School of and Engineering Tecfaology · 2020. 3. 20. · Radio A DUoret* Digital Syncro Board...

NASA Grant NCC 2-41

Technology Research For Strapdown

Inertia! Experiment and Digital

Flight Control and Guidance

FINAL TECHNICAL REPORT

-CB- 176907) T E C H N O L O G Y EESEABCH FOB N86-29800S T B A P D C H N INERTIA! E X I E B I M E U T AMD DIGITALFLIGHT COHTBOL AND G U I D A N C E final Technicalfieport, 1 .Oct. ,-1979. - 31 . Dec. /19£«» Ouclas{University of Southern Cclciado, Pueblo.), G3/04 43271

School of

and Engineering Tecfaology

UNIVERSITY OF SOUTHERN COLORADO2200 North Bonforte Boulevard Pueblo; Colorado 81001

https://ntrs.nasa.gov/search.jsp?R=19860020328 2020-03-20T14:32:54+00:00Z

NASA Grant NCC 2-41


Inertia! Experiment and Digital

Flight Control and Guidance


NASA Grant NCC 2-41


Inertial Experiment and DigitalFlight Control and Guidance


1

Principal Investigator;

Co-Investigator:

Research Assistants:

Ralph A. CarestiaDon E. Cottrell

Arthur A. Beckman

Tim R. JohnsonPeter J. HolubRichard W. Parker

Period Covered By Report:

Institution:

October 1, 1979 to December 31, 1984

University of Southern Colorado

2200 Bonforte Blvd.

Pueblo, Colorado 81001

NASA Technical Officer: George Call as

TABLE OF CONTENTS

Page No.

General Summary 1

Cumul ati ve References 6

Appendi ces 7

NASA Grant NCC2-41Technology Research for Strapdown Inertia! Experiment and

Digital Flight and Guidance

FINAL REPORT

General Summary

The University of Southern Colorado research engineers were involvedin: (1) Investigating strapdown inertial sensor systems and (2) Studying

the system requirements of digital avionics systems in rotorcraft. Thisincluded feasibility examination of digital data acquisition techniquesin aircraft and the use of digital systems in rotorcraft for the purposeof specifying design criteria for integrated guidance, navigation and

control. Results from the research produced three literature publicationsand several working reports for NASA. A chronologically ordered cumulation

of these publications is provided following, this summary.

The main objectives of the University of Southern Colorado's coop-

erative agreement at NASA-Ames were to test a Strapdown Inertial Navigation

System and to provide system criteria required to design reliable cockpitavionics systems for rotorcraft. The applied research conducted was divided

into three areas: (1) To develop a digital data acquisition system and

flight test a Strapdown Ring Laser Gyro Tetrad Inertial Navigation Systemin a VH-1B helicopter. (2) To develop, design and build an operational

interface for the Rotorcraft Digital Advanced Avionics System (RODAAS)

and (3) To integrate and test the navigational capabilities of a Diffe-

rential Global Positioning Satellite System.

1

The first area of research involved a helicopter flight-test programto evaluate the performance of Honeywell's Tetrad - a strapdown, lasergyro, inertial navigation system. The results of 34 flights showed a meanfinal navigational velocity error of 5.06 knots, with a standard deviationof 3.84 knots; a corresponding mean final position error of 2.66 n.mi.,with a standard deviation of 1.48 n.m.;'and a modeled mean-position-errorgrowth rate for the 34 tests of 1.96 knots, with a standard deviation of1.09 knots. Tetrad's four-ring laser gyros provided reliable and accurateangular rate sensing during the test program and no sensor failures weredetected during the evaluation.

The second area's objective of the cooperative agreement was to de-velop criteria suitable for investigating cockpit systems in rotorcraft.This criteria led to the development of two basic simulators.

The first was a standard . simulator which could be used to obtainbaseline information for studying pilot workload and interactions. Figure1 is a block diagram of this system. The instrument panel used wastypical of a UH-1H helicopter. The mathematical model for the UH-1H wasimplemented in the Dec 11/23 minicomputer, while all instrument controlswere implemented in the microcomputer data adapter.

The second was an advanced simulator which integrated the RODAASdeveloped by Honeywell into this simulator. Unlike the standard system,the RODAAS integrates an advanced set of avionics functions into hardware.Figure 2 is the microcomputer system which was used to interface to theRODAAS instrumentation.

The second area also included surveying the aerospace industry todetermine the level of use and impact of microcomputers and relatedcomponents on avionics systems. It was determined that the useage ofmicrocomputers and related components is very extensive. A report waswritten pertaining to this and is a part of the appendix.

FIGURE 1

Figure I — Functional Diagram of System

Microcomputer

Data Adapter

ID/R D/S

rAT/

Digital

Buffer

Discrete

Outputs

Simulator

Instrument Panel

RODAAS

Hardware

ControlsCo//«ct/r*

Cyclic

DECLSI I 1/23

Minicomputer

< >.

Analog

Inputs

Discrete

Inputs

Mode

ControlPanel

FIGURE 2

Microcomputer System

Syncro Outputs <

Radio A DUoret*

Digital

Syncro

Board

LSI-11

Interface

, Isolated D/A

Analog Output to Instruments

The third area of investigation was to integrate and test the naviga-tional capabilities of a Differential Global Positioning Satellite(Differential GPS) System, which is a prototype space-based radio navi-gation system developed by the Department of Defense. Work for NASA insupport of the Differential GPS fell into the following areas: literaturesearch, hardware installation in the SH3 helicopter and laboratory, techni-cal visits to Magnavox to verify performance of a NASA interface processor(NIP) and final acceptance testing of the NIP, design and testing of soft-ware used in the NASA computer to gather data and send the data via tele-metry to a ground station for recording, and support of the preliminaryDifferential GPS flight experiment. This report is accordingly embodiedin the appendix.

Cumulative References

"Guidance and Flight Control Demonstration in a Helicopter FlightEnvironment Using a Laser-Gyro Inertial Navigation System", S.F.Schmidt, R.A. Carestia, R.J. Hruby and L.D. Corliss, National Aero-

space Meeting, NASA Ames Research Center, Moffett Field, California,March 24-25, 1982.

"Performance of a Strapdown Ring Laser Gyro Tetrad Inertial NavigationSystem in a Helicopter Flight Environment:, R.A. Carestia, R.J. Hruby,^and W.S. Bjorkman, National Aerospace Meeting, NASA Ames Research

Center, Moffett Field, California, March 24-25, 1982.

"Flight Test Results of the Strapdown Ring Laser Gyro Tetrad Inertial

Navigation System", R.A. Carestia, R.J. Hruby, and W.S. Bjorkman,NASA Technical Memorandum 84358, October, 1983.

The following consists of working papers written by university re-

searchers during the grant reporting period:

Contents Title

Appendix A "A Survey of the Use and Trends of

Microprocessors/Computers in theAvionics Industry", D. Cottrell,

R. Carestia and P. Holub.

Appendix B "Differential Global Positioning

Satellite Project", A. Beckman.

Appendix C "Report of Contract Work for

University of Southern Colorado",

T. Johnson.

Appendix D "NASA Summer Project", R. Parker.

APPENDIX A

A SURVEY OF THE USE

.AND TRENDS OF

MICROPROCESSORS/COMPUTERS

IN THE AVIONICS INDUSTRY

October 1984

by Dr. D. Cottrell

R. A. Carestia

P. Holub

A SURVEY OF THE USE AND TRENDSOF MICROPROCESSORS/COMPUTERS

IN THE AVIONICS INDUSTRY

October 1984

by

Don CottrellRalph CarestiaPeter Holub

ABSTRACT

In 1983, a nationwide survey was conducted of the avionicsuse of microprocessors and microcomputers, including their asso-ciated memories and peripheral devices. In this survey, it wasdetermined that microprocessors and microcomputers have madea great impact upon the avionics industry. They are being usedin numerous applications such as control, communications, guid-ance, navigation, and system monitoring. Based on this informa-tion and in light of the current state-of-the-art in computerhardware and software, this report suggests some philosophicaldesign considerations which could influence hardware selectionand attempts to predict trends in computer hardware applicationsfor avionics systems.

TABLE OF CONTENTS

Page

Introducti on 1

Results of Survey 3

Secti on I r Mi coprocessors 4

Section II - Memory 12

Section III - I/O Ports, MPU vs. Non-MPU and 1C1s.... 18

Section IV - Microprocessor Systems 19

Summary and Concl usions 23

Mi coprocessors 23

Memori es 25

I/O Ports, IC's, and MPU's vs. Non-MPU's 26

Microprocessor Systems 27

References 29

Appendi x (Survey Form) 30

LIST OF FIGURES AND TABLES

Figure Page

1. Fi rst Microprocessor Used 42. First Year of Microprocessor Use 53. MPU System Classification.. 64. MPU Data Size Bus 65. MPU Process Type 76. MPU Procurement 77. Assembl ed Modul e Type 88. MPU Applications 89. Microcomputer System Application 910. MPU Buying Decision Factors 1011. Mi croprocessor Archi tecture 1012. Advanced Architecture Use 1113. Maximum System Memory Access Time 1314. Memory System Requiremevits 1415. Memory System Requi rements 1516. Memory Buying Decision Factors 1617. External Datastorage 1718. Key Di screte Devi ces 1919. System Devel opment Tool s 1920. High Level Languages ... 2021. System Throughput 2122. Maximum System Power 2123. Redundancy Type 22

Table

.1. I/O Ports Supported by the Microprocessor 182. % ICS Eliminated 18

INTRODUCTION

Many aircraft functions including control, navigation, guidance, communica-

tions, and system monitoring are being implemented reliably and accurately

with the aid of the digital computer. The use of digital computer-based

avionics equipment represents a potentially high cost for modern aircraft,

thus a desirable goal for avionics systems is to find ways to minimize

cost and still retain high system reliability. With the advent and increas-

ing use of the microprocessor in recent years, this goal is being met.

Due to the advanced nature of the NASA/AMES flight research program, the

selection of any avionics equipment must consider the type's of systems

which will be representative of the post 1985 time period. Selection is

complicated by the fact that both digital systems technology, and the

applications of microprocessors in these systems, are changing rapidly.

In late 1982, the University of Southern Colorado decided to conduct a

•nationwide survey of avionics engineers on their use of microprocessors

and the associated peripheral devices, such as memory, in avionics systems.

Since NASA had recently demonstrated the use of microprocessors in an

advanced avionics system, the University and NASA concurred it would be

desirable to know what level of microprocessor integration exists in the

avionics industry. Hence, this survey report considers current state-of-

the-art .avionics computer hardware and microprocessors, suggests some

philosophical design considerations which could influence computer hardware

selection, and attempts to predict trends in computer hardware applications

for avionics systems in the middle and late 1980's.

A questionnaire was developed by the University in late 1982 and early

1983. It was mailed and received by 168 avionics engineers identified

as being directly involved with avionics system design in the spring of

1983 and again as a follow-up in the fall of 1983. To allow time for the

maximum number of responses, analysis of the data did not begin until

January of 1984. The number of questionnaires returned was 64, which con-

stituted a 38% response.

This report should be valuable to the systems engineer in designing avi-

onics systems because it includes detailed data on the types of micro-

processors, memories, microprocessor applications, and programming

languages presently used or anticipated. A copy of the survey form is

included in the Appendix.

RESULTS OF SURVEY

The data, graphs, and tables are presented in this section according to

the survey form given in the Appendix. There are twenty-eight questions

arranged in the following outline form:

Section I: MicroprocessorsA. First type usedB. When first usedC. Plans for purchase

1. Type (Standard, dedicated or custom)2. Bit size (4, 8, 12, 16, over 16)3. 1C type (CMOS, NMOS, etc.)

D. Procurement and purchasingE. ApplicationsF. Architecture

1. Performance2. Standard or advanced

Section II: MemoryA. Type

1. Semiconductor2. Bubble

B.C.

E.F,

Access timeTotal memory required1.2.

19821983

Purchasing Factors1. Speed2. Performance3. Price4. OthersEPROM to mask, ROM capabilityExternal data storage

Section III: MiscellaneousA. I/O portsB. Critical discrete devices and IC's for MPUC. Does MPU system replace a current non-MPU based system?

Section IV: Microprocessor Systems

A. Will MPU system use system development tools and which

B.C.D.

ones?Importance of high level languagesThroughput and maximum power of microcomputer system.Does MPU use "Built-in-Test or redundancy?

1. What type?2. Time critical?3. Synchronous or asynchronous?4. Failure detection threshhold?

SECTION I - MICROPROCESSORS

Q 1 - What was the first microprocessor you used?

The bar graph of Figure 1 shows the results. The greatest numberof respondents (26) selected Intel's microprocessors with the Intel8080 having the highest frequency of use in avionics possibly be-cause it was one of tha first available. Mororola's 6800 was sec-ond, with five responses. Other types of microprocessors used in-clude those manufactured by Rockwell, Texas Instruments, AdvancedMicro Devices, Digital Equipment Corporation, Zilog, National,Fairchild, and Mostek.

Figure 1. First Microprocessor Used - Responses? ' 4 9 8 1.0 1,2 1-4 1.6 1J3 20 2? 2.4 2|5

Intel

Motorola

Rockwell

Texas Instruments

Advanced MicroDevices

Digital EquipmentCorporation

Zllog

NationaHSC/MP,Fairchlld-FS,CDP-18O2,MOSTEK-3870

6502 PPS-4

8900 990

290)

(1 each)

Q 2 - What year did you first use microprocessors?

This data is given in Figure 2 and indicates that most avionicsspecialists first began using the microprocessor between the years1975-1978. This period coincides with the introduction of 8 bitmicroprocessors. Responses ranged from as early as 1970 to as lateas 1983.

Rgure2. First Year of Microprocessor Useof Responses

10-

d8

7

6

5

4

3

2

1I I I I I I I I I i i i i70 71 72 73 74 75 76 77 78 79 80 81 82 83

Year

Q 3 - In 1983, have you purchased or do you plan to purchase MPU systems?

91% answered yes, 7% answered no, and 2% of the respondents didnot answer the question.

Q 3A - If yes, will they be standard, dedicated, or custom?Figure 3 shows the results:

1. 55% are standard MPU's.2. 29% are dedicated MPU's3. 16% are custom MPU's.

It is likely that the majority use standard MPU's because of theirflexibility for system design.

Rgure 3 MPU System Classification

4O 50 6OPercent

xllcat«Kl\v. • •. . . •

• Custom• • • •

7b BO 9O tf

Q 3B - Have they been or will they be 4 bit, 8 bit, 12 bit, 16 bit, orover 16 bit?The results of this question are given in Figure 4. The 16 bitMPU is the most popular, followed by the 8 bit MPU. The over 16bit MPU is at 13% of the total, which might indicate its growingpopularity.

Figure 4 MPU Data Bus Size

10

+16

Q 3C - Will the MPU's be III, Schottky, CMOS, NMOS, or PMOS?

As shown in Figure 5, NMOS and CMOS lead the field at 36% and 34%respectively; the others range from around 5% to 9%. NMOS deviceshave been popular and are in high production by manufacturers.They are also usually faster than PMOS MPU's. CMOS may be slowerthan NMOS or PMOS; they are low power devices, and are relativelyunaffected by variations in power supply voltage (NMOS MPU's requirewell-stabilized power supplies). The IIL and Schottky devices arenormally chosen where high speed is essential. Their high powerrequirements may be the reason they have limited use in avionicssystems.

Figure 5 MPU Process Type

Q 4A - How will you procure your MPU'S?

As illustrated in Figure 6, this question breaks down as follows:As chips alone for in-house design (components) - 39%As chips on boards (sub systems) - 201As assembled modules - 20%Complete MPU System

(includes memories and power supplies) - 21%It appears that the greater percentage of respondents preferredto do their own in-house design using MPU chips. This correspondswith the results of Question 3A.

Figure 6 MPU Procurement

Ac chip* on boards

Ac assembled modules

As chips alone tor In house design(components)

Complete MPU system

IS 8OF POOR QUALITY

Q 4B - If assembled modules, which ones do you contemplate buying?

As shown by Figure 7, the largest percentage of designers, 38%contemplated buying the processor-on-a-board*

Rgure 7 Assembled Module

I/O modulo......

U/A o> M/U convstiaf inoouios . . . «

t Type

/4 Aflt• Ow

21%

23%

^MHVMBBH

3a%

^^d&K?

9-to

im'MQ 5 - Does your MPU application relate to:

Digital System?Electromechanical System?Microcomputer Control System?

Avionics Computer System?Functional Display System?

The results, given by Figure 8, indicate that microcomputer

control systems and avionics control systems have the highest

application of MPU's at 26% each.

Figure a MPU Applications

«tor contra! (yctem

Avionics control

Digital syctMH

Functional display system

EtoctronMchanlcal sy slant

Q 6 - In what applications do you use your microcomputer systems?

Figure 9 shows a fairly even distribution of applications. Control

systems and data acquisition systems had the highest number of

responses at 37 and 35 respectively. Most of the other applications

were fairly closely grouped, ranging from 20-32 responses. Other

applications had only 7 responses.

Figure 9 Microcomputer System Application

Control systems

Data acquisition Systems

Ground support equipment

Navigation

Instrumentation

Flight management systems

Communteailon systems

Flight test systems

Guidance

Weapon control

Other

30 35 40* of Responses

Q 7 - Which of the following factors do you feel are the most importantin your company's MPU buying decisions?

As indicated by Figure 10, 15 different factors, such as price,performance, speed, etc., were considered. Performance was thefactor most cited, followed by reliability and development softwareavailability, as well as a second source. The other factors fellin a range of 1-28 responses.

10

Figure 10 MPU Buying Decision Factors

Performance

Reliability

Development software available

Second source

Development systems

Price

Number of family support devices

Sp«ed

Documentation

User group/Software library

Applications support

Application software available

Distributor credibility

Training availability

Device warranty

45 5X> 55Responses

Q 8 - Is the microprocessor architecture a:general purpose microprocessor?all in one microprocessor?bit slice microprocessor?VHSIC microprocessor?

ORIGINAL PAGE ISOF POOR QUALITY

The pie chart of Figure-11 points to the general purpose micropro-cessor at 40% as the most popular architecture. The other lesspopular types of architectures range from 12% to 26%, but comprisea significant percentage of the total.

Figure 11 Microprocessor Architecture

VHSIC microprocessor

Bit sice microprocessor -

General Purpose microprocessor

AH In one microprocessor

11

Q 9 - Did the microprocessor perform as expected?

89% answered yes, 9% indicated no, and 2% gave no answer.

Q 10 - If not, tell why.

Generally, the MPU's did perform as expected; if they did not,then the major reason given was that the MPU was not fast enough:

Not fast enough - 67%Limited I/O ports - 17%Limited interrupt capability - 17%Limited memory addressing capability - 0%Other - 0%

Q 11 A- Will you be using advanced architectures such as bit slice, Z8000,68000, etc., in the future?

91% of all respondents said yes to- this question, while 7% saidno, and 2% gave no answer.

Q 11B- If yes, what general application and why?

41% of all respondents planned to use advanced architectures foravionics flight control and management systems; the rest did notindicate their application. The reasons for use of advanced archi-tectures included speed, performance, reliability, memory capabil-ity, etc., in that order. See Figure 12.

Figure 12 Advanced Architecture Use

Speed

Performance

Reliability

Memory capability

Bit size

Cost

I/O

Power ratings

Other

15 20 25 30 ,35 40Responses

12

Q 11C - If no, why not?

Only 3 respondents cited cost and 2 cited power ratings as reasonsfor not using advanced architectures. None of the respondents se-lected any of the other reasons listed in the survey.

SECTION II MEMORY

Q 12 - Have you used or do you plan to use semiconductor memories and/orbubble memories during 1982 or 1983?

The largest percentage by far, 84%, planned to use semiconductormemories, and only 14% planned to use bubble memories. Two percentof all those surveyed planned to use neither.

Q 13 - What speed (maximum access time in ns) is best suited for yoursystem? (Check all that apply.)

For the various kinds of memories, such as dynamic RAM's, staticRAM's, ROM's, PROM's, EPROM's, and bubble, the results are shownin Figure 13. For example, for CMOS static RAM's, 55% of the re-spondents indicated 20 to 200 ns speeds as being most suited totheir system. Fifteen percent desired speeds of 200 to 250 ns,eighteen percent wanted speeds of 250 to 300 ns, and twelve per-cent felt 300 to 450 ns speeds would be best. The higher speedsof 20 ns to 200 ns are the most necessary in most situations,while the lower speeds ranging from 300 ns to 5000 ns are theleast suited.

ORIGINAL PAGE ISOF POOR QUALITY 13

Figure 13. Maximum System Memory Access Time

Bubble (send state)

Psuedo-stattes (MOS)

EEPROM's (MOS)

EPROM'S (MOS)

PROM'S (MOS)

PROM's (bipolar)

ROM's (Bipolar)

Static RAM's (bipolar)

Speed (OB)

Dynamic RAM's (bipolar)

Dynamic RAM's (MOS)

50 40 30 20 10

of Responses

14

Q 14 - How much total memory will your system require in 1982 and 1983?(Bytes)

As shown by Figures 14 and 15, the 64K memory has the largest per-

centage of use in most categories, including Dynamic RAM's , Static

RAM's , ROM's, PROM's, etc., in both 1982 and 1983. There is a slight

trend in the usage of more memory (128K, 256K, and > 256K) between

1982 and 1983. EPROM's (MOS), and Static RAM's (MOS) had the great-

est number of responses in 1982, whereas in 1983, EPROM's (MOS)

and Static RAM's (CMOS) generated the largest number of responses.

Figure 14. Memory System Requirements

Static RAMs (Bipolar)

Static RAMs (CMOS)-

Static RAMs (MOS)-

Dynamlc RAMs (Bipolar)

15 14

1982Memory Size

-Note: Percentages represent response breakdown for each memory type

15

Figure 15. Memory System Requirements

Bubbie (solid state}

Pseudo-statics (MOS)

EEPROMs (MOS)

EPROMs (MOS)

PROMs (bipolar)

ROMs (bipolar)

ROM s (MOS)

1982 1983

Memory Size

ORIGINAL PAGE ISOF POOR QUALITY 16

Q 15 - Which of the following factors do you feel is important in yourmemory buying decisions? (Check all that apply.)

All factors are listed on the bar graph of Figure 16. The responsedistributions range from 1 to 44 with speed of the memory at 44responses being the factor considered to be most important, followedby parts availability and performance, which are nearly equal.State-of-the-art, application support, warranty, broad line support,and reputation had the fewest responses and were thought to bethe least important.

Figure 1€L Memory Buying Decision Factors

SPEED •-••••

PARTS AVAILABILITY

PERFORMANCE

SECOND SOURCE----

PRICE ..—

BOARD DENSITY- —

ACCESS CYCLE-• —

ACTIVE POWER—-

POWER •

STANDBY POWER-•.

DELIVERY;....—

RELIABILITY DOCUMENTATION

MANUFACTURERS CREDIBILTY,

EASE OF USE ........

SOFT FAILURE-

APPLICATION INFORMATION

TECHNICAL SUPPORT

APPLICATION SUPPORT-

STATE OF THE ART

REPUTATION...

BROAD LINE SUPPORT

WARRANTY.

10NUMBER OF RESPONSES15 20 25 30 ' 35 40 45

17

Q 16 - In your system, how important is EPROM to Mask ROM capability?

35% said they will not use EPROM without pin compatible mask ROM.However, a larger number, 47%, indicated compatibility was notimportant. Eighteen percent of the respondents gave no answer.

Q 17 - Does the system incorporate any external data storage?

The results of this question are presented in Figure 17; it showsthat the floppy disk (25%) closely followed by the hard disk (22%)and EEPROM (22%) are the most often used for external data storage.These three comprise 69% of the total and cassettes (10%), papertape (3%), magnetic tape (9%), and bubble memory (9%) comprisethe remainder (31%).

Figure 17. External Data Storage

FLOPPY DISK25%

HARD DISK22%

CASSETTE10%

EEPROM22%

MAGNETIC TA9%

^^ ^zBUBBLE MEMOR\

a<* H

1

SYSTEMPAPER TAPE

3%

18

SECTION III - MISCELLANEOUS - I/O Ports, etc.

Q 18 - How many I/O ports does the microprocessor support?

The respondents indicated the following in Table 1:

No. of Ports

0 - 10

10 - 100

Over 100

% of Total Respondents

55

27

18

TABLE 1

I/O PORTS SUPPORTED BY THE MICROPROCESSOR

So, the majority of respondents used ten or fewer ports in theirapplications.

Q 19A - Does your MPU-based system replace a current non-MPU based system?

39% of those surveyed indicated yes and 61% said no.

Q 19B - If yes, how many discrete IC's or other semiconductor elementshave been eliminated?

Table 2 indicates that of the respondents (13) who answered thisquestion, 61% said they eliminated over 200 IC's, 32% said theyeliminated 20-100 IC's, and 7% indicated only 0-10 IC's. The othercategories had none.

No. of IC's Eliminated

0 -

10 -

20 -

100 -

Over

10

20

100

200

200

% Respondents

7

0

32

0

61

TABLE 2

% IC's ELIMINATED

19

Q 20 - What discrete devices or IC's are critical or key to your MPU systems?

As shown by Figure 18, the most critical is the DA/AD converter

(46%. of total), followed by linear IC's (30% of total), FET's (15%),

and other (9%).

Figure 18. Key Discrete Devices

Percent

SECTION IV - MICROPROCESSOR SYSTEMS

Q 21A - Will you use System development tools that are marketed by micro-processor manufacturers?

By far, the majority (88%) said yes while only 12% said no.

Q 21B - What specific development tools do you/will you use?

Figure 19 shows that 27% of the respondents plan to use a MPU de-velopment system, 23% will use a logic analyzer, and 22% will uti-lize circuit emulation. Use of other tools, such as computerizedmain frame, time sharing, etc., ranged from 3% to 12% of the total.

Figure 19. System Development Tools15 20

Percentage25 -

MPU Development System*

Logic Analyzer

CltiM (' emulation

Computational Mainframe

Time Sharing

Systems Evaluation Tool

Others

20

Q 22A - How important is availability of high level languages?

The majority, 66%, felt it was very important to have high levellanguages available, 26% said it was somewhat important, and only8% indicated it was not important.

Q 22B - If a high level language is important, which do you favor?

As illustrated^ in Figure 20, ADA (the high level language suggestedas a government standard) had the greater percentage of popularity,PASCAL was a strong second, FORTRAN and BASIC were nearly identical,while the others (JOVIAL, C, etc.) were less popular.

Figure 20. High Level Languages* of Responses25 30 35

ADA

PASCAL

FORTRAN

BASIC

PL/M

JOVIAL

'$FORTH

COBOL

Other

Q 23 - What is the throughput and the maximum power of your microcomputersystems? (Please specify the general application of the system.)

Of the 32 respondents answering this question, 19 or 59% were usingtheir MPU systems for applications directly related to flight con-trol systems. The majority of the remaining respondents' applica-tions were indirectly related to avionics.

Figures 21 and 22 indicate the KIPS (thousands of instructionsper second) and maximum power in watts for the various applications.

21

The largest percentage of KIPS was in the 500-1000 range at 41%of all responses, and the next highest percentage of KIPS was inthe 100-500 range at 28% of the total responses.

Power requirements were distributed fairly evenly from less than1 to greater than 40 watts with the 1-10 watt range having thehighest value at 25% of all responses.

Rgure-21, System Throughput

15

of Responses

i im100- 500- 1000- 1500- >2000500 1000 1500 2000

KIPS (Thousands of Instructions per second),

Figure 22. Maximum System Power

204 + of Responses

15

llll.l<1 1-10 10-20 2O-30 30-40 >40

WATTS

Q 24 - Does the microcomputer system have built-in-test fault?

72% of the respondents answered yes, while only 28% answered no.This apparently indicates that most designers prefer this feature.

Q 25 ^ Do you use redundancy in the microcomputer systems you are design-ing?

The answer yes and no were approximately at the same percentageas follows: 53% said yes and 47% said no.

Q 26 - If yes, what types of redundancy do you use? (Please specify thegeneral application of the system.)

As noted in Figure 23, 17 of those responding chose parallel redun-dancy. The second largest was voting redundancy with 10 responses.

22

[Most applications were listed for flight control systems and avi-onics.]

Figure 23 Redundancy Typeof Responses

20

Parallel

Voting

Standby

Series

Partial

Series Parallel

Other

Q 27 - Are the microcomputers used in flight systems where failures aretime critical?

74% said yes and 26% said no to this question.

Q 28 - In multiple microcomputer systems, are the microcomputers operatedsynchronously or asynchronously in your redundant application?

The answers to this question were distributed almost evenly: 48%indicated synchronous operation and 52% said the operation wasasynchronous.

23

SUMMARY AND CONCLUSIONS

Microprocessors:

The results of this survey definitely support the assertion that micropro-

cessors/microcomputers have a high frequency of use in avionics systems

and have already replaced many of the minicomputers of the 1970's. This

is not surprising since microprocessors have been available since the

early 1970's. Due to their versatility, low cost, small size, and low

power consumption they have been widely accepted by avionics engineers.

In line with this, probably because they were the first to make micropro-

cessors commercially available, Intel's microprocessor chips are the most

often used in the avionics industry. The next most often used were Motor-

ola's 6800 and 68000. Most avionics specialists started using thvi micro-

processor between the years 1975-1978, but some started as early as 1970

and others as late as 1983.

The majority of the respondents (55%) purchased standard microprocessors

and nearly everyone (91%) planned to buy microprocessor systems in 1983.

There is also a trend to use microprocessors of 16 bits or more.

NMOS and CMOS (MPU) microprocessors are the most popular in avionics.

The NMOS MPU device is usually faster than the PMOS MPU. The NMOS MPU's

require well-stabilized power supplies, whereas the CMOS MPU is a low

power device and relatively unaffected by variations in power supply vol-

tage. The III and Schottky devices were normally chosen where high speed

is essential, but require more power, which may explain why their use

is limited in avionics systems.

24

The greater percentage of respondents (39%) preferred to do their own

in-house design using MPU chips. Of those who would choose to purchase

already assembled modules (20%), most of them would select the processor-

on-a-board.

Applications of the MPU to avionics vary greatly, but the microcomputer

control system and avionics computer system were generally the most preva-

lent. More specifically, control systems, data acquisition systems, naviga-

tion, ground support equipment, instrumentation, flight management systems,

communication systems, guidance, flight test systems, etc., are the appli-

cations listed in order of highest use.

Performance and reliability appear to be the highest priorities in company

MPU buying decisions. Secondary buying considerations include price, speed,

documentation, availability of a second source, development systems, and

software availability.

89% of the respondents indicated that their microprocessors typically

performed as expected. If they did not, the reason most cited was that

the MPU was not fast enough. With respect to MPU architecture, the general

purpose MPU has the most popular usage, but the all-in-one MPU (which

is a computer on a chip) and the bit slice MPU (MPU's connected in cascade

to allow larger size words) together comprise the larger percentage. The

VHSIC (very high speed 1C) usage at this time is limited, although this

will surely change with greater availability in the future.

Advanced architectures are certainly on the horizon for avionics with

new chip designs such as the Z8000 and M68000 becoming available. Most

25

avionics specialists (91%) said they would be using these in applications

relating to flight control and flight management systems.

Microprocessor manufacturers have been able to design a large variety

of microprocessors and these permit many avionics applications. Also,

the MPU is well-suited to the modular concept, which allows greater flexi-

bility of system design. At present though, there is not enough standard-

ization of most microprocessor units between manufacturers and more needs

to be done.

In recent years, the cost distribution of computer system components,

such as the CPU, memory, and peripheral devices, has changed drastically.

In the early 1970's, the cost of minicomputer systems was in the $10K-20K

range with the CPU being the major expense. Later, system prices for com-

puters based on LSI technology were in the $1K-5K range and memory and

peripheral devices had taken over as the major cost factors. Today that

has been accelerated by the microprocessor, which is very inexpensive

compared to memory and peripheral devices.

Memories:

Memories are a major portion of the cost of avionics computers, but there

is a trend toward lower cost. Currently memories are basically of two

types: (1) semiconductor storage and (2) magnetic storage. The semiconduc-

tor type is high speed and low capacity (although capacities have improved)

when compared to magnetic storage which is low speed and high capacity.

A typical semiconductor memory might have 64K bytes of storage capacity

with a 200 ns access time, while a magnetic memory might have 1 megabyte

of storage, but only 5000 ns access time (as in a bubble memory).

26

Speed was cited as very important in memory buying decisions. Probably

because of this, semiconductor memory was chosen as most popular for avi-

onics systems. 84% planned to use semiconductor memories, but only 14%

planned to use bubble memories (2% planned to use neither). The higher

speeds (maximum access times) of 20 ns to 200 ns are the most prevalent

in avionics, while the lower speeds ranging from around 300 ns to 5000

ns are the least utilized.

The total memory that avionics systems require presently centers around

the 64K capacity which had the largest usage, but there is a trend towards

the larger memories of 128K, 256K, and greater.

If a system incorporates any external data storage, it would typically

be a floppy disk, hard disk, or EEPROM. Cassettes, magnetic tape, and

bubble memories are not typical for external data storage.

I/O Ports, IC's, and MPU's vs. Non-MPU's:

Slightly more than half of the designers used ten or fewer I/O ports in

their applications, whereas around one-quarter used 10-100 I/O ports and

less than 20% used over 100 I/O ports.

It was determined that 39% of all respondents indicated they replaced

a current non-MPU based system with one that is MPU-based; 61% said they

did not. If they had replaced the non-MPU based system, it was found that

around two-thirds of the designers had eliminated over 100 discrete IC's;

the other one-third eliminated 20-100 discrete IC's. This is a significant

reduction which means fewer interconnections, thus increased system reli-

ability. But this also increases the difficulty of error detection and

27

isolation. The discrete devices, or IC's, most critical to MPU systems

were the DA/AD converter, linear IC's, FET's, etc., in that order.

Microprocessor Systems:

Strong trends in microprocessor systems for avionics indicate: (a) System

development tools marketed by microprocessor manufacturers will have a

great number of applications. The tools having the largest use will be

MPU development systems, logic analyzers, and circuit emulators, (b) The

availability of high level languages is quite important to at least two-

thirds of the experts surveyed. The high level language that had the great-

est popularity was ADA, followed by PASCAL, FORTRAN, and BASIC. It is

not surprising that ADA was the most popular, since it is the one which

has been adopted as the government standard, (c) Most MPU systems have

built-in-testing which indicates a strong preference for it by most design-

ers (nearly three-quarters of the total), (d) More than half of the re-

spondents used redundancy in their microcomputer systems. When redundancy

was used, the most popular method was parallel redundancy, followed by

voting redundancy, (e) Failures in flight systems using microcomputers

are typically time critical, according to nearly three-forths of the re-

spondents.

In conclusion, avionics systems incorporate microprocessors to a large

extent in their designs and handle a wide range of applications, including

flight management systems, flight control systems, navigation and guidance,

data acquisition, communications, etc. There has been a reduction in the

cost, size, weight, and power due to the microprocessor and VLSIC's. Use

28

of BIT (Built-in-Testing), redundancy and fewer interconnections has

brought about greater reliability in airborne electronics systems.

The design philosophy of avionics systems has changed over the last decade.

In the 1970's the concept was to use one large central computer to perform

the desired functions. Now, however, most designers use the distributed

techniques .in which several or more microprocessors are used to perform

the necessary functions. This idea has resulted in greater performance

and reliability.

29

REFERENCES

1. Seacord, Charles L. and Vaughn, Darrel of Honeywell, Inc., "ComputerTechnology Forecast Study for General Aviation," NASA CR-Y37889,Contract No. NAS2-8971, June 20, 1976.

2. Blatt, Paul E. and Yechout, Thomas R., "Digital Flight Control Tech-nology Roadmap," Technical Report AFFDL/FGL-TM-73-65, WrightPatterson AFB, Ohio, January, 1977.

3. Grgurich, John and Bradbury, Peter of Sperry Flight Systems, "StolandFinal Report," NASA CR-137972, Contract No. 2-6567, November,1976.

4. Frost, Cecil R., "Military CPU's," Datamation, July 15, 1970.

5. Bursky, Dave and Barnes, Dave, "Choosing a /<p By Its Capabilitiesis a Growing Family Affair," Electronic Design, July 5, 1977.

6. Tsolis, Steve, "IMP-16 Helps Small Planes Fly a Straight Course,"Electronics, June 9, 1977.

7. Klass, Phillip J., "Civil Needs Spur Technological Advances," AviationWeek & Space Technology, August 16, 1976.

8. Money, S. A., Microprocessor Data Book, McGraw-Hill, 1982.

9. Lerner, E., "The Automated Cockpit," IEEE Spectrum, February, 1983.

10. Schmid, C. F., and Schmid, S. E., Handbook of Graphic Presentation,John Wiley & Sons, 1979.

30

APPENDIX

SURVEY FORM A1

(1) What was the first microprocessor that you used?

(2) What year did you first use microprocessors?

(3) In 1983, have you purchased or do you plan to purchase MPU systems?

YES NO

A. If yes, will they be:

Standard Dedicated Custom

B. Have they been or will they be:

4 bit 8 bit 12 bit 16 bit Over 16 bit

All of these

C. Will they be:

III Schottky CMOS NMOS _PMOS

All of these

(4) How will you procure your MPUs? (check all that apply)

As chips alone for in-house design (Components)As chips on boards (Sub-System)As assembled modulesComplete MPU system (includes memories and power supplies)

If assembled modules, which ones do you contemplate buying?

Processor-on-a-board Memory module, sizeJ/0 module D/A or A/D converter modulesOther

(5) Does your MPU application relate to: (check all that apply)

Digital system (discretes)Electromechanical systemMicrocomputer control systemAvionics computer system"Functional display system

(6) In what applications do you use your microcomputer systems? (check all thatapply)

Ground Support Equipment NavigationFlight Management Systems GuidanceFlight Test Systems Control SystemsData Acquisition Systems InstrumentationCommunications Systems Weapon Control SystemsOther:

A2

(7) Which of the following factors do you feel are the most important in your com-pany's MPU buying decisions?

Price Reliability Development systemsPerformance Documentation Devel. software avail.Second src. Training avail. Applic. software avail.Distributor Applications. Speedcredibility support Number of family supportUsers group/Software library devices avail.Device warranty

(8) Is the microprocessor architecture a: (check all that apply)

General purpose microprocessorAll-in-one microprocessorBit slice microprocessorVHSIC microprocessor (Very High Speed 1C)

(9) Did the microprocessor perform as expected?

Yes No

(10) If not, tell why?

Not fast enough.Limited I/O ports"Limited interrupt capabilityLimited memory addressing capabilityOther

(11) Will you be using advanced architectures such as bit-slice, Z8000, 68000, etc.in the future?

Yes No

If yes, what general application, and why?

Application ,

JSpeed Power ratings_Memory capability Performance_Bit size ReliabilityCost I/OOther _

If no, why not?

_Speed Power ratings_Memory capability Performance_Bit size Reliability_Cost I/OOther

A3

(12) Have you used or do you plan to use semiconductor memories and/or bubble mem-ories during 1982 or 1983?

Semiconductor Bubble Neither

(13) What speed (maximum access time in ns) is best suited for your system?all that apply)

Dynamic RAMs (MOSDynamic RAMs (Bipolar)Static RAMs (MOS)Static RAMs (CMOS)Static RAMs (Bipolar)ROMs (MOS)ROMs (Bipolar)PROMs (MOS)PROMs (Bipolar)EPROMs (MOS)EEPROMs (MOS)PSEUDO-Statics (MOS)Bubble (Solid-State) 5000 ;

(14) How much total memory will your system require in 1982 and 1983? (bytes)

(check

80802020020010010025251501502005000

12012035250250150150808020020025010000

20020045300300200200100100250250300

25025055450450250250120120350350450

20000

30030070OtherOther350350150150450450Other40000

OtherOther120

450450200200OtherOther

Other

150

OtherOtherOtherOther

1982 IK or Less 2K 4K 8K J6K 32K 64K 128K 256K >

Dynamic RAMs (MOS)Dynamic RAMs (Bipolar)Static RAMs (MOS)Static RAMs (CMOS)Static RAMs (Bipolar)ROMs (MOS)ROMs (Bipolar)PROMs (Bipolar)PROMs (MOS)EPROMs (MOS)EEPROMs (MOS)PSEUDO-Statics (MOS)Bubble (Solid-State)

1983 IK or Less 2K _4K 8K J6K 32K 64K 128K 256K >

Dynamic RAMs (MOS)Dynamic RAMs (Bipolar)"Static RAMs (MOS)Static RAMs (CMOS)Static RAMs (Bipolar)ROMs (MOS)ROMs (Bipolar)PROMs (Bipolar)EPROMs (MOS)EEPROMs (MOS)PSEUDO-Statics (MOS)Bubble (Solid-State)

A4

(15) Which of the following factors do you feel are important in your memory buyingdecisions? (Check all that apply)

Speed Performance_Parts availability Broad line support_Ease of use Technical support_Board density Access cycle_Price Active power_Reliability documentation Standby power_State-of-the-art ReputationJSecond source Application information_Application support Delivery_Warranty PowerManufacturers credibility Soft failure

(16) In your system, how important is EPROM to mask ROM compatibility?

Will not use EPROM without pin compatible mask ROMCompatibility not important

(17) Does the system incorporate any external data storage?

Floppy disk Cassette Paper tape EEPROM

Magnetic tape Hard disk Bubble memory

(18) How many I/O ports does the microprocessor support?

(19) Does your MPU-based system replace a current non-MPU based system?

Yes No

If yes, how many discrete ICs or other semiconductor elements have been eliminated?

Q-10 10-20 20-100 100-200 Over 200

(20) What discrete devices or ICs are. critical or key to your MPU systems?

Linear ICs FETsDA/ADs . Other:

(21) Will you use the system development tools that are marketed by microprocessormanufacturers?

Yes No

What specific system development tools do you/will you use? (check all thatapply)

MPU development system Time sharingjComputational mainframe Systems evaluation tool_Logic analyzer Others:Circuit emulation

A5

(22) How important is availability of high-level languages?

Very Somewhat Not important

If a high-level language is important, which do you favor?

Basic Fortran Other: 'PL/M PascalCobol Ada

(23) What is the throughput and the maximum power of your microcomputer systems?(please specify the general application of the system)

Application 1 .KIPS (thousands of instructions per sec)

JOO-500 500-1000 1000-1500 1500-2000 > 2000

Watts

<1 1-10 10-20 20-30 30-40 _>40

Application 2KIPS (thousands of instructions per sec)

100-500 _500-1000 1000-1500 _1500-2000 >2000

Watts

<1 1-10 10-20 20-30 30-40 >40

Application 3KIPS (thousands of instructions per sec)

100-500 500-1000 1000-1500 1500-2000 >2000

Watts

<1 1-10 10-20 20-30 _30-40 > 40

(24) Does the microcomputer system have Built-in-Test fault?

Yes No

(25) Do you use redundancy in the microcomputer systems you are designing?

Yes No

(26) If yes, what types of redundancy do you use? (please specify the general appli-cation of the system)

Application 1

A6

(26) Continued

_Para11el Series Series-parallel_Standby Partial VotingOther

Application 2

Parallel Series Series-parallel"Standby Partial Voting"Other

Application 3

_Parallel Series Series-parallel_Standby Partial VotingOther

(27) Are the microcomputers used in flight systems where failures are timecritical?

Yes No

(28) In multiple microcomputer systems are the microcomputers operated syn-chronously or asynchronously in your redundant application?

Sync Async

Thank you!

OPTIONAL:

NAME:

ORGANIZATION^

ADDRESS:_

TELEPHONE NO:

APPENDIX B

ORIGINAL PAGE 9SOf POOR

UNIVERSITY OF SOUTHERN COLORADODIFFERENTIAL GLOBAL POSITIONING SATELLITE PROJECT

FINAL REPORTARTHUR A. BECKMAN

INTRODUCTION

The .NAVSTAR Global Positioning System (GPS) is a prototype

space-based radionavigation system developed by the Department of

Defense (DOD>. The system is managed by the Joint Program Office

<JDO) -in the Air Force System Command <AFSC). When the system is

fully deployed and operational in 1987 it will consist of 18

satellites in three planes of orjb_i_t_._ ___ __

Phase I of the deployment schedule verified that it is

feasible to determine highly accurate user time and positioning

by tracking four satellites placed in 10,98® nautical mile

radius, 12-hour orbits. There are currently four functioning

satellites in two circular orbital olanes at 55 degree

ir.'Cl in at ion with respect to the earth's equatorial pi ane,

providing periodic three to four hour intervals of four satellite

coverage over selected geographical areas.

Current DOD goals for WAVSTAR GPS accuracy call for 10 meter

three-dimensional accuracy for military missions, and 100 meter

accuracy for civil aviation. The satellites broadcast on two

frequencies. LI and L2. The signals on these two frequencies

will consist of eqherneris data from the satellite data store and

one of two pseudo-random codes. The coarse aquisition (C/A1) code

has a very short period and will be used by the military to

aquire the much longer precision (P) code. The military will use

the P code to navigate with, whereas civilian aviation will use

the less accurate C/A code.

ORIGSPJAL PAGE ISOF POOR QUALHY

The NPVSTftR GPS system consists of three see merits. The

satellite segment consists of the space-based satellites which

broadcast epherneris data and current satellite time. Each

satellite has a highly accurate atomic clock on board. The

ground segment consists of a number of around-based stations to

monitor satellite accuracy and status and another ground-based

station to collect reports and transmit current epherneris and

correction data to each of the satellites.' The final segment js

the user sea.ment which receives the satellite sir-rials and uses

them to navigate.

Four satellites are normally required for navigation.

Ranges to the four satellites are determined by seal in2 the

signal transit time with the soeed of light. If the user clock

could be maintained precisely with GPB system time, only three

satellites would be required for navigation. The fourth

satellite is required to resolve the fixed bias ambiguity between

the impr-ecise user's clock and the GPS system time. User-

position is determined by simultaneous solution of fou>- equations

involving four unknowns- the three dimensional position estimates

and' user" clock" bias.

DIFFERENTIAL GPS

To prevent unfriendly nations from benefiting from the

navigation capabilities of the GPS system, the DOD currently

plans to corrupt the C/P code to degrade its* capabilities to no

better than 180 meters (£' DR!«S) . This capability is sufficient

for RNflV/IFR enroute, terminal, and non-precision approach and

landing requirements but is not sufficient for RNftV/IFR

Cateoories 1 or 2 orecision aooroach and laridino conditions.


Orie of the 'major potential benefits of the NPVSTAR GPS

system is the capabiltiy to provide enroute and landing

capability in areas which are not covered by conventional

navigation systems. These areas include large portions of fllaska

and offshore oil dri11 ing rigs.

The use of GPS in a differential mode has the capability to

provide not only this remote navj.oat.ion benefit but also allow

category II and III approaches end landings if the FftA will

r,i o d i f y its' r e o u 1 a t _i_o ns regarding _he_i_ i c o 6t s r _ a p p roaches.

Differential navigation is currently in use with Omega, :_oran-C,

and the TRANSIT satellite system.

The cifferent i a 1 t ecbni q ue s i gn i f i cant 1y i mproves pos i t i on

accuracy by utilizing a surveyed ground site which receives

navigation signals, applies corrections to the signals received,

and broadcasts these corrections to any aircraft in the local

area to apply to their solutions. The errors for all local users

are normally.highly correlated. The errors also tend to change

wore slowly than the time required to transmit them to nearby

users. For Omega, Loran-C, and Transit, the technique provides

improved position accuracy over distances up to a few hundred

miles.

There are three basic differential GPS concepts:

1. Data link type.

2. P.seudolite type.

3. Translator type.

The data link type uses a surveyed GPS receiver which

receives GPS signals, cornoutes its' location, and computes the

ORIGINAL PA©£ ISOF POOR QUALITY

corrections based on its' known location. These corrections are

then transmitted to local users. It has the advantage of

requiring little modification to airborne or ground GPS sets.

The major disadvantage is that it requires a separate data link.

The oseudolite type also computes corrections in the same

way as the data link type but instead of broadcasting just the

corrections, it also generates its' own code and navigation

message. It has a number of advantages but also has numerous

disadvantages, mostly involving cost.

fhe translator type receives the GPS signal and retransmits

them on an offset frequency. The airborne GPS set-corrects for

the errors in each signal by knowing the location of the

transoonder. The major advantage is the low cost of the ground

equipment. The major disadvantage is that the cost of the

airborne set is much higher.

The coal of the research being conducted at NOSfl Ames is to

provide a data base of information regarding differential GPS,

i^ajor research prior to University of Southern Colorado

involvement was an initial test flight series to establish the

operation of the Z-set under the current" satellite configuration,

and modeling of the different concepts of differential GPS to

determine the type which will be pursued in flight testing.

UNIVERSITY OF SOUTHERN COLORADO CONTRIBUTIONS.

Work for NftSft in support of differential GPS fell into the

following areas: literature search, hardware installation in the

SH3 helicopter and laboratory, technical visits to Magnavox to

verify performance of the NOSft interface processor (NIP) and

final acceptance testing of the NIP, design and testing of


software used in the NOSfl computer to gather data and send the

data via telemetry to a ground station for recording, and support

of the prel irninary . different ial GPS flight experiment.

The literature search involved a DlflLOG based search for all

published GPS related work. Pertinent articles were then read

•and analysed to insure that NifiSft has access to applicable

orevious research, and that research already performed will not

be duplir-ated by NPSP.

The helicoter used for MfiSft' s GPS research is a SH3 Sea

8 1 a l i i o n „ I n t h e o r e v i o us e x p e r i m e n t a n ante n n -5 s n d p r e - a rr. p were

Counted in tail of the aircraft and an 'antenna lead was run to

the ^lagnavox 7 --set receiver in the experimenter's rack, "^he Z —

r-et displays its' output on a control display unit (CDIT- , also

mounted on the rack. The Z— set "receiver communicates with the

CDU via a serial r?S-£3c'C link. In the previous experiment , an

:'.ntf"rf see had been installed between, the two devices to also

ti--anr>:vi.t the data to a HP computer to .record.

For the next set of experiments, a nsw interface was

designed and built by ^agnavox which connects directly to the Z-

set's computer bus and transfers data via direct memory access

(BMP) . a method which allows the gathering of much more data.

This interface includes a Digital Equipment Corporation (DEC) LSI

cO'Viouter to process requests for data from NP.SO' s Niorden PDP

.11/34 computer-, collect this data from the 7-set. do limited

processing of this data, and then send it to the NRSO computer

using a serial RS-23SC line.

Due to the volume of the data collected, the available on-

.ORIGINAL PAGE JSOF POOR QUALITY

board storage was deemed irisufficierit arid all data is sent to a

telemetry transmitter via a parallel port to be sent to the

ground where it is recorded on magnetic tape. The .Norden

computer connects to a floppy disk drive for operating system and

applications program storage. On HP terminal is used for

operator input and to monitor data flow£<e-< '<)<"*• -!•)•

Equipment installation consisted of installing racks for the

2-set, NIP, Norden computer, and HP terminal, designing and

building cables between, the telemetry transmitter and Norden

cornpCTter7~a"n~dbe"twee"n the "Norden computer and tTie~"HP terminal^»

and -routing power to the various components. USC' s input was to

specify the layout for the racks, verify the design of the

cabling, and test all cabling and overall operation of the

system.

fi second installation is in building £10. This laboratory

installation is used for static operation to determine error

characteristics, allow side-by-side comparisons with other sets,

and allow testing of the various components. The antenna for the

lab is on the building's roof as is the ore-amp. For previous

work, cabling had been installed for both' a GPS antenna and a

Loran antenna. .The remaining equipment from the aircraft is

installed in the lab itself.

To allow the operation of two sets, a second antenna was

required. USC's role was to procure the cabling and connectors,

coordinate the modifications to the roof antenna tower to accept

a second antenna and pre-amp, coordinate the installation of the

cabling, and test the system.

In order to extract information from the Magnavox Z-set

SP%.«:>S51' ^wi-i .!V'ft«?o3,*' ^* •:.• .r^r •:D?-sv.-

^^-f--:^,^^i..^:•:•'•.^:'••---'^l-'.-' r:. - . . . g •:-'.^v^i^ °H +W^^^-;^£l?!*&&?^&

ORIGINAL PAGE'ISOF POOR QUALFTY

receiver for processing by the NASfl computer, a contract was let

to Maonavox's Advanced Products arid Systems Company to build an

interface processor which would receive requests for blocks of

information from the Norden and then get this data from the

receiver. Both the -receiver and interface processor use DEC LSI

computers with the Q-bus. The interface processor would

communicate with the receiver via the bus and with the 'Morden

usinc serial RS-232C.

ttaonavoM beuan work on the interface in Januarv 1933 and was

scheduled to finish in mid-October 1983. The author was assigned

the task of monitoring progress, making liason trips to observe

progress, and vepresent NflSfi curing final acceptance test ing.

Maonavox underestimated both the complexity of the project

and the lead times for parts. By October 1983, the original

software team had been replaced, and. a_new start was scheduled for

the software.. The hardware was. substant ial ly complete in

Moverriber and an attempt was made to write enough software to fly

the originally scheduled experiments in December 1983. The

author made two trips to i^agnavox's location in late Movernber to

test the software. Unfortunately it was not possible to extract

enough information to make the flights useful and the experiments

were rescheduled for Ppril 1984.

0 meeting at NOSfl in December resolved the last of the

conflicts with the design specifications and development then

proceeded on the new schedule. Final acceptance testing at

Magnavox's location in mid-March 1984 was successfully completed

and the eouioment was shiooed to NflSfi.

ORIGINAL PAGE 4SOF POOR QUALITY

The purpose of the initial set of flight experiments was to

provide a base of informat ion to roughly define the actual

performance capabilities of differential corrections. Since

NPSP1 s actual ground GPS station wasn't due to be finished until

late 1985, Sierra Nevada Corporation was contracted to provide

their services to locate a mobile second G^S set with data collection

capabilities. This set would then be located on a surveyed site

at the Davy's Crows Landing facility where the flight tests were

scheduled to be conducted.

During a flight, both GPS sets would collect data at the

same time. -The airborne system would send the data to the ground

station using telemetry from wnere it- would be transmitted back

to Prues for recording on magnetic tape. The ground system would

send its' data via a high speed modem to Pmes where it would.be

likewise recorded. P laser tracker at Crows would be utilized to

provide a highly accurate -record of where the aircraft was in

space at all times during the flight^

Gubseouent to the flight the laser tracking data and data

•From the aircraft GI S set provide a record of the error

experienced throughout the flight. The data from the ground

based GPS set provides the errors experienced by that set by

comparing the. computed position and subtracting the known

coordinates. This error data can then be applied to the-airborne

data to give a rough approximation of the benefit of differential

GPS.

The author was responsible for all software running on the

Norden computer on board the SH3. Three major routines were

written to a.ccomol ish the tasks of cornrnunicat ino with the NIP and

PSEUDO-DIFFERENTIAL GPS FLIGHT EXPERIMENT

TRACKINGRADAR &

IK RECVR

AIRBORNE

GPSRECVR

\ /FIXED •GPSMONITOR

STEEP APPROACH& DEPARTURE

ORIGINAL PAGE ISOF POOR QUALITY.

the telemetry hardware. Two routines are actually collections of

subroutines which handle all communications with a specified

hardware device. The main routine handles interaction with the

operator, prepares requests for transmission to the NIP, and

buffers data for the telemetry link.

p> Worden DZ-11 device is used to. communicate with the NIP. i't

is a multiplexed eight port serial card. The DZ subroutines

_•! =jZ! d 1 e. J n -;- a z • ° » * a ''' ansrni ss i on and r ece i v i n g . and e?r r o r

handling. ~he transmission subroutine is called by non-time

critical portions of the Main routine and sends the message

without returning to the cal 1 ing rout ine until complete. The

'••ecei viv-n suhroutine on the other hand is called by a time

critical portion of the main rout ine ' and must operate .using

interrupts. It uses double buffering to insure that no data is

lost due to slow response time by the main routine. The

ir.'cornino mes^scje' s checksum's are verified to insure that a

complete message is received.

R Norc!en OR device is used to communicate with the -telemetry

hardware. This is a 15-bit parallel port with one input port and

one output port. The DR subroutines handle initialization of the

DR card and output to the card. The output subroutine is called

by a time critical part of the main routine and is therefore

interrupt driven. It is single buffered and the main routine

waits if it gets ahead of the output stream.

The main routine calls all of the initializations

subroutines and then oresents the ooerator with a menu of

. . '.iS/:..-,'-• -'. ',--'•,, -i:.. •- :, ,-..»Jl • .••'•-'%;-" <:•;

choices. This menu can be recalled at any time by hitti.ng .a1 key

on the keyboard. When the operator makes a choice the .routine ;

then prepares the appropriate, messages to be sent and calls the:

subroutines. Several of the select ions request repeti viewdata'and ^ .: • ' . ' < . . , - ' . ' . ' .

once selected the software automatically collects the incoming r .

data and sends it to the telemetry hardware with no further- - -

operator intervention. The routine contstantly checks a series

of flags from the subroutines when not in the menu mode. These

flags inform the main routine of the status of the various

buffers so thatdata can be copied at the appropriate time to

prevent loss of data. Portions of the collected data are

displayed on the operator console so—that correct operation of

the orooram can be verified.

The program was specifically written to allow for a wide

variety of different configurations to allow for different flight

experiments in the future. Only the messages to the NIP and the

menu need be changed to request new data. For—the...initial.

flights a set of requests were prepared for epherneris data and

another set for range and pseudo-range data. The pseudo-range

arid range data were collected throughout the flight except when .

new ephemeris data was being collected. :

Epherneris data was collected just prior to beginning the

experiment and whenever there was a satellite changeover during

the flight (no more than one changeover). fi communications link

with the ground GPS station insured that they collected the

ephemeris at, thB'.same^timei.'- • ..,"., J • ^:,..,V, •' :.' ' ; '• . '., '; - ::" •..".

• :'•'• Support foi<y the" flightvpperajjipns involved^nstairt^

testing the equipment-prior, to each f l igh t , operating the v-. ' ;• . , ' •»• . :-\.v

' . • -•*- . . . ' - • :# • • •• . - . - - . -v • ; • - • ' ,:•- - ; - ; v.:v.


equipment during the flight and then removal of those portions

of the equipment required back in the lab after the flight.

Several flights were made to insure that enough data was

collected. Each flight lasted at least an hour and involved

approaches and take-offs as well as a racetrack pattern£$«te tit /t-ts

This initial set of flights were finished in early June.

The results appear to be useful and will be published in early

1985.

- £> r-f-ve**-* / /i r/iy .

CROWS JUN-211984

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GPS SH3 INSTALLATIONEQUIPMENT INSTALLATION

WARNINGl INSURE THAT RACK POWER IS OFF.

1. Insure that pre-amp has been installed in tail of SH3 byaircraft maintenance technician.

2. Insure that RMDU is connected properly (coordinate withaircraft manager).

3. Secure HP 2382A terminal to rack using straps and screws(baseplate). Connect DB-25 connector to rear and plug power cordinto power strip at rear of rack.

4. Install CDU in cutout. Connect cable marked "CDU" to J-l onback of CDU.

5. Insure that jumper cable is in place between J-l of CDU andJ-3 of Z-Set (old interface used to connect to this break).

6. Install Norden in full ATR rack. Connect power cable to J-4.Connect cable to terminal to J-l. Connect cable from NIP to J-6.Connect UNIBUS cable to J-5. Verify that all pins are solid oncable to RMDU and connect to J-3 (one pin is held in place byglue).

7. Install Miltope floppies and controller in their rack (ifflying) or hook up on top of rack. Connect UNIBUS cable toJ-l of controller. Plug in power cords to power strip at rear ofthe rack.

8. Install Z-set in right hand 3/4 ATR rack. Connect antennalead to J-4. Connect power cable to J-2. Connect CDU cable(from CDU J-l) to J-3.

9. Install NIP in left hand 3/4 ATR rack. Connect power cableto J-2. Do not plug in. Connect cable from J-6 of Norden to J-3. Connect thick cable from Z-set to J-l.

10. Have wiring inspected and tied down.

To remove equipment, reverse procedures. Note that all cablesthat connect to the NIP are also used in the lab.

Tools required: Flat head and phillips screwdrivers and wirecutters (to free cabling from tie-downs).

GPS SH3 INSTALLATIONPRE-FLIGHT INSTRUCTIONS

WARNINGI - THESE STEPS TO BE ACCOMPLISHED IN SEQUENCE.

1. Insure that power is available to SH3 and that experimentersstation power switch (to right of righthand pilot) is on.

2. Insure that all equipment is turned off. Turn brightnessswitch on CDU fully counter-clockwise (click).

3. Flip two right hand switches up on small orange box at upperleft of rack. Verify that green lights come on.

4. Push in CB-18, 21, 22, 19, 7, 8, 10, and 12 (GPS, rack andRMDU power). Push in CB-4 and 5 for AIMS altimeter (if used) andCB-3 if radar tracking will be utilized.

5. Apply power to terminal (push switch in rear).

6. Apply power to disk controller and drives.

7. Push in CB-16 to "turn on" "computer. ~

8. Turn brightness switch on CDU clockwise to adjust brightnessof display.

9. Plug NIP power cord into power strip at the rear of the rack.

10. Pre-flight Z-set per page 5-12 of Z-set user's manual.

11. Insert aircraft floppy disk in DYO:

12. Hold down shift key on terminal and hit break key.

13. Hit caps key.

14. Type L<sp>171000<cr> followed by S<cr>. System should boot.

15. After system boots type INIT VM:<cr> followed by Y<cr>. Thenext 6 instructions load virtual memory with a minimal system andthe program.

16. Type COPY<cr> *.SYV<cr> VM:*.SYS<cr>.

17. Type COPY<cr> RTllVM.SYS<cr> VM:RTllSJ.SYS<cr>.

18. Type COPY<cr> SWAP.SYS,NORINT.SAV<cr> VM:<cr>.

19. Type COPY<cr> STARTV.COM<cr> VM:STARTS.COM<cr>.

20. Type COPY/BOOT<sp>VM:RTllSJ<sp>VM:<cr>.

21. Type BOOT<sp>VM:<cr>. What boots is a minimal systemrunning on a virtual disk (in core memory). The only usable

command is R (not RU or RUN).

22. Type R<sp>NORINT<cr> to verify program operation.

23. When NORINT comes up type <sp> to begin.

24. Type 2<cr> to send a test pattern to the ground station.Verify with the ground station that they are receiving thepattern.

25. Type <sp> to get menu back. Type 6<cr> to exit program.

26. Verify that the almanac has been gathered successfully.Page 4-10 of z-set User's Manual.

27. Remove the aircraft disk.

28. Pull CB-16 out. Computer must be turned off beforeperipherals to prevent core memory from being trashed.

29. Turn off the floppy drives and the terminal.

30". Unplug the-NIP. "

31. Turn brightness knob on CDU fully counter-clockwise (click).

32. Pull CB-12, 10, 8, 7, 18, 19, 21, and 22. Pull any othercircuit breakers still in.

33. Flip switches at orange box down.

34. Remove UNIBUS cable from front of Norden. Take UNIBUSterminator off of the floppy drive controller and screw into J-5on Norden.

35. Remove floppy drive from aircraft if required.

GPS SH3 INSTALLATIONPLIGHT OPERATIONS

WARNING 1 - THESE STEPS TO BE ACCOMPLISHED IN SEQUENCE.

1. Wait until engines have started and pilots give go ahead forremoving seatbelts.

2. Flip two right hand switches up on small orange box at upperleft of rack. Verify that green lights come on.

3. Push in CB-18, 21, 22, 19, 7, 8, 10, and 12. Push in CB-4and 5 for AIMS altimeter (if used) and CB-3 if radar trackingwill be utilized.

4. Plug NIP power cord into power strip at rear of the rack.

5. Apply power to terminal (push -switch in rear).

6. Push in~ CB-16."

7. Turn brightness switch on CDU clockwise to adjust brightnessof display.

8. See page 5-12 of Z-set user's manual to prepare for take off.

9. Hold down shift key on terminal and hit break key.

10. Hit caps key.

11. Type L<sp>0<cr> followed by S<cr> to boot system in memory.

12. After system boots type R<sp>NORINT<cr>.

13. When NORINT comes up, type <sp> to begin.

14. Type Kcr><sp>l<cr> to get accurate status of Z-set.

15. Verify that status of Z-set is healthy and that the set isnavigating (see Z-set user's manual page 5-12).

16. Type <sp>5<cr> to begin data collection.

17. Next three instructions gather ephemeris. Type <sp>3<cr>,wait for 5 seconds, then type <sp>4<cr>. Block 34 should becollected immediately.

18. Turn selector switch on CDU to EPE position, push 5A key,wait until A appears in upper left on display, then push CLR key."A" should be cleared from display. Z-set re-gathers ephemeris.

19. Wait for all blocks to be collected. Completion indicatedwhen Z-set is again navigating on four satellites.

20. Type <sp>5<cr> to restart data collection.

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GPS SH3 INSTALLATIONSHUTDOWN INSTRUCTIONS

WARNING1 - THESE STEPS TO BE ACCOMPLISHED IN SEQUENCE.

1. Type (sp)6(cr) to exit program.

2. Pull CB-16 out.

3. Turn off the terminal.

4. Unplug the NIP.

5. Turn knob on CDU fully counter-clockwise (click).

6. Pull CB-12, 10, 8, 1, 18, 19, 21, and 22. Pull any othercircuit breakers still in.

/

7. Flip switches at orange box down.

8. See equipment installation instructions for SH3 for removalof equipment.

GPS LAB INSTALLATIONEQUIPMENT INSTALLATION

1. Insure that all breakers are out on powerdistribution box.

2. Connect CDU (J-l) to merged cable coming from J-3 of Z-Set.

3. Connect AIMS altimeter (if used) to cables coming from J-3 ofZ-Set and power distribution box.

4. Connect cable from CDU to J-3 of Z-Set.

5. Connect J-2 of Z-Set to cable coming from power distributionbox.

6. Connect J-l of Z-Set to buffer box. To simplifyinstallation, thick cable leading to NIP should already beconnected to buffer box. Connect cable to J-l of NIP.

7. Connect antenna lead to J-4 of Z-Set (marked as GPS #1).

8. Connect ground wire from 28 volt power supply to one of thelower righthand screws on the face of the Z-Set.

9. Insure that the 28 volt leads from the power distribution boxare connected to the 28 volt power supply. The two ground wireswhich parallel the antenna wires from the crawl space should beconnected to the 28 volt power supply.

10. Loran antenna cable is being used to power preamp on roofand should be connected to 15 volt power supply. Antenna hasdual banana plug attached. Notch on plug is ground side.

11. Connect cable (bring over from aircraft) between J-3 of NIPand J-6 of Norden.

12. Connect console cable from breakout panel on rack to J-l ofNorden. Connect terminal to panel (JIB). Cable should havewires 2 & 3 straight through (verify with ohm meter).

13. Connect UNIBUS cable to MILTOPE floppies or extender box(See separate instructions for extender box) and J-5 of Norden.

14. Connect power cable to J-2 on NIP. Do not plug into power.

GPS LAB INSTALLATIONPOWER ON

WARNING I - THESE STEPS TO BE ACCOMPLISHED IN SEQUENCE.

1. Fill out GPS log.

2. 115 VAC, 400HZ power cord connected to power distributionbox.

3. Power cords to disk drives, terminal, and power suppliesplugged in (60HZ).

4. GPS brightness control on CDU full counter-clockwise (click)

5. CB-1 on power distribution box in. Then CB-2 in.

6. CB-3 (AIMS PUR), and CB-4 (AIMS VIB.) in if altimeter used.

7. Turn on power to antenna pre-amp. Verify approx. 0.5 ampcurrent and 15 volts-.

8. Turn on +28 volt" power"supply to CDU (two switches).WARNINGl Do not touch the 28 VDC rheostat adjustment. It ispreset on 80 for proper operation.

9. Turn GPS brightness control on CDU clockwise to adjustdisplay brightness.

10. Plug in NIP to 115 VAC, 60HZ.

11. Follow GPS operations checklist for proper systemoperations.

12. Apply power to terminal.

13. Apply power to disk drives.

14. Apply power to Norden computer.

15. Follow software operation instructions.

GPS LAB INSTALLATIONPOWER OFF

WARNING I - THESE STEPS TO BE ACCOMPLISHED IN SEQUENCE.

1. GPS brightness switch full counter-clockwise (click)

2. CB-1 out.

3. CB-2, CB-3, CB-4 out.

4. +28 VDC output power switch (right) off.

5. +28 VDC power switch (left) off.

6. Turn off power to antenna pre-amp.

7. Exit any software running on Norden.

8. Unplug NIP.

9. Turn off Norden.

10. Turn off disk drives.

11. Turn off terminal.

EXTENDER BOXCONNECTING TO NORDEN

1. Unload heads of RL02s (load switches out).

2. Turn power switch on commercial PDF 11/34A to OFF.

3. Pull extender box drawer out and open top.

4. Remove UNIBUS cable leading to SIGMA 9 interface (left rearcable). Note orientation of connector.

5. Remove terminator card (card in back with purple top) fromSIGMA 9 interface and place in slot emptied by UNIBUS cable inextender box.

6. If additional memory board is needed (for RSX-11M), verifyproper memory address using attached sheet (NORDEN has 64K wordsinternally_)_.__ PJLace memory board .between main UNIBUS__cable _and__RX211 card after removing grant jumper.

7. Close extender box and push it back into place.

8. Connect UNIBUS cable from NORDEN to connector behind extenderbox.

9. Pull top off of commercial computer and remove UNIBUS cable.NOTE LOCATION OF NOTCH 1

10. Insert UNIBUS cable into slot next to where the cable fromthe NORDEN screws into extender box. Note that the tab whichprevents the cable from being inserted backwards is broken.Insure that notch is over broken portion.

11. Apply power-to NORDEN and terminal.

12. Apply power to disks and extender box by flipping silverswitch above and right of RX02s up.

13. Push load buttons on RL02s in.

Reverse procedure to reinstall commercial computer. Remembergrant jumper after removing memory.

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APPENDIX C

REPORT OF CONTRACT WORK

FOR UNIVERSITY OF SOUTHERN COLORADO

JULY 1983 - AUGUST 1983

TIM R, JOHNSON

My main task during this two-month period'was to install the RSX11M

operating system on the Helicopter Group Lab's LSI 11/23 computer.

The LSI 11/23 computer system is connected to various peripherals

(see diagram) including a Ramtek-9400 color graphic system* voice input

and output devices* digitizer tablet? and touch panel. The system is used

as a general purpose graphics workstation for design of interactive color

displays and concepts. The computer had been running under the RT-11

operating system? but we decided that the RSX11M operating system

(multi-user* multi-tasking) would make better use of the hardware resources

for the following reasons!

1) timesharing - two or more people could be developing? editing*

compiling* or doing other tasks at the same time.

2) bigger program space - RSX11M makes better use of the

128 kwords of memory present on the system*

allowing programs UP to 32 kwords in size

(larger if overlayed).

3) multi-programming - more than one process can run simultaneously*

allowing more overall throughput* better real-time

response for those programs that need it> and new

programming options such as inter-task communication

and parallelism.

4) improved security and organization - files and programs can be

logically grouped into separate directories* and

files can be protected against accidental or

unauthorized deletion or alteration.

The work of converting to RSX11M consisted mainly of writing*

modifying* and installing new system software drivers for the various

peripherals* testing these* and writing new I/O routines in the graphics

support library to use the new drivers. In this way* many RT-11 programs

-that were written for the color graphics system and other devices would

need very few changes nade to them in order to run under the new RSX11H

operating system. In addition! some new features offered by the RSX11M

drivers could be used by all programs* present and future? in a simple*

general way.

The following drivers were installed?

a) serial drivers for the touchpanel and Voterm -

I decided to use the RSX11M terminal driver (TTDRv1) to

communicate with our two serial devices* the touchpanel and

Voterm voice recognition unit. The use of the system

terminal driver allows a separate interrupt-driven

"typeahead1 buffer for each device* which can then be Queried

by 3 program when it wants input from the device. The buffer

can be checked to see if any characters are in it* and the

Program can specify whether to wait until some are (hang mode)

or return to the program and continue (nohang mode). In this

way* both touchpanel and Voterm can be used as dual*

either/or input devices* which provides flexibility in

Programming and built-in backup should one or the other device

be unavailable.

b) graphics printer - The Hewlett-Packard graphics printer was

Connected to s dedicated IEV11 interfsce and csble (general

purpose interfsce bus* IEEE-488 standard)* and I modified

the RSX11M standard line printer driver (LPDRV) to run the

HP printer. The main changes were that the new HP driver has

to address the HP printer as a GPIB device on startup ss well

as when the printer goes offline* since the printer will

become un-addressed if powered off during printing (to clear

a paper Jam* for instance). Also* the new HP driver must pass

all characters to the printer* since the driver will also be

used to print from the Ramtek screen. This will involve

sending binary data to the printer (with the printer in graphics

mode) so tabs and other control characters oust cause no special

action on the part of the new HP driver,

c) Kamtek driver - A device driver for the Ramtek-9400 was obtained

and installed* and new I/O routines for the Ramtek graphic

support -libT3Ty-tR3aHt-)-were-w-r-it-t-€n—t-f>-use- the- new driver.

The driver uses direct-memory access to communicate with

the Ramtek device* so I/O to the Ramtek is faster now than

under RT-11» which used programmed I/O,

d) GPIB driver (for Votrax and digitizer tablet) - A new driven

IBBRVi was obtained and installed to communicate with the

Votrax voice synthesizer and the HP digitizer tablet? both

devices on the GPIB (IEEE-488) bus. Future devices can be

simply plugged onto the external cable for this bus? set to

a uniaue GF'IB bus address? and programmed through the IBDRV

driver. Two new I/O routines? IBREAD and IBURITE? were

written and included in the Ramtek support library to

commmunicate with GF'IB devices. In addition? the routine

IBSETMODE allows the IB*, driver to be set UP in four

different read and write modes* as well as specifying the

end-of-data character for a read of a GPIB device.

The conversion of old RT-11 graphic programs to the new RSX11M system

was fairly straightforward. Some procedure names had to be changed? ( ie

from Uritedriver? Readdriver to Ibwrite? Ibread )> and the touchpanel and

Voterm routines have a new parameter 'hangmode1 ? a boolean? to specify

whether to wait for input or return immediately if there is none. In addition?

a new routine? Flushbuffer? was added to the support library. This routine

flushes the touchpanel or Voterm "typeahead" buffer? since there will be

some cases where a program does not want any previous input from the device

but only input that occurs after a specific reauest for input from that device,

The usual case when this happens is during successive menu box selection

using the touchpanel? where two or three 'hits' for the same menu box will

be stored in the typeahead buffer? but all those after the first hit are

redundant and possibly wrong if taken to be the input for the next series of

menu box tests on a new display frame? for instance.

SYSTEM CONFIGURATION

oisicor

UNtT \ •

FLOPPY DISKUNftS Ojl: '

16-b.t

LSI li/33

-bit

CDUft

<5*APHICDISPLAY

GPlR

VOVCC" OUTPUT

TABLET

APPENDIX D

NASA

SUMMER

PROJECT

June-August, 1983

byRichard W. Parker

toDr. Don Cottrell

During the summer of 1983 at NASA Ames Research Center, located atMoffett Field in California, I performed various technical and developmenttasks. The tasks that were performed and required of me were to assistRalph Carestia in the development of a few boards used on the project andto do technical tasks on projects previously started.

I assembled two Intel SDK-86 single board computers and trouble-shotanother one to be used for training purposes by Ralph. The SDK-86's werevery enlightening to assemble, because they gave me an understanding of a16 bit computer system and some familiarity with 8086 assembly language.

The boards that were assembled and developed were couple port I/Oboards, a 16 port DAC board, a digital to syncro board, a digital toanalog discrete board, and an analog to digital discrete board. With re-gard to the later two boards, I was instrumental in their design. Thedigital to analog changed a digital word from a S-100 interface to 28vdcand Ovdc for the simulator use, the analog to. digital changed the 28vdcinput to a logic 5vdc level used in constructing words utilized by thecomputer.

The digital to analog board used a DG162 for a switching device for op-erating a transistor, used as a current sinking device, switching develop-ing the 28vdc used as an input to the simulator.

The analog to digital board used a comparator (LM 311) to change a 28vdcinput to a logic 5vdc level. I used a debounce circuit to eliminate un-wanted spikes caused by the switches bouncing when the operator usedthem. A storage register (D flip/flop) is used to latch the informationuntil the computer requests the data. A signal from the computer resetsthe register after it receives the data to enable sampling of the wordagain. The signal used for the reset function was the Data Transmittedline.

The summer employment was very enjoyable and a good experience for stu-dents to have. The expense was a little rough if the students have somefinancial responsibility elsewhere. But I enjoyed the experience andthank the university for selecting me to participate in the program and Ihope the program will be able to continue.

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