Successful deployment of commercial ATE to an Air Force I-level (back-shop) repair facility

In today's world of constrained budgets, one of the problems the military faces is the challenge of trying to maintain organic maintenance capabilities. Historically, the US Air Force has desired to achieve an autonomous capability to maintain the equipment it uses. This has been achieved, traditionally, by setting-up three levels of maintenance: organizational; intermediate (back-shop); and depot. The I-level back-shops often utilize militarized automatic test equipment (ATE) and test program sets (TPSs) to test today's complex aircraft line replaceable units (LRUs). And even though this is still a cost-effective maintenance philosophy, it has become costly to develop militarized ATE. The Department of Defense (DoD) has been very active in trying to reduce the total ownership cost of ATE in the government inventory. One approach is to utilize commercial, instead of Mil-Spec, ATE. However, utilizing commercial ATE at an USAF back-shop is not without its tradeoffs and challenges as it represents a significant deviation from the way the USAF maintenance squadrons are accustomed to "doing business." This paper documents the current success story of replacing the legacy C-17 I-level ATE with a commercial ATE.     

Choosing software and replacing ATE: lessons learned

When tasked to ensure the Minuteman Intercontinental Ballistic Missile system remains fully operational and supportable through 2020, the Air Force realized that the support capability of its legacy automated test system for the operational ground support electronics subsystem would need to be completely replaced. The legacy test system, while fully operational, was rapidly becoming non-supportable. Unless replaced with new hardware and upgraded test program sets, the needed long-term support could not be provided to the weapon system. To address this issue within the scope of available program funding constraints, the Air Force selected an approach of combining the technical and programmatic expertise of the weapon system prime contractor, the program control responsibilities of the weapon system Program Office, and the technical capability of an Air Force technical organization. The program was divided into two phases: a prototype phase and a production/rehost phase. This paper gives an overview of the program and presents valuable lessons learned during the prototype phase.     

AFRL Cryogenic Technology Development Programs

This is an overview of the cryogenic refrigerator and cryogenic integration programs in development and characterization under the Cryogenic Technologies Group, Space Vehicles Directorate of the Air Force Research Laboratory (AFRL). The vision statement for the Air Force Research Laboratory Cryogenic Technologies Group is to support the space community as the center of excellence for developing and transitioning space cryogenic thermal management technologies. The primary customers for the AFRL cryogenic technology development programs are Ballistic Missile Defense Organization (BMDO), the USAF SBIRS (space based infrared) Low program office, and DoD space surveillance programs. This describes a variety of Stirling, pulse tube, Reverse Brayton, Joule-Thomson, and Sorption cycle cryocoolers currently under development to meet current and future Air Force and DoD requirements. The AFRL customer single stage cooling requirements at 10 K, 35 K, 60 K, 150 K, and multi-stage cooling requirements at 35/60 K are addressed. In order to meet these various requirements, the AFRL Cryogenic Technologies Group is pursuing various strategic cryocooler and cryogenic integration options. The Air Force Research Laboratory is also developing several advanced cryogenic integration technologies that will result in the reduction in current cryogenic system integration penalties and design time. These technologies include the continued development of the cryogenic systems integration model (CSIM), 60 K, and 100 K thermal storage units and heat pipes, cryogenic straps, thermal switches, and development of an integrated lightweight cryogenic bus (CRYOBUS).     

试论教练装备空海军联合发展

阐述了美国空军和海军教练机装备发展现状,分析了美国空军和海军教练机装备联合发展的过程、原因以及优势,并结合我国空军和海军教练机的发展情况,得出我国空/海军教练机装备联合发展的几点启示。     

US Air Force EarthRadar for detection and discrimination of buriedunexploded ordnance

The US Air Force EarthRadar system is a multi-purpose sensor designed and constructed using "radar" principles. This technology was originally developed for the US Air Force to detect buried unexploded ordnance (UXO). Bakhtar Associates developed the US Air Force EarthRadar technology under the DoD SBIR program. The system is capable of detecting buried metallic and non-metallic objects, including glass vials. In addition, the manner in which system hardware, signal processing, and the integrated high resolution global positioning system (GPS) are configured makes it ideal for applications such as mapping subsurface geological features, locating cavities and collapse features, and identifying contaminated ground     

Weapons System Open Architecture - a bridge between "embedded" and "off-board"

A demonstration program is described: Weapons System Open Architecture (WSOA) - funded jointly by the Air Force Research Laboratory (AFRL), DARPA, and the Open Systems Joint Task Force (OSJTF). WSOA provides an open systems "bridge" between legacy embedded mission systems and off-board C3I sources and systems. This "bridge" is used to support Internet-like connectivity between command and attack nodes. The foundation of this bridge is the creation of a Common Object Request Broker Architecture (CORBA) layer over Link 16. In addition, application of quality of service techniques and resource management technologies will ensure the timely exchange and processing of mission critical information by both attack and command nodes in even the most time-sensitive situations.     

Vehicle health management research for legacy and futureoperational environments

The Air Force will require the ability to diagnose and predict component failures in order to more effectively meet the requirements of the fast and agile Aerospace Expeditionary Force (AEF) and future space vehicles. This paper will cover topics relevant to vehicle health management for current and anticipated support environments. It reflects current projects underway at the Air Force Research Laboratory in the air vehicles and human effectiveness directorates. Specifically, the predictive failures and advanced diagnostics (PFAD) for legacy aircraft, passive aircraft status system (PASS), and the space operations vehicle integrated system (SOVIS) projects will be discussed     

An automated test approach for US Air Force fighter engines

In an effort to support the Air Force's new F-22 Fighter aircraft with its dual F119-PW-100 jet engines, a new approach has been taken to realize the benefits of automated jet engine testing. This paper describes an automated test approach that is currently under development and will be used by the Air Force to test the F119 jet engine; It also identifies; the equipment, methods and techniques that are being employed to accomplish this task     

Implementing reusable, instrument independent test programs in thefactory

Development of computer programs that control test sequences on Automatic Test Equipment (ATE) is costly and time consuming. Test Programs are usually written by specifying the instruments to be used in the ATE and the sequence of the setup and measurement parameters for these instruments. Reuse of test program software on other ATE is usually not possible without rewriting, revalidating and re-releasing the programs. This paper describes an implementation of a test program software development system and a standard of software runtime architecture used in our factories. The object-oriented development environment and its associated class libraries allow test programs to be written without knowledge of the ATE on which they will be run. Two main principles guided the design: the software architecture was based on recognized formal and industry standards; and our implementation used commercial off-the-shelf software products when possible. Emerging standards such as the IEEE-1226 (ABBET) as well as defacto industry standards including VXI Plug and Play have made our implementation possible. The current draft of the ABBET and P&P standards do not promote this instrument independence, but it is hoped that this will be added as the standards mature. Three immediate benefits are: cost savings that result from reusing validated test programs; cycle time reductions that result from concurrently developing test program software and ATE; and software defect reductions that result from using proven software     

The C-17 multifunction display: a building block for avionicsystems

The multifunction display (MFD) developed for use as the primary cockpit display system on the US Air Force C-17A military air transport is described. The 6-in by 6-in color cathode ray tube (CRT) display features a self-contained 1750 processor and vector generator capable of processing MIL-STD-1553B aircraft data and raster video into any of 10 formats as selected by the pilot or copilot. The MFD can display stroke, raster, or hybrid formats in 16 colors. Raster images are driven by sensor inputs with an RS-170 or RS-343 interface. The CRT uses a taut mask delta gun design and provides the best available brightness and line-width performance. The display features small size, low weight, low power, standard interface, and adaptable software. Reconfigurability in the aircraft is enhanced by using four identical cockpit displays     

机载计算机ATE计量校准软件的研究与设计

全面有效地计量校准军用ATE,对保证其正确性有效性非常重要.设计开发ATE计量校准程序,可以实现ATE自动化整体原位校准,提高计量保障效率和测试质量.介绍了机栽计算机ATE计量校准软件的系统结构,重点讨论了计量校准程序结构和面向信号的程序开发方法,最后描述了计量校准程序流程和实现方法.     

航空兵部队飞行安全评估系统研究与实践

根据航空兵部队飞行安全的特点,基于“人、机、环境“系统工程理论,并结合航空兵部队的实际,开发了一套航空兵部队飞行安全评估系统.该系统具有客观评估安全形势、发现薄弱环节和引导航空兵部队安全行为的功能.最后,给出了对航空兵部队进行飞行安全评估的应用实例.     

GPS III system operations concepts

Over the past three years, the Lockheed Martin GPS III team has analyzed potential operational concepts for the Air Force. The completed tasks support the government's objective of a "realizable and operationally feasible" US Strategic Command (USSTRATCOM) and Air Force Space Command (AFSPC) concept of operations. This paper provides an overview of the operational improvements for the command and control of satellites, the provision of safe, precise navigation and timing services to end-users. The GPS III system changes existing operational paradigms. Improved operator capabilities are enabled by a new high-speed uplink/downlink and crosslink communication architecture. Continuous connectivity allows operators a "contact one satellite - contact all satellites" concept enabling near-real-time navigation updates and telemetry monitoring. This paper describes potential improvements for the following operations: constellation monitoring, command and control, navigation upload monitoring, global service monitoring, global service prediction, civilian navigation (CNAV) messaging, and anomaly detection and resolution. This paper also describes future operational improvements as GPS applications continue to proliferate and the need for an improved infrastructure to effectively manage all the systems that affect GPS service grows     

Applying independent verification and validation to the automatictest equipment life cycle

Automatic Test Equipment (ATE) is becoming increasingly more sophisticated and complex, with an even greater dependency on software. With the onset of Versa Modular Eurocard (VME) Extensions for Instrumentation (VXI) technology into ATE, which is supposed to bring about the promise of interchangeable instrument components. ATE customers are forced to contend with system integration and software issues. One way the ATE customer can combat these problems is to have a separate Independent Verification and Validation (IV&V) organization employ rigorous methodologies to evaluate the correctness and quality of the ATE product throughout its life cycle. IV&V is a systems engineering process where verification determines if the ATE meets its specifications, and validation determines if the ATE performs to the customer's expectations. IV&V has the highest potential payoff of assuring a safe and reliable system if it is initiated at the beginning of the acquisition life cycle and continued throughout the acceptance of the system. It is illustrated that IV&V effects are more pronounced when IV&V activities begin early in the software development life cycle, but later application of IV&V is still deemed to have a significant impact. IV&V is an effective technique to reducing costs, schedule, and performance risks on the development of complex ATE, and a “tool” to efficiently and effectively manage ATE development risks. The IV&V organization has the ability to perform a focused and systematic technical evaluation of hardware and software processes and products. When performed in parallel with the ATE development life cycle, IV&V provides for early detection     

A maintenance-free lead acid battery for inertial navigationsystems aircraft

Historically, aircraft inertial navigation system (INS) batteries have utilized vented nickel-cadmium batteries for emergency DC power. The United States Navy and Air Force developed separate systems during their respective INS developments. The Navy contracted with Litton industries to produce the LTN-72 and Air Force contracted with Delco to produce the Carousel IV INS for the large cargo and specialty aircraft applications, over the years, a total of eight different battery national stock numbers (NSNs) have entered the stock system along with 75 battery spare part NSNs. The standard hardware acquisition and reliability program is working with the Aircraft Battery Group at Naval Surface Warfare Center Crane Division, Naval Air Systems Command (AIR 536), Wright Laboratory, Battelle Memorial Institute, and Concorde Battery Corporation to produce a standard INS battery. This paper discusses the approach taken to determine whether the battery should be replaced and to select the replacement chemistry. The paper also discusses the battery requirements, aircraft that the battery is compatible with, and status of Navy flight evaluation. Projected savings in avoided maintenance in Navy and Air Force INS systems is projected to be $14.7 million per year with a manpower reduction of 153 maintenance personnel. The new INS battery is compatible with commercially sold INS systems which represents 66% of the systems sold     

Sustainment of legacy automatic test systems: lessons learned on TPS transportability

Sustainment of legacy automatic test systems (ATS) saves cost through the re-use of software and hardware. The ATS consists of the automatic test equipment (ATE), the test program sets (TPSs), and associated software. The associated software includes the architecture the TPSs run on, known as the control software or test station test executive. In some cases, to sustain the legacy ATS, it is more practical to develop a replacement ATE with the latest instrumentation, often in the form of commercial off-the-shelf (COTS) hardware and software. The existing TPSs, including their hardware and test programs, then need to be transported, or translated, to the new test station. In order to understand how to sustain a legacy ATS by translating TPSs, one must realize the full architecture of the legacy ATS to be replaced. It must be understood that TPS transportability does not only include translating the original TPS from an existing language (such as ATLAS) to a new language (such as "C") to run on a new test station, but includes transporting the run-time environment created by the legacy ATS. This paper examines the similarities and differences of legacy ATE and modern COTS ATE architectures, how the ATS testing philosophy impacts the ease of TPS transportability from legacy ATE to modern-day platforms, and what SEI has done to address the issues that arise out of TPS transportability.     

Causes of aircraft electrical failures

The results of a survey of data on failures of aircraft electronic and electrical components that was conducted to identify problematic components are reported. The motivation for the work was to determine priorities for future work on the development of accident investigation techniques for aircraft electrical components. The primary source of data was the Airforce Mishap Database, which is maintained by the Directorate of Aerospace Safety at Norton Air Force Base. Published data from the Air Force Avionics Integrity Program (AVIP) and Hughes Aircraft were also reviewed. Statistical data from these three sources are presented. Two major conclusions are that problems with interconnections are major contributors to aircraft electrical equipment failures, and that environmental factors, especially corrosion, are significant contributors to connector problems     

INS/GPS operational concept demonstration (OCD) High Gear program

On February 10, 1993 an Air Force F-16 dropped an INS/GPS modified GBU-15 from an altitude of 35,000 feet and a downrange distance of 88,000 feet in adverse weather. The guided weapon impacted within 6 meters of the target, demonstrating the potential of INS/GPS technology to significantly improve air-to-surface munitions strategies and tactics. This landmark flight was successfully followed by five additional drops with varying attitudes, downrange distances and weather conditions. OCD was designated an Air Force High Gear program, allowing streamlined acquisition and reporting procedures, in response to Operation Desert Storm experience highlighting the need for attacking high-value targets from high altitude in adverse weather. OCD met it's objective to build and demonstrate an INS/GPS weapon in an operationally representative environment. Results of the demonstration show there is low technical risk associated with development of INS/GPS munitions considered for the Joint Direct Attack Munitions (JDAM) program