuring that Merlin continues to maintain its capability as a major contributor to control of the littoral, underwater and above water battle space and provide wider utility in other roles and scenarios including Operations Other Than War (OOTW). More specifically, the goal of the MCSP phase of development is to examine aspects of the weapon system in order to find ways to protect against obsolescence and reduce the through life cost of ownership, particularly those arising from the pace of technological advances in electronics systems.  Additional goals are associated with improving maintainability, increasing flexibility and easing future changes/modifications. In addition to the introduction of, Agusta Westland has also begun using COTS tools to improve the human machine interface (HMI). During MCSP, an open systems computer architecture has been introduced to the platform. In support of this, Agusta Westland is using COTS tools to develop an intuitive interface for the TSU that provides the means for the crew to interact with aircraft avionic systems. This development should provide a reduction in operator workload while maintaining simultaneous control of multiple and diverse functions. In addition, COTS tools are proving invaluable in allowing AgustaWestland to explore new HMI prototypes quickly and efficiently and to share these new designs with their partners and customers. 

10:00 - 10:30
Break on Exhibit Floor

Session 5: 10:30 – 12:00
Layered Information Assurance for Avionics Systems

Chair: Chip Downing, Director of Business Development, Aerospace and Defense at Wind River Systems

10:30 - 11:00
MILS and Security in Avionics Platforms

Speaker: Real-Time Innovations (RTI)

The MILS (Multi-Independent Levels of Security) Architecture is an approach that uses open standards, COTS Common Criteria evaluated technologies and products to meet security requirements at defense and industry levels. Engineers at Real-Time Innovations are integrating their RTI Data Distribution Service (DDS) with Wind River’s VxWorks MILS Platform 2.0. DDS complements the MILS architectures by enabling applications running in different secure partitions in manned and unmanned military aircraft platforms. This presentation will provide an overview DDS and MILS and the role the technologies play in UAV avionics systems.

11:00 - 11:30
Challenges implementing MILS architectures

Speaker: Rob Hoffman, General Manager, Wind River

Designing MILS across multiple platforms will not be an overnight task and will take many years. There are many technical, red tape, and cultural challenges that will need to be overcome in not only within government agencies but in industry as well. In addition to being a technological evolution it will also require a cultural change in the way information assurance is perceived. This presentation will detail these challenges and discuss solutions and strategies for designing systems based on MILS architectures.

11:30 - 12:00
MILS and Java for secure applications

Speaker: Kelvin Nilsen, Chief Technology Officer, Aonix

It will be many years before MILS becomes pervasive in the defense electronics community. However system integrators are already implementing MILS elements with popular software applications such as Java. Special care must be taken when using Java technology in MILS architecture. This presentation will cover how avionics integrators can integrate well-established commercial software tools such as Java in a secure MLS environment.

12:00 - 1:00
Lunch

Session 6: 1:00 – 2:30
Electronic Flight Bags

Chair: TBA

1:00 – 1:30
Development of the Electronic Flight Bag (EFB) Class II

Speaker: Ken Crowhurst, Senior Vice President, navAero, Inc.

The presentation will cover the development of the EFB Class II and navAero's new development of STC's. Also discussed will be new software applications covering Jeppesen AMM connected to the AIRINC 429 bus, new applications for electronic techlog on a Class II device, connectivity to a EFB Class II equipment, 3G communication, Airing 429 data connectivity, and taxi awareness applications. Class II light is becoming a new world in the industry and the presentation will cover how to install Class II equipment under the Class III rules.

1:30 - 2:00  
Challenges and Solutions for Integrating Electronic Flight Bags into Multiple Cockpit Configurations

Speaker: Merritte Debuhr, Manager, Technical Program Development, ECS Direct

From small jets to large transatlantic passenger aircraft each cockpit has a different set of specifications not originally designed with an electronic flight bag (EFB) integration in mind. That said there is no one method or form factor for installing the devices in a cockpit. Such solutions require a custom approach not only from a cabling perspective but also a human factors understanding. The presentation from Debuhr will discuss the challenges and methods for integrating EFBs into new and old aircraft.

2:00 - 2:30
EFB Solutions for Improved Situation Awareness during Ground Operations

Speaker: Rick Ellerbrock, Strategist, Jeppesen

Despite advances in avionics systems over the last 30 years that have dramatically improved safety margins in the airborne environment (e.g., EGPWS, TCAS), runway safety has not improved significantly during the same period. Industry experts have declared that in-cockpit technologies providing awareness and alerting information directly to pilots, provides the single best opportunity to decrease the most serious types of runway incursions caused by pilot deviation. Electronic Flight Bags (EFBs) provide a unique, relatively open architecture large-format platform for charts and map displays. In 2007, regulatory guidance allowing improved functionality on Class 2 EFBs enabled an important pathway for the large worldwide retrofit fleet. This presentation addresses the efficacy of EFB-based Airport Moving Maps, the adoption of the capability in the market, and new capabilities being evaluated for future versions. It will be shown that Airport Moving Maps on EFBs are a key and growing component in the global fight against runway incursions.

2:30 - 3:00
Break on Exhibit Floor

Session 7: 3:00 - 4:30
Runway Incursion

Chair: Rick Ellerbrock, Strategist, Jeppesen

3:00 - 3:30
Runway Incursion/Wrong Runway Take Off

Speaker: JJ Johnson, Boeing

Runway collisions and incidents of aircraft taking off from the wrong way are more common than most people think and a major safety risk. This presentation will discuss technology being developed to safeguard again such mishaps. Technology discussed will include early-warning systems in the cockpit and moving map displays in the avionics suite.

3:30 - 4:00
Surface routing to increase safety and capacity

Speaker: Dave Weiler, Rockwell Collins

This presentation will discuss technological methods for improving safety and capacity on runways through surface routing. Rockwell’s objectives for improving surface movement on the ground include getting away from memorized routing, closely coordinating movements and enabling conformance monitoring. In the air this will translate to optimizing airspace traffic. This includes creating the ability to code routing/route conformance, which thereby enhances operation and means a departure from today’’s procedural control – providing better efficiency and capacity. Key technology enablers include software-defined direct conversion technology and electronic flight bags.

4:00 - 4:30
New Technologies for Runway Incursion

Speaker: Mitre Corp.

Future avionics systems will be instrumental in avoiding runway incursions. Key components will be the use of  electronic flight bags, moving maps, and networked communications. This presentation will discuss these avionics capabilities and other methods Mitre engineers are working on to reduce runway incursions and improve overall situational awareness for pilots and air traffic controllers.