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Complex Integrated Avionic Systems and System Safety

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Federal Aviation Administration. Complex Integrated Avionic Systems and System Safety. Presentation to: Europe/U.S. International Aviation Safety Conference Name: Ali Bahrami Date: June 9, 2005. Electronic flight inst. Ex. 757/767. Integrated display system

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slide1

Federal Aviation

Administration

Complex Integrated Avionic Systems and System Safety

Presentation to: Europe/U.S. International Aviation Safety ConferenceName: Ali Bahrami

Date: June 9, 2005

trends in avionics integration and complexity

Electronic flight inst.

Ex. 757/767

Integrated display system

Ex. 747-400

Expanded IMA

Ex. Falcon EASy, ERJ-170

Integrated Mod Avionics (IMA)

Ex. 777

  • Integration within closely related functions
  • Most functionality in hardware/firmware
  • Integration of most display-related avionics functions
  • Most functionality re-programmable
  • Integration of avionics + some flt. control and airplane systems
  • More generic processors & software-based functionality
Trends in Avionics: Integration and Complexity

2000

1980

1990

  • Integration of many avionics functions
  • Card-based processors in cabinet racks
trends in avionics architectures
Trends in Avionics: Architectures
  • Huge increases in:
    • Functional integration.
    • Software size and complexity.
  • Shift in techniques for isolation/independence:
    • Traditionally, redundant features were completely isolated – now they communicate with each other.
    • High/low criticality functions traditionally physically isolated from each other – now share computing and databus resources.
  • Mix of new and reused (“legacy”) software.
trends in avionics tso
Trends in Avionics: TSO
  • TSOs:
    • Traditionally, TSOs were used for simple equipment (e.g. seat belts) and well-defined “stand-alone” functions (e.g. air speed indicator). Installation issues were minimal.
    • Now, TSO requirements cover only a small fraction of the designed functionality.
    • TSO functionality may be embedded in an integrated avionics suite (“functional TSO”).
    • Vendors need TSOA to ship “brain-dead” hardware which doesn’t comply with the full TSO requirements until installed and software is loaded.
trends in avionics engineering and business practices
Trends in Avionics: Engineering and Business Practices
  • Increasing dependence on Commercial Off-the-Shelf (COTS) hardware and software. Examples:
    • Microprocessors (from PC industry).
    • Operating systems (e.g. Windows).
    • Graphic processors (from video game industry).
  • Changes in manufacturer-vendor relationships and responsibilities.
  • Global design and manufacturing of highly integrated avionics functions.
  • Shift from airframe manufacturer as “designer/builder” to “integrator/assembler.”
certification challenges
Certification Challenges
  • Integration and complexity:
    • Current processes (e.g. DO-178B/ED-12B for software) were developed with much simpler architectures in mind.
    • Experience is showing that there are complex and often unexpected “connections” between traditionally unrelated or independent functions, especially during failures.
    • Failures become more difficult to predict and diagnose.
    • It becomes less and less feasible to test all inter-related failure modes.
    • Fully integrated test facilities become more challenging and expensive to build and operate.
certification challenges7
Certification Challenges
  • Software:
    • Software-based isolation and independence is much more “fluid” and difficult to assure than relying on hardware.
    • Mixing of COTS, reused, and new software – all developed by different processes and to different standards – makes assessing the safety issues much more difficult, especially in standardized ways.
certification challenges8
Certification Challenges
  • “Functional” TSO:
    • Difficult to separate TSO issues from installation issues
      • TSO’d function may be part of the software that resides on a circuit card.
      • TSO compliance can only be assessed when installed in the host system.
      • Even simple issues like part marking become complicated.
      • TSO change processes were not developed with these complex TSO “packages” in mind.
  • Engineering and Business practices:
    • COTS products are not developed to traditional aviation standards.
    • Detailed certification data and knowledge often resides at vendor rather than manufacturer.
how the authorities have responded
How the Authorities Have Responded
  • The authorities have already taken a number of actions to support recent IMA trends and specific projects, including:
    • Development of IMA AC and TSO.
    • Development of an Order on software reuse.
    • Approval of functional TSOs.
    • Numerous DO-178B/ED-12B “workarounds.”
    • Additional relevant guidance is in work.
  • However, continued industry support is needed…
what is needed to support the trend
What is Needed to Support the Trend?
  • Current software certification methods did not envision modern IMA architectures, so we need new methods…
    • That are equally effective in ensuring safety…
    • While supporting the certification of IMA.
  • The current TSO process is not well-suited for embedded software functions, so we need new approaches to TSOA…
    • Which allow design and production approval for traditional TSO functions in IMA architectures…
    • While protecting the level of safety provided by type certification processes.
what is needed to support the trend11
What is Needed to Support the Trend?
  • When manufacturers out-source development and test:
    • New processes for authorities/manufacturer/vendor communication are needed.
  • Testing:
    • Testing of the IMA “pieces” will not find integration problems.
    • The actual airplane is not an adequate test environment for many IMA issues.
    • Full-scale integration test facilities may not be commercially viable.
    • Industry needs to help develop new approaches to integration testing that will find and characterize IMA problems before certification.
authority industry partnership
Authority-Industry Partnership
  • Cooperation is needed more than ever.
    • Traditional certification processes were developed to match past commercial practices
    • The pace of change is increasing
  • Industry will need to lead the effort to develop new methods of compliance.
    • New methods cannot just “do less” – they MUST preserve, and where possible, improve the level of safety.
    • Focus on safety-related issues while with IMA, it is more difficult to separate what is or is not “safety-related.”
summary and future perspectives
Summary and Future Perspectives
  • The authorities support industry’s efforts to advance the technology
    • Historic cooperation between the authorities and industry has been essential in developing viable and effective methods of compliance and safety assurance.
  • Cooperation is even more critical as we collectively support rapid technological advances while at the same time increase the level of safety.
  • Potential broader issue: Does the overall safety assessment process need to be revisited, to account for the migration of functionality (and failure conditions) from hardware to software?
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