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A SIMULATION OF A COMPUTER GRAPHICS-AIDED AIRCRAFT HANDLING SYSTEM Allan Keith Johnson
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A SIMULATION OF ACOMPUTER GRAPHICS-AIDED AIRCRAFT HANDLING

SYSTEM

Allan Keith Johnson

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LiDrary

Navai Postgraduate Schooi

Monterey, California 9394fl*

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y h \i

Monterey, California

. £fc\T\

I 1 If3"3"

ef33*'' I ^**

B3HTli«fiiM'Slfc*™»»CE*'rcK»:3*:^-

A Simulation of a

Computer Graphics-Aided Aircraft Handling System

by

Alan Keith Johnson

Kriston Philip Y/oolley

June 19 75

Thesis Advisor: G. M. Raetz

Approved for public release; distribution unlimited.

T1679&5

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SECURITY CLASSIFICATION OF THIS PAGE C*J\tn Dvn Entered'

REPORT DOCUMENTATION PAGE1. REPORT NUMBER GOVT ACCESSION NO

READ INSTRUCTIONSBEFORE COMPLETING FORM

3. RECIPIENT'S CATALOG NUMBER

4. TITLE (and Subtitle)

A Simulation of a Computer Graphics -Aided Aircraft

Handling System

S. TYPE OF REPORT 6 PERIOD COVERED

Master's Thesis (June 1975)

«. PERFORMING ORG. REPORT NUMBER

7. AUTHORf*; 8. CONTRACT OR GRANT NUMBERf«J

Alan Keith JohnsonKriston Philip Woolley

9. PERFORMING ORGANIZATION NAME AND ADDRESS

Naval Postgraduate School

Monterey, California 93940

10. PROGRAM ELEMENT, PROJECT, TASKAREA 6 WORK UNIT NUMBERS

II. CONTROLLING OFFICE NAME AND ADDRESS

Naval Postgraduate School

Monterey, California 93940

12. REPORT DATE

Tune 197513. NUMBER OF PAGES

15114. MONITORING AGENCY NAME 4 AODRESSf// dltiaront from ControllInC Otttcx)

Naval Postgraduate School

Monterey, California 93940

15. SECURITY CLASS, (ol thia report)

15«. DECLASSIFI CATION/ DOWN GRADINGSCHEDULE

16. DISTRIBUTION STATEMENT (ol thl* Report)

Approved for public release; distribution unlimited

17. DISTRIBUTION STATEMENT (of the aba:tact en teted In Block 20, II dlllarant from Report)

18. SUPPLEMENTARY NOTES

IS. KEY WORDS (Continue on reverse eld* 'A nectaeary end Identity by bloca number)

Computer Graphicsaircraft spotting

interactive terminal

simulation

20. ABSTRACT (Continue on reverie tide II nacaaaary and Identity by ft/ock numbar)

Previous studies and research have determined that the aircraft handling problem

aboard our modern aircraft carriers is needlessly complicated by inadequate

communication and information handling. This study develops an interactive

computer graphics system which would improve information handling. Theproposed system will not make the logical decisions of the handling problem,

but rather will assist handling and maintenance personnel in the presentation

and exchange of aircraft information. The study includes a discussion of

DD ,^M7, 1473

(Page 1)

COITION OF 1 NOV 88 IS OBSOLETES/N 0102-014-6601

I

SEC'JRIVY CLASSIFICATION OF THIS PAGE (Whan Data intend)

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fllCOKITY CLASSIFICATION OF THIS PAGtOVh.n fl»(. Enlmr-J

previous efforts in this area, a basic description of interactive computergraphics and presently available hardware, a description of the entire proposedsystem to be implemented onboard the carrier, and a computer graphics program

that realistically simulates the workings of the displays proposed in the above-mentioned system.

DD Form 1473. 1 Jan 7?

S/N 0102-014-G6G1 security Classification of this PA0E0»7>.n Hoc Fnt*r»d)

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A Simulation of a

Computer Graphics-Aided Aircraft Handling System

by

Alan Keith JohnsonLieutenant Commander, United States Navy

B.A., University of Texas , 1965

and

Kriston Philip WoolleyEnsign, United States Navy

B.S., United States Naval Academy, 1974

Submitted in partial fulfillment of the

requirements for the degree of

MASTER OF SCIENCE IN COMPUTER SCIENCE

from the

NAVAL POSTGRADUATE SCHOOLJune 1975

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Liorary

Nava, Postgraduate ScnoocMonterey California 9394a.

ABSTRACT

Previous studies and research have determined that the aircraft

handling problem aboard our modern aircraft carriers is needlessly

complicated by inadequate communication and information handling. Th?s

study develops an interactive computer graphics system which would

improve information handling. The proposed system will not make the

logical decisions of the handling problem, but rather will assist handling

and maintenance personnel in the presentation and exchange of aircraft

information. The study includes a discussion of previous efforts in this

area, a basic description of interactive computer graphics and presently

available hardware, a description of the entire proposed system to be

implemented onboard the carrier, and a computer graphics program that

realistically simulates the workings of the displays proposed in the

above-mentioned system.

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TABLE OF CONTENTS

I. INTRODUCTION 8

A. BACKGROUND 8

B. CURRENT SYSTEM 9

C. PROPOSED SOLUTION 11

II. COMPUTER GRAPHICS BACKGROUND 13

A. PRINCIPLES 13

B. INTERACTIVE GRAPHICS 14

C. CURRENT HARDWARE TECHNOLOGY 15

1. Displays 15

- 2. Hard Copy 17

3. Interactive Hardware 17

D. SUMMARY 18

III. PROPOSED SHIPBOARD IMPLEMENTATION 19

A. DISCUSSION 19

B. DESCRIPTION OF STATIONS 19

1. Aircraft Handling Officer Display 20

2. Current Flight Deck Display 21

3. Current Hangar Deck Display 21

4. Squadron Maintenance Displays 22

5. Air Wing Commander (CAG) Display 22

C. SUMMARY 22

IV. SIMULATION OF PROPOSED SYSTEM 24

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A. HARDWARE 24

B. COORDINATION AND INTERRUPT HANDLING 24

C. DISPLAYS 26

1. Aircraft Handling Officer Display 26

2. Current Flight Deck Display 28

3. Current Hangar Deck Display 29

4. Squadron Maintenance Displays 29

D. DEPENDENCIES OF SIMULATION SYSTEM 30

V. CONCLUDING REMARKS 32

A. CONCLUSIONS 32

B. RECOMMENDATIONS 34

APPENDIX A MEMORANDUM BY D. E. HARRISON, JR 45

APPENDIX B OPERATING INSTRUCTIONS FOR SIMULATION PROGRAM 55

APPENDIX C DOCUMENTATION OF SIMULATION PROGRAM 61

COMPUTER PROGRAM 70

BIBLIOGRAPHY 150

INITIAL DISTRIBUTION LIST 151

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LIST OF FIGURES

1. INFORMATION FLOW IN PROPOSED SYSTEM 36

2. NAVAL POSTGRADUATE SCHOOL COMPUTER LABORATORY 37

3. ACHO "SCRATCHPAD" DISPLAY 38

4. ACHO SPOT PLAN DISPLAY 39

5. CURRENT FLIGHT DECK DISPLAY 40

6. CURRENT HANGAR DECK DISPLAY 41

7. SQUADRON MAINTENANCE DISPLAY 42

8. CURSOR USED FOR "MOVE" SEQUENCE 43

9 . SIMULATION PROGRAM DATA STRUCTURES 44

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I. INTRODUCTION

A. BACKGROUND

A modern aircraft carrier represents an immense defense investment.

Because it such an incredibly expensive weapons system, it logically

follows that maximum utilization is absolutely necessary. A carrier must

be able to operate as many aircraft as it possibly can carry.

To operate at highest capability, a carrier's organization must be

almost flawless. One extremely critical area of organization is the control

of aircraft on the flight and hangar decks. Aircraft must be moved swiftly

and surely to positions that allow launching, retrieval, and servicing to

be accomplished. Increasingly large and complex aircraft and short

operations cycles make this spotting problem extremely difficult to solve.

Aircraft must be moved without hesitation at the right time to the right

place. There should be no shuffling and reshuffling of positions. If

moves are not made precisely, three things happen. First, because

modern jets with their high fuel consumption cannot wait while planes

are shuttled back and forth on the deck, planes returning from missions

may be lost if the deck is not clear for retrieval when they arrive.

Generally, there is no leeway; planes return with little fuel and must be

recovered immediately upon arrival at the carrier. Second, missions may

not be launched on time and the whole weapons system will have failed

to perform its function. If launches are not made when scheduled, the

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carrier might as well have stayed in port. Last, aircraft may be incom-

pletely serviced and thus would be improperly fueled or armed, or would

fail to receive proper maintenance. If planes are not fueled or armed for

their missions, obviously they are less effective, or even ineffective.

The maintenance problem is the most insidious, since it may develop

gradually. If a plane is not placed in the proper position to receive

maintenance, such maintenance must be deferred, which leads to a large

number of inoperable or "down" aircraft. Launches and recoveries are

of more obvious and immediate importance, and will probably always be

made on time. But this may well be at the expense of maintenance. If

this practice were to continue, the day would soon arrive when no planes

would be flyable.

The aircraft spotting problem is complex and vital. Any aid which

helps the ship approach an optimal operation would certainly further the

ability of the carrier to fulfill its mission.

B. CURRENT SYSTEM

In the current spotting system, aircraft location decisions are made

by the Aircraft Handling Officer (ACHO) . His assistants in Flight Deck

Control maintain a table with flight and hangar deck outlines drawn on it.

Movable aircraft outlines, drawn to scale, are placed on the deck out-

lines to indicate the arrangement of aircraft on the two decks. The ACHO,

observing these locations and using information on launch and recovery

schedules and aircraft requirements for launch and recovery, makes the

spotting decisions. He uses information provided by the Air Wing to

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select specific planes to be launched and/or moved. This information

includes fuel status, up/down status , weapons load, and maintenance

requirements. He prepares a spot plan which shows the desired positions

by drawing the aircraft side numbers at various positions on a sheet of

paper with a deck outline. This spot plan is mimeographed and copies

are distributed to the personnel on deck who do the actual moving. As

aircraft are repositioned, the new locations are reported via phone circuits

and the table in Flight Deck Control, and a similar table in Hangar Deck

Control, are updated.

The organization described above does not always function properly

because information is not always current. Frequently, important infor-

mation about an aircraft is not available to the ACHO and he makes an

incorrect spotting decision; then, when the information does become

available, emergency modifications must be made to the spot plan. This

type of unscheduled change is very detrimental to the smooth operation

of the system because little time is available for respot. Other unsched-

uled changes may occur, such as a previously operable ("up") plane

going down just before, or during respot. Furthermore, a down plane may

not be properly reported to the ACHO, which is an avoidable mistake.

Unavoidable mistakes will occur; the avoidable problems must be minimized

With an experienced ACHO, the major cause of improper spotting

decisions is the lack of timely and correct maintenance information. This

is the fault of the communications system. Squadron maintenance chiefs

report to the Air Wing Maintenance Chief, who maintains information on

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the entire airwing. However, this information may not always be immedi-

ately forwarded to Flight Deck Control and Hangar Deck Control. There-

fore, each squadron maintenance chief also reports directly to these

stations to insure that they make correct spotting decisions based upon

the proper maintenance information. This triple reporting requirement

often leads to confusion and lost information.

The only current complete picture of aircraft location is in Flight

Deck Control. Planning for future maintenance would be improved if this

information were also available to maintenance personnel. Again, the

problem lies in information transmittal and display.

C. PROPOSED SOLUTIONS

One proposed solution to the spotting problem was set forth in a

project called Carrier Aircraft Deck Operation Control System (CADOC3).

The system proposed by this project called for the spotting decisions to

be made by a computer program instead of a human. The inputs to the

program were to be aircraft locations', fuel status, armament status,

maintenance status, and launch and retrieval requirements. Since the

computer could not forget, it would always make correct spotting decisions,

assuming it received correct inputs and that the program logic was correct.

CADOCS was evaluated by Professor D. E. Harrison, Jr., of the

Naval Postgraduate School, Monterey, California. The results of this

evaluation were presented in a memorandum, which is reproduced in

Appendix A. He concluded that total mechanization of the planning

process involved in spotting was impractical with then current software

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technology. The number of variables in a complex spotting decision is

too great to permit practical solution by a computer. A man can base

decisions on past experiences and intuitive knowledge and thus solve

non-standard problems. A computer cannot; it is limited to its pre-

programmed instructions. As an alternative, Professor Harrison proposed

a system involving interactive graphics terminals to assist the ACHO in

his planning decisions.

These ideas were amplified and developed by LT Thomas J. Giardina,

II, in a thesis entitled "An Interactive Graphics Approach to the Flight

Deck Handling Problem." He proposed a system based on terminals,

which would minimize the spotting problem by using the "smart" terminal

to assist the men who make the decisions. The tenninal network would

handle the data transmittal, storage, and display, but would not make

any decisions. With a constant, uniform source of current data, the

ACHO would be better able to make correct decisions.

The Naval Postgraduate School, Monterey, California has under-

taken a preliminary investigation of the feasibility of implementing such

a system aboard aircraft carriers. This study is supported by Naval Air

Systems Command under AIRTASK Number A5375371-2713-5537000053 .

As a part of the investigation, this thesis further develops Giardina's

proposals and shows a practical simulation of the system.

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II. COMPUTER GRAPHICS BACKGROUND

A. PRINCIPLES

As previously discussed, it would be impractical to use complete

computer control to solve the aircraft handling problem. However, a

computer graphics system incorporated into present handling operations

should be highly beneficial to handling procedures. This paper describes

such a system; so this chapter will be devoted to a discussion of the

components required to make up such a system and to their functional

relationships

.

In recent years, a great deal of work has been done in the develop-

ment of computer graphics displays. Many techniques have been

developed, but they all fellow the same basic format. Most of the systems

use the cathode ray tube (CRT) to display the computer-generated infor-

mation. The CRT operates by passing a stream of electrons between

deflection plates onto a phosphorus-coated screen. However, the CRT

alone cannot maintain a picture, because the phosphorus fades very

quickly after the electron beam has passed over it. Consequently, it is

necessary for the system to redraw or refresh the CRT between 30 and 40

times per second from data stored in memory. This process can be

directly controlled by a central computer, but implementation is costly

because large amounts of CPU time are involved. Hence, the CRT unit

is generally given some "intelligence" and a display processor or

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controller is used to collect the data from the computer memory and to

maintain the display. The coordinates of the picture to be displayed

are kept in a buffer memory which the display processor uses to refresh

the CRT. These coordinates control the deflection plates of the CRT.

If a line is to be drawn between the points (x,y) and (w,z), for example,

the display processor sends the coordinates x and y through a digital-

analog converter to the deflection plates of the CRT, with the electron

beam off - this is called a move to (x,y). Then the beam is turned on

and the coordinates w and z are sent to the deflection plates and a line

is drawn on the screen. A complicated picture can be formed by combining

many of these moves and draws. Usually, the "intelligent" CRT also

contains special circuits, called character generators, that allow textual

information to be displayed with little effort on the programmer's part.

This textual information is often displayed to give the user a list of the

choices he might have to interact with the program. This list of choices

is called a menu.

B . INTERACTIVE GRAPHICS

Any sort of computer system is typified by its ability to store,

update, and manipulate data. However, it is difficult for the user to

benefit from these capabilities if he cannot conveniently work with the

system. In a conventional computer graphics system, the computer is

used to generate pictures for the user on devices such as digital plotters

,

film recorders, or CRT's. However, it is not at all convenient to work

with such a system unless it has interactive capabilities which allow the

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user and the computer to interact with each other. In this environment

the computer responds immediately.

Several devices currently on the market allow such interaction.

Examples are light pens, joysticks, and tablets. With these devices it

is possible to draw lines and position objects on the screen, or to

designate items to be changed or deleted. The light pen is probably the

most useful for selection and updating. This device is a photo-sensitive

wand which is able to detect the light which comes from the CRT when

it is placed in close proximity to the CRT face. When the light pen

detects a "draw" by the electron beam it sends an interrupt to the computer,

The computer "knows" which information it was retracing at the time of

the interrupt, and thus "knows" what information has been selected by

the user. It is then possible for the computer to act on this selection.

For more detail on light pens refer to pp. 180-182 in Ref . 8.

C . CURRENT HARDWARE TECHNOLOGY

1 . Displays

Several types of computer display hardware are available

commercially at the present time. Many are basically CRT's and differ

mainly in their display characteristics. In addition to the typical CRT

terminal, there are raster-scan displays, color displays, storage tube

displays, and projection systems.

Raster-scan displays are very similar to television sets in

their method of operation. Raster displays require totally different

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signals from the computer - analog signals - and are thus not too

practical for use in many applications.

Storage tube displays have been a great development for low

cost graphic systems. This type of display avoids the need for a display

buffer. Once the original picture or text is displayed, it need not be

refreshed because the display "stores" the image electronically. How-

ever, this type of display is, in general, less desirable in certain appli-

cations because it is very difficult to interact with and because the

display size is usually limited. A storage tube type display presently

on the market would be quite useful in the graphics system proposed by

this paper. This is the Conographic line of graphic display terminals.

The display CRT of the Conographic display is a high quality television

monitor. The video signal which drives the monitor is derived from a

video memory, which is an integral part of the terminal. The video mernoiy

stores the picture which the display processor sends it. The video memory

can be selectively erased, meaning that part of a picture may be updated

without disturbing the remainder. Hence, it is unnecessary to erase and

redraw the picture in order to make some small change as is required

with standard storage tube displays. The Conographic terminal not only

draws points, straight lines, and characters, but also circles, ellipses,

and conic curves using a substantially shorter display list for the arcs

than is required by conventional graphics hardware. As a result, major

reductions in the amount of data required to draw a given picture are

made possible. This data compression means that pictures take less

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CPU time to manipulate, significantly less storage, and substantially

less time to transmit over communication lines. The Conographic terminal

also has a "zoom" feature which allows fine detail to be "blown up" on

the display at the user's request.

A final possibility for display is a large screen projection

system. This type of system takes the image from a high-resolution

computer-controlled CRT and optically projects and enlarges the image

up to approximately a five foot square display. However, for a display

of this size it would be necessary to have approximately 13 feet of space

for projection and equipment. This requirement would be rather restrictive

even on a carrier, but the capability for such a system does exist.

2. Hard Copy

It is now possible to get a 'hard copy' of a graphics display.

The operator simply pushes a button and the image on the CRT screen is

reproduced on paper in approximately eight seconds. It would be possible

for the ACHO to set up his spot plan on the display and then make hard

copies that could then be handed to the moving crew on the flight deck

who position the aircraft.

3 . Interactive Hardware

In addition to the light pen, other interactive devices are

available for use in a graphics system. The light pen is probably the

most useful device that could be designed into the system proposed in

this paper because most of the interaction is used to select and update

textual information. However, the light pen is subject to user damage,

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so some other device might be more practical in the ultimate system.

Alternative devices could be used to move aircraft images around the

deck display. These devices are the track ball and tablets. The track

ball is used to position a cursor over the object that is to be moved,

and then to move the object and cursor at the same time, This device

can easily be adapted to select textual material. A tablet consists of

a flat surface and a stylus. The position of the stylus on the tablet is

converted into x,y coordinates which are then displayed on the CRT.

The position of the stylus can be associated with a cursor on the screen

and movement of objects or text selection can be accomplished.

Any of these devices are currently available for use on almost

any graphics system. They are all relatively inexpensive and easy to

use interactively. The interactive requirements and the maintainability

of the system will determine which device, or combination of devices,

should be used.

D. SUMMARY

This has been a very quick look at current graphics technology,

but it should be evident that current software and hardware technology

allows the design of an interactive graphics system tailored to the user's

needs. The remainder of this paper proposes such a system and makes

recommendations toward the implementation of such a system. A more

detailed discussion of interactive devices may be found in Ref . 5 and

Ref. 9.

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III. PROPOSED SHIPBOARD IMPLEMENTATION

A. DISCUSSION

To facilitate the design of a system which would conform to the

recommendations made by Harrison in Appendix A, a study was made of

the actual aircraft handling systems used on U.S.S. RANGER (CVA-61)

and U.S.S. HANCOCK (CVA-19). This study consisted of lengthy con-

versations with actual ACHO's and maintenance personnel, as well as

detailed examinations of physical spaces . By combining the results of

this study, the recommendations of Giardina C33 and the principles of

computer graphics as outlined in Chapter II, a system design was

established.

The proposed system design is basically the system suggested by

Giardina. Of primary importance is the proposal that several intelligent

graphics terminals be used instead of a centralized system. This chapter

discusses the number and location of these intelligent terminals, the

information to be stored and displayed by each, and the data passed

between them

.

B. DESCRIPTION OF STATIONS

The following system is proposed: In Flight Deck Control there

would be one terminal for the Aircraft Handling Officer and another,

available to the CAG, and/or the Flight Deck Officer, to update and

present the current flight situation. In Hangar Deck Control there would

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be a single terminal which would update and present the current hangar

deck situation. Each squadron maintenance office would also have a

terminal to update and present the current maintenance status of that

squadron's aircraft. A repeater display, in the squadron ready room, of

that squadron's aircraft status would also be desirable. This display

would not be interactive. The flow of information between terminals is

presented in Figure 1. This figure illustrates only a conceptualization of

the data transfer and does not necessarily imply a particular data com-

munication scheme.

Each of the terminals mentioned above would be a computer graphics

display. Each display would be either a storage tube, a refresh type

display, or a combination of the two. The display would consist of an

appropriate deck outline, aircraft outlines scaled to that deck outline,

lists of aircraft side numbers, and tables of other information. Inter-

action with the software at each terminal would be accomplished with a

tracking device such as a track ball. Specific requirements for each

terminal will be discussed under the station description.

1 . Aircraft Handling Officer Display

The ACHO's display would be located in Flight Deck Control

and designed to be used exclusively by the ACHO. His display would

provide him with a working copy or "scratchpad" of the actual flight

deck. He would be provided with the ability to temporarily position

aircraft outlines on the flight deck to determine a proper spot plan.

These positions would not be passed on to any other displays in the

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system. Once the ACHO was satisfied with the spot, he would "fix" the

spot in memory and make hard copies of his display that could be passed

out to the handling crew to effect the spot.

In addition, the ACHO's terminal would, upon selection,

display the current flight deck situation, the current hangar deck situation,

and current maintenance information on each plane. Current data would

be sent to the ACHO's terminal by the other terminals in the system. The

ACHO's terminal would have all the aircraft outlines present in its memory

and would need only the location and orientation of each plane in order

to display it. This would reduce the data transfer volume between

terminals

.

2 . Current Flight Deck Display

The terminal used to update and maintain the current flight

deck situation would also be located in Flight Deck Control and would

be operated by the phone talker who, in the present system, receives

current information from the flight deck. This terminal would have the

same movement abilities as the ACHO, except that the movement of a

plane would cause the new position to be passed to all other stations

in the system. The terminal would also have the ability to display the

current hangar deck and maintenance information on all aircraft. This

is the backup system for the ACHO terminal.

3 . Current Hangar Deck Display

The station located in Hangar Deck Control would be identical

to the current flight deck station in the methods of operation and available

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data, except that it would be used to maintain the current hangar deck

situation. All movement functions would be identical and the operator

would be able to display the current flight deck and maintenance data.

4 . Squadron Maintenance Displays

A display would be placed in each squadron maintenance

office which would contain the current maintenance data about each

plane in the squadron. Each squadron would have a list of the planes

in that squadron ordered by side number. The operator would be able to

update several fields, such as status, time down, etc., which would

be associated with each aircraft. The data updated by each squadron

would be passed to the hangar deck, current flight deck, and ACHO

displays, but not be passed to other squadrons. Each squadron terminal

would have current positions on all aircraft and would have the ability

to display the current flight deck and hangar deck.

5 . Air Wing Commander (CAG) Display

The CAG would have a repeater terminal that would allow

him to display the current hangar deck and flight deck situations, as

well as maintenance data about all aircraft. The terminal would be for

information purposes only, and therefore it would have no capability

to change the data base.

C. SUMMARY

Implementation of the system proposed above would provide several

distinct improvements to the current handling system. With a system

of interconnected intelligent graphics terminals, it would be much easier,

22

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and considerably faster, for maintenance personnel to report current

maintenance status of all aircraft embarked. Once information is entered

into the system, it is available immediately to anyone that needs the

information. The important point to note is that, in the present system,

maintenance information must be reported to the hangar deck, GAG, and

Flight Deck Control over phone circuits. As a result, some of these

reports never reach their intended destinations and the current maintenance

status on aircraft is incorrect. Whereas with the proposed system, the

report need only be made once and all stations receive the report.

Another important advantage to this system would be that each location

with a terminal would have the current flight deck and hangar deck

pictures available upon request; this is not possible with the current

system

.

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IV. SIMULATION OF PROPOSED SYSTEM

A. HARDWARE

To demonstrate the practicality of the proposed implementation, a

simulation was ran on the graphics equipment at the Naval Postgraduate

School in Monterey, California. Although more up-to-date graphics

equipment has since been acquired, only the equipment described below

was available when work on the simulation was undertaken.

The basis of the graphics system at the Naval Postgraduate School

was two identical ADAGE ACT- 10 graphics computers. The AGT-10 is a

small graphics digital computer system with 8K of main memory and a

magnetic disk for secondary storage. The graphics display consists of

a CRT that is refreshed by the AGT-10 from buffer memory 40 times per

second. To handle the compilation, storing, loading, and linking of

large programs, the two AGT-10 computers are interfaced with a larger,

controlling computer - the XEROX XDS 9300. This computer is a medium

sized, general purpose, digital computer system with 32K 24-bit words

of main (core) memory and a magnetic drum for secondary storage. The

system configuration is pictured in Figure 2 .

B. PROGRAM COORDINATION AND INTERRUPT HANDLING

The simulation program of the aircraft spotting problem was written

with the shipboard implementation in mind. The main purpose for a

simulation was to present the proposed system as it would appear on

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board the carrier, with as much realism as could be obtained with

laboratory hardware. Through the use of both laboratory AGT-10's for

display and the XDS 9300 for control, it was possible to simulate simul-

taneously the workings of two of the proposed stations.

The actual simulation program was written in FORTRAN since that

was the only such language available on the XDS 9300. Graphics was

accomplished on the combined system by the XDS 9300 programatically

sending textual and graphical data to the AGT-10 through the use of

several standard 9300 system routines. The AGT-10 then displays these

data and insures that the display is refreshed at the correct rate. The

user at the display is able to make menu selections with a light pen,

which interrupts the 9300. The program running en the 9300 chooses

which portion of code to execute. It was decided that the simulation

should provide interaction exclusively with the light pen because of its

ease of use and because it simplifies the system. The use of a single

interactive device in the ultimate system would reduce cost (by requiring

less system software and hardware) and would simplify maintenance.

Since there could only be one program executing on the 93 00 at

any given time and yet it was necessary to control two displays, the

simulation program was designed around the idea of alternately waiting

for an interrupt from one of the two displays. When an interrupt was

received, a short subroutine was called to do the requested action and

control was returned to the wait sequence. In order to be fair, the wait

sequence checks first for an interrupt from the AGT which was not most

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recently serviced. By this means, one AGT could not completely take

over the whole program.

C. DISPLAYS

Four types of displays were simulated by this program. These

four were the ACHO' s display, the Current Flight Deck display, the

Current Hangar Deck display, and the Squadron Maintenance display.

In order to simulate the interaction of all four of the display types, it

was decided that the ACHO's display would be simulated by itself on

one AGT- 10 and the other three displays would share the other ACT.

This sharing is accomplished by making a selection at the start of a run

as to which display the AGT will simulate for that run. Through this

means it was possible to exhibit the communication and passage of data

between displays. Each display has its own subroutines and data bases

associated with it in the simulation program.

The following subsections are functional descriptions of the

individual displays discussed above. For more details on each display,

or for operation instructions, refer to the Appendices. Appendix B contains

operating instructions; Appendix C contains program documentation.

1 . Aircraft Handling Officer Display

The simulated ACHO display works with an outline of the

flight deck (referred to as the scratchpad), a list of aircraft which are

initially considered to be airborne, and a list of aircraft which are

initially considered to be in the hangar deck. The ACHO also has the

ability to view the current flight deck, the current hangar deck, and

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squadron maintenance data for each squadron embarked. It is also

possible for the ACHO to view maintenance data on a particular aircraft

by selecting "A/C STATUS," which displays the selected aircraft's

maintenance data on the CRT. For restart, the ACHO's display has the

option "CLEAR SCRATCHPAD, " which removes all the aircraft outlines

from the scratchpad and places all the aircraft side numbers in an airborne

list. All the side numbers were placed in the airborne list in order to

clear the screen of aircraft outlines and to provide them with a temporary

storage location. In use, a temporary storage location would replace this

use of the airborne list. It seems advantageous for the ACHO to have the

ability to reproduce the current flight deck situation on the scratchpad.

This action is accomplished by selecting "SCRATCHPAD TO CURRENT."

To position aircraft for the spot plan, the ACHO has the

following abilities: The ACHO may add an aircraft from either the airborne

list or the hangar deck list. The selected aircraft initially appears off

the flight deck and can then be positioned anywhere on the flight deck

outline with the light pen. The ACHO may also delete any aircraft from

the scratchpad and place the aircraft in either the airborne or the hangar

deck lists. The final option available is that of moving any aircraft on

the scratchpad to any desired location. Once the ACHO has determined

that he has the desired spot plan, he selects "SPOT PLAN." This removes

all unnecessary textual information and lists from the display and organizes

the CRT into a form suitable for hard copy.

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Figure 3 is an actual picture of the scratchpad and Figure 4

is an actual picture of the spot plan display.

2 . Current Flight Deck Display

The operator of the current flight deck display works with an

outline of the flight deck, a list of aircraft which are actually airborne,

and a list of aircraft that are in transition from the hangar deck. A

transition list is preferable to a list of aircraft actually on the hangar

deck, because confusion is likely if the flight deck has the ability to

move an aircraft out of the hangar deck or vice-versa. To facilitate the

use of the transition list, a message capability was provided to the

hangar deck display. The message requests that the hangar deck display

operator place a particular aircraft on the transition list if he has not

already done so. This procedure would be used if Flight Deck Control

receives word that a certain aircraft is on the flight deck, but Hangar

Deck Control has not yet deleted it from the hangar deck display and

placed it on the transition list. The current flight deck display also

has the ability to view, at any time, the current hangar deck situation

and maintenance data on particular aircraft. The operator may add an

aircraft either from the airborne or from the transition list to the flight

deck display. Fie may delete any aircraft from the flight deck and place

it on either the airborne or transition lists. In addition, any aircraft

may be moved on the flight deck to any position at any time by using the

"MOVE" command. With the execution of any "ADD," "DELETE," or

"MOVE," command, a "SEND" routine is called which updates the data

bases for all other displays.

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Figure 5 is an actual picture of the current flight deck display.

3 . Current Hangar Deck Display

The current hangar deck display operator has the same abilities

as the current flight deck display, except that he has no airborne list.

The outline of the hangar deck has been scaled to fill up approximately

the same area on the CRT as the flight deck. As a result, the aircraft

outlines are also scaled in the same way and thus appear to be larger

on the hangar deck. The hangar deck display also has the ability to

send a message to the flight deck requesting that an aircraft be placed

on the transition list.

Figure 6 is an actual picture of the current hangar deck display.

4 . Squadron Maintenance Displays

The simulation program allows the user to select any one of

ten squadron maintenance displays for a particular run. Once the selection

has been made at program initiation, the program simulates the mainte-

nance display for that squadron. The display presents up to twelve air-

craft with the following information about each aircraft:

1. Location identifier

A = AIRBORNEF = FLIGHT DECKH = HANGAR DECKT = TRANSITION

2 .Side number3. Status - either UP or DN4. Time down - Julian date/time

5. Expected up - Julian date/time

6. Fuel status - in IK pounds7. Comments (for list of comments see Figure 7)

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Any of these fields may be changed except the side number

and location. The side number is constant and the location identifier is

updated by either the current flight deck terminal or the current hangar

deck terminal if the plane is moved. If, in the course of making a change,

the maintenance display operator decides he does not wish to make the

change, he may select "NO CHANGE," which restores the original data

on the particular aircraft. After making a change in any one of the fields,

the operator may update the data base for a particular aircraft by selecting

"UPDATE." This selection causes a "send" routine to be called which

updates the maintenance data bases for all other displays. In addition

to these capabilities, the squadron maintenance display may view the

current flight deck or the current hangar deck.

Figure 7 is an actual picture of a squadron maintenance display

D. DEPENDENCIES OF SIMULATION SYSTEM

To implement the simulation program on the Naval Postgraduate

School computer graphics equipment, it was necessary to make certain

programming decisions and to make use of certain system abilities that

might not exist or be practical for future implementations. It is important

to make these decisions and/or dependencies known to assist development

of this simulation into a practical implementation.

The actual physical organization of the graphics laboratory with

the 9300 communicating to the AGT-10 and vice versa is the most artificial

aspect of the simulation. In a realistic implementation, instead of one

large synchronous program written in a higher level language running on

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a central computer, it would be desirable to have smaller segments of

the program running independently on dedicated graphics terminals

.

The "SEND" routines implemented in this simulation rely on the

fact that the data bases for all the displays are under the control of the

XDS 9300 at the same time. Hence, it is possible to update data bases

with a simple assignment statement. Without a central computer, it

would be necessary to actually transmit these updates to other data

bases over communications lines connected between terminals.

The XDS 9300 is a 24 bit per word machine. Intelligent terminals

and minicomputers may work with a longer or smaller word size. This

fact presents no major problems. However, any bit manipulation done

in the simulation program would need to be adjusted; also, if word size

were less than twenty-four bits, more words would be required for storage

of data bases and program code than were used in this simulation.

Because of the large word size of the 9300, often information was packed

into one word that would normally be placed in several words (refer to

the documentation for specific cases). On a machine with fewer bits

per word, this packing might not be advantageous.

Several system routines called on the 9300 to assist in displaying

textual and graphical information on the AGT-10 would have to be programmed

for use on a different system. These routines are DTINIT, DGINIT, GRAPHO,

TEXTO, ENCODE, and DECODE. There were also two assembly language

routines which controlled operation of the AGT-10 and. allowed the XDS

9300 to handle light pen interrupts. These were TSEL and MOVE.

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V. CONCLUDING REMARKS

A. CONCLUSIONS

The problem of positioning aircraft on the decks of an aircraft

carrier has been discussed. A proposed shipboard implementation of an

information system to assist in the solution of this problem has been

presented and a simulation of this system has been written for existing

hardware. As a result, several conclusions and recommendations can

be made.

The fundamental conclusion is that the computer graphics system

proposed in this thesis is entirely justified as a replacement to the

existing system. This statement can be supported in several different

ways. (1) The fact that present communication within the aircraft handling

operation is not entirely accurate, and that errors are made, indicates

that better information passage is required. (2) The observed need for

multiple reports to separate stations necessitates a system that is not

only fast, but efficient and reliable. (3) Based on observations made

while working with the simulation program, a computer graphics system

would be workable and could greatly simplify existing communication

procedures

.

Noteworthy results, and conclusions about hardware, are as

follows:

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(1) A refresh graphics CRT (such as the AGT-10) is very easy to

work with and is very flexible. However, such a display is also rela-

tively expensive and it is therefore important that the need for such a

display be established. In the proposed system, refresh displays would

be desirable at each station, except for the maintenance displays, which

could be storage tubes. The light pen was found to be a very useful

and simple interactive device to work with

.

(2) The simulation program defined the memory requirements necessary

for operation on the simulating system. These requirements were obtained

from the actual program execution map, plus the map of the AGT-10 sup-

porting program. Memory requirements were determined for each display

assuming the maximum requirements necessary for the display with a

maximum number of 80 planes in the system. The following results were

obtained (numbers are decimal numbers of 24 bit words):

ACHO FLIGHT HANGAR MAINTENANCEDECK DECK

AGT-10 Data Storage

AGT-10 Support Code Storage

XDS-9300 Data Storage

XDS-9300 Main Code(=1/4 Main Program Code)XDS-9300 Display Code

TOTAL 13250 12155 12058 13742

Note that these are only estimates of actual storage needed for a

combined system such as the XDS-9300 and AGT-10 combination. How-

ever, it is believed that the relative memory requirements of each display

will be approximately the same when implemented on any system. These

numbers are maximum and are inflated by the operation of a combined

33

3071 3071 3071 3071

4141 4141 4141 4141

1368 1368 1368 1368

685 685 685 685

3885 2790 2693 4377

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system. A dedicated computer graphics terminal would not need an

equivalent amount of storage. Also, in an actual implementation, storage

needed for program code would be reduced because the program would be

compiled on an optimizing compiler and then be loaded into the system.

(3) The most significant conclusion that can be made about the

simulation program is that the simulation is effective and gives the user

a good feel for how the system would react if installed onboard the carrier.

The simulation is easy to operate and handles the problem with realism.

All these results support the conclusion that the computer graphics

system would be an effective replacement for the present system. How-

ever, to determine whether the system is totally feasible, some additional

questions need to be answered. The following section presents recom-

mendations for the future which were beyond the scope of this thesis.

B. RECOMMENDATIONS

1. It is most important that the actual hardware system for data

transmission among displays be specifically defined. This not only con-

cerns the question of whether to provide new data lines or to use existing

phone lines, but also exactly what type of network will connect the

displays and how each will interface with it.

2 . There are still some unsolved questions as to where and how

certain inputs, such as fuel and ordnance, will originate. These functions

are not actually maintenance functions and probably should be entered

from the deck with a remote-entry device. A preliminary study of this

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requirement is in progress at Naval Postgraduate School, Monterey,

California, and "bread-board" hardware is underdevelopment.

3. The question of the specific hardware needed to implement

this system still requires an answer. It must be finally determined which

displays need to be refresh-type and which should be storage tubes. A

decision also has to be made about what special features, such as an

oversize CRT screen, a zoom feature, or a projected display are important.

To answer some of these questions, a single intelligent terminal should

be programmed for stand-alone operation as one of the displays in the

proposed system. By this means, it would be possible to obtain specific

requirements about memory size, display options, and other important

elements of the problem.

4. Once a firm decision has been made about what hardware

would accomplish the task, it will be important to investigate the relia-

bility of such equipment and to determine how much of the present manual

system should be retained as a backup in case of system failure.

5. The final and probably the most important recommendation for

future research is that a careful and accurate determination of total system

cost must be balanced against the expected benefits.

35

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ACHODisplay

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Current

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< Squadron 1

MaintenanceDisplay

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Display^

Figure 1. Information Flow in Proposed System

36

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rry- »**> r^

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38

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39

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40

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41

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42

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Figure 8. Cursor Used for "MOVE" Sequence

43

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44

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APPENDIX A

DATE: 22 March 1974FROM! Prof. D. E. Harrison, Jr.

XOj cdr « w « B « Fletcher

SUBj: Final Report:Re-examination of the CarrierAircraft Deck Operations ControlSystem Proposal under Purchase Order PO-3-0075/AMEND #1

I INTRODUCTION

This report presumes that the reader is familiar with theexisting documentation of the Carrier-/aircraft Deck OperationsControl System (CADOCS) project, and will not recapitulate anyprevious discussions of requirements, or techniques by whichthe requirements can be met. It will be most directly concernedwith a restatement of the objectives and with the ability of theproposed system to meet those objectives.

II OBJECTIVES

Beyond the often stated desire to 'assist the AircraftHandling Officer (ACKO) Flight Deck Officer (EDO) & HangerDeck Officer (HDO) in the performance of their duties', the

actual performance objectives are poorly defined, but threethemes recur through the documentation. Restated in formssuitable for this discussion, they are:

1 . Provide cor rect and timely information to everyone ;

so that he can perform his duties. The thrust of this objectiveis always to simplify the collection and desemination of informa-tion on the hanger and flight decks, and to reduce the communica-tions overload and 'boiler factory' nature of Flight Deck Control.

2. Mechanize the flight deck spotting process; so that the

ACHO can be more or less completely relieved ol tins responsibilityHere the justification is as stated above for the first objective.

3 . Mechanize the planning procedures by which the aircraftcomplement: for a specific carrie r dep 1 oyrr.ent is determined .

Ill DISCUSSION

VThen the objectives are restated in the form given above, it

is immediately apparent that CADOCS has been simultaneouslyaddressing itself to two mutually exclusive problems, because the

third objective would normally be met by a shore based system,

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while the other two apply to shipboard operations. This reportwill not address the third objec tive. Although it clearly has a

certain commonality with the second, it is unreasonable to

require that a shipboard system perform this additionc'ii function.This objective should be addressed in the environment of a largeshore based computational facility with strong simulation capa-bilities. Such a planning system would have many features incommon with a hypothetical shipboard system, notably cathoderay tube (CRT) display of aircraft spotting information, but its

input requirements are only a sub-set of those required on boardship and its computational requirements are orders of magnitudemore demanding.

It is attractive to consider the remaining objectivestogether. In concept, the information required to meet the

first objective is just that which the ACHO must use to perform thesecond function; so it seems feasible to attach sufficient computa-tional power to the data handling and retrieval system that it

can also perform the deck spotting function for the ACHO. In this

scenario the ACHO, the FDO, and the HDO would become resourceallocators and referees when requirements were in conflict. Thetechnical and managerial competence requirements on these billetswould be greatly reduced, and the system would support marginallycompetent officers so that the ship could continue to performeffectively.

Stated in this way it is clear that the second objectivea5.ms at the replacement of three of the most responsible officerson the ship by a computer. One can argue that the officers wouldremain; so that they could reassume their current roles in theevent of system failure, but they would have to take over in a

highly stressed environment, perhaps in the midst of a complexevolution, without the experience possessed by the currentoccupants of these billets.

This report will not address itself to the desirability of

the complete replacement envisioned above, but useful comments

can be made upon the ability of the computer to perform the deck

spotting function.

A. The Deck Spotting Problem . The CADOCS team which did a

very careful study of the message traffic and character on a number

of ships has provided a mass of useful data, but apparently it did

not ever query experienced ACHO's about the way the job is currently

accomplished. In short, the data taken were those required to

advance the CADOCS study; so the information necessary to design

a data handling and retrieval system is in hand. In all of the

studies there is an implicit assumption that the computer system

can solve the deck handling problem if the necessary data are

available. This assumption needs further consideration.

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As part of the current study, a number of experienced ACHO'swere interviewed to determine the degree of commonality in thehuman solutions to the aircraft deck handling problem. Becausethe study was done by means of interviews there are no documentableconclusions, but the following subjective impressions emerged:

1. All of the ACHO used similar techniques, but their methodsof implementation varied widely and may change from deploymentto deployment as personnel change.2. The present system requires a shakedown period, which cannot be avoided by mechanization of the data handling system,because it provides a stabilization of the quality and timeli-ness of the data input to the system, that is, of the datapre-processing before actual entry into the system.3. The present system works well early in the daily cyclewhen the status of every aircraft is firm.

4. The information quality in the system deteriorates as theday advances, primarily because aircraft maintenance is anuncertain process, and because key personnel are busy; sostatus reporting is delayed.5. In his analysis of the available data the ACHO must make

allowances for personality differences in the individualswho input the data. For example he must know whether a

particular squadron maintenance chief is an optimist, ora realist.6. The ACHO deals with major respotting problems, such as

an un-programmed alpha strike, in steps which approach the

final solution. For example, he first makes a rough spotplan by type, then later refines it by type and squadron, andstill later determines the final spot plan by tail number as

firm information about the individual aircraft becomesavailable.7. For a variety of reasons the ACHO and the squadron may wish

to use different aircraft on a given mission. These differencesmust be resolved by consultation.8. Much of the present control is by exception, that is, onlydeviations from normal procedures are transmitted to the

personnel at the operating level. As a result, the actual

number of messages leaving the ACHO station may be considerablysmaller than a study would seem to indicate. Many of the

messages leaving the ACHO are queries for additional information,

rather than instructions.9. The ACHO does not feel that he has the information that he

needs to do his job, but careful study of the system indicates

the additional information which he requires usually does not

exist at the time that he needs it!

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B. Computer Capabilities. The computer can perform botharithmetic and logical operations, but the logical chains mustbe preprogrammed. It can perform repetitive processes withhigh efficiency/ but its logic is fundamentally linear; so itcan choose between alternatives only by exhaustion, that is, itmust examine alternatives consecutively, compare alternatives in

pairs, and determine the optimum alternative only after it hasexamined every other contingency in a tree structural.

It is extremely difficult to program a computer to operatein a trade-off environment, because, practically, it is almostimpossible to include all of the factors which might influencethe trade-off.

A specific example of this difficulty will be instructive.Suppose that we v/ish to launch one of two aircraft within thenext hour. One is blocked by other aircraft which must be movedbefore it can be positioned for take-off, while the other issurrounded by one or more pieces of 'yellow gear'. A humanmakes this decision by considering the availability of tractors,now, five minutes from now, ten minutes from now, etc., thetype and portability of the 'yellow gear', the current or futureneed for the 'yellow gear' at or near its present location,and the future or current need for a tractor for some otherevolution. The final decision will often be made on the basisof the future requirement rather than the most efficient solutionto the current problem. The computer can be programmed to takeinto account all of the factors which the human might consider,but it must have all of the data available. For example, if the

effect upon future evolutions is to be considered, and the programis useless unless this is done, the computer must examine all

related future operations before it can reach a decision on this

single, relatively trivial, problem. Furthermore, it is unableto make a 'best guess' when some part of the required data is

not available.

Finally, it is important to reiterate that the computer canonly deal with preprogrammed possibilities, and that it must workits way through the list of possibilities one at a time. Thisprocess can be formalized and systemetized by the techniques ofdynamic programming; so the solution of the problem posed as an

example is possible and does not provide any overwhelmingdifficulty. Unfortunately there are many other similar problems,and each requires an analysis at a similar level of complexity.It is evident that a great deal of computational power will berequired if a computer system is to meet the second objective.

C. Compute r Ge nerat i on of Deck Spot Plans; For the moment,accept the fundamental CADOCS assumption that the data in theinformation system are both accurate and complete. If this is

true, the computer can certainly be programmed to generate a

spot plan when there are no inherent special problems, that

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is, for the first cycle of the day, or even for an alpha strikeif it is the first mission of the day. But at this time in the

daily cycle, computer assistance is of marginal utility, becausethere is time for a human to generate the spot plans. Also,unless the computer is very powerful, there is a high probabilitythat the human will take better account of the remaining operationsas he plans for the first. This predictive capability can beprogrammed into the computer, but a large computer will be required.

Later in the day problems become more complex, particularly if :•.

the Ops Plan is modified; but it is reasonable to believe that in themajority of cases a computer generated plan might be feasible.Unfortunately, there seems to be no way to ensure that the computerwill usually generate a plan.

Consider the following situations in which the computer solutionmay be difficult to obtain, or even unfeasible:

1. Resources are not available : The computer can count; soof course it will not accept a requirement for a spot which calls formore aircraft than are currently available. A more difficult problemoccurs when the aircraft are available, but not accessible. In thissituation the computer would spend a great deal of time searching forpossible ways to extricate the aircraft, where a. man would realizealmost immediately that the problem was insoluble.

2. Resources are time dependent : A commonly recurringscenario goes as follows: aircraft is down, technician is workingon another aircraft. The required aircraft would probably be readyif the technician were switched, but the technician needs less thanhalf an hour to complete his current tests, and will require two

hours if he must stop and start over. The obvious solution is forthe computer to refer the problem back to the ACHO for solution.

The list could be continued, but the key point has already beenmade: when in doubt the computer must refer back to the man for

instructions . An obvious correlation is that these are just those

times at which the man must now intervene because the situation is

not covered by standard procedures.

The inescapable conclusion of this logical chain is that the

computer can assist the man, but that it will be useful for only the

situations which do not cause trouble in the existing system. The

thesis that a computer system will reduce the workload of the ACHO

should be restated to read: the computer would perform necessaryroutine chores for the ACHO. This is a laudable application of

computer power, but its cose, effectiveness is questionable. There

is no indication that the computer could help the ACHO deal with

the very difficult problems which make the position so demanding.

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CNAEL-ENG-73?!. 1?Cloning that the original 19G6 CADOCS study(NAEL ENG 737S is more realistic in its assessment of the poten-tial difficulties with the concept than are any of the subsequentdocuments, it, more than any other, is concerned vitn th^ gualitvof the data with which the system must operate, and with the orob

obSi„n

timeTTtWhen °n0 a"°mptS to define Practical Lans Zobtain timely data input. The small, portable and hand heldinput device proposed in that stmh -i = -,- „„

neld,

f^as t:%Ted h

r,rd-k ^' *»" --aTonfftatusris

oven ^iS^^^S^SSn:? GiardLr"tC—

'

showedh

;ftio-iL^^::iL^i^n:v---t:indt

if^

as they would nJetelTt^ ^ ^""^^^ aS massi-<

?•.,.^"J^raf^landling^nfon^ion System: An informationhandling system u*^, Blth Bln;uaal COInputatlorial DOU,

°™a "ore

Xlfaiyutnitv

hao^

aVnViSi°ned by th? CAMCS «^«" b«TS.alects of

! "r a S>:

St°m C°Uld b° hi *- *• mechanical

Giard?L°f ^ Y! "^ dlscus£ed ^ some detail in Lt.Glardina s thesis, and will not be repeated here. The system isappealing and clearly would not be difficult to implement once itscharacteristics have been specified.

P e lts

Tt «^„m,

aj°r strcngth of the Proposed ahis is in its structureIt should be a aistributed system, rather than a centralized systemEach terminal would have sufficient power to maintain its ownmemory, construct its own displays, and continue to functioncompletely independent from the other terminals in the system A

to Te far?"1"?

° £ SUCh tGminalS W°Uld be -'--"y sensitive

catrons wiir °,vanY Eln9le terminal

<°r to the loss of communi-

ty add Z« .-an°?'" terminal

-Aiso it would be relatively easyto add additional terminals to such a system as the need arose,or if the extent of the system were to be expanded.

The message traffic generated by the aircraft handling opera-

oircu.-,!3

'^ 3° r COntriblito '- to U, o present overload cf the telephone

to I -te,'. , /^ sl9nlfloant portion of this traffic can be reducedto a talk between computers' level the overload would inevitablybe reduced. Lt. Giardina anticipated message durations of the order

hi Tn» " tt ° V° rSt Ca= ° "hiCh the finals might encounter,^" &

;SMrt terminals' could process information in a highlycompactcG form. J

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Commercial hardware is available off-the-shelf to performall of the functions which an AHIS would require. Existing systemsare slightly larger than a typewriter (the limiting factor is thesize of the CRT) , and cost less than $10K. The cost of computationpower is declining monthly; so no valid projections are possible atthis time, but engineering to military standards would not bedifficult.

The chief advantage of an AMIS would be that every station inthe system would have access to the information available whichmight simplify the performance of the duties of personnel nearthat station. Thus if the information exists the user has accessto it.

This is the problem addressed so effectively by the earlierCADOCS studies. The dominant point, the question of the existenceof the information, as opposed to its availability, has not beendiscussed. The information gleaned in the interviews bears onthis point; in particular, item 8. The ACHO knows that he needsmore information, but with experience he grows to understandthat much of this information does not exist. Tne best AHIS inthe world cannot be effective unless the information exists to beplaced into the system.

Just as the CADOCS computer would address with the deck spottingproblem, the AHIS could help with the information problems, and insome situations the assistance could be substantial. For example,consider the problems associated with the designation of the partic-ular aircraft for a specific mission. In general, the ACHO has anordering of preference for the aircraft of a particular squadron.This preference may come from a multitude of reasons, but it exists.

The squadron also has an order of preference which is driven by a •

different, and sometimes conflicting, set of considerations. If

an AHIS exists, the two lists can be displayed side-by-side for

both parties, commonalities agreed upon immediately, and points ofdifference discussed with the relevant information visible to eachparty.

The proposed information handling system is quite frankly a

compromise between the major reorganization envisioned in the

CADOCS study and the existing system. It can follow organizationalchanges as they occur with a minimum of reprogramming because it

supports the system in being. The CADOCS concept is suspect because

it seems more concerned with the organization than with the functions

which the organization must perform. Possibly the current operational

structure could be reorganized as specified, but the resultant

structure is optimized from an information handling point of view, and

it may not perform the primary functions cf the system particularly

efficiently. The roorgan ization proposed by CADOCS should be studi ed

by experienced main to nance r^e rsonn el wh o are charged to determine

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.its suitability and practicality from thoir point of view .

A second difficulty is a characteristic of all complexsystems; the system must be functioning to be useful. The CAD0C5system stands or falls with its central computer (CPU) whileany subset of the terminals proposed for the AHIS would continueto have value even if the remainder of the system crashed, and it

would be very simple to reactivate the entire system as soon as

the failures were located and corrected. A centralized systemwould require very high reliability in its principle components,while a distributed system retains the flexibility and redundancyof the human organization.

A final comparison can be made by considering the impact ofthe two proposals upon the telephone circuits. The message loadof the centralized system would be significantly greater thanthat generated by the AKIS because all displays would be preparedby the CPU and then transmitted to the terminal for display, whilewith the AHIS the display would be generated at the terminal.The centralized system could work with 'smart terminals', butthen the CPU becomes redundant, increases costs, and opens thesystem to potential failure modes which are not present in a

distributed system. By contrast, the AKIS transmits only the

information required to update the information matrices, andhas a high redundancy for increased reliability. In short/

the AHIS generates fewer and shorter messages, and is morereliable than the centralized system.

As the first objective of the CADOCS proposal is not practical

at the present time, the need for a large CPU no longer exists,

and the information handling problems are better addressed by a

distributed system. If the AHIS is to be considered only for

new construction it almost certainly should be considered as

one component of a more general system which services the infor-

mation needs of the entire ship.

IV CONCLUSIONS

1. The organizational modifications proposed in the CADOCS

plan are more extensive than necessary.

2. The primary rationale for the large computer systemdefined by the CADOCS plan is the planning objective, objective

two, which cannot be net by state-of-the-art software technology.

3. A distributed computer/terminal system could implement

the information handling aspects of the CADOCS proposal, objective

one, and the resultant system would facilitate the flow of infor-

mation through the aircraft handling network.

A. An information handling system, which consisted of

stand-alone interactively programmed CRT display luminals and

handheld or bulkhead mounted input devices, would be flexible

and usable by all personnel.

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5. Because the terminals would be stand-alone devices theredundancy, and therefore the reliability, of such a systemwould be high.

6. Problems occur in the existing system because the inputdata are not reliable, or because the entry of the data was nottimely.

7. There is no reason to believe that the input to aninformation handling system would be more reliable or timelythan that now available to the ACHO.

8. Much of the information needed by the ACHO simply doesnot exist, and this constraint is a major contributor to thefailures of the existing system under stress.

V RECOMMENDATIONS

These recommendations are divided into two sections; thosewhich refer directly to the CADOCS proposal, and those which applyto the modification proposed here and in Lt. Giardina's thesis.For CADOCS:

1. Suspend development of the computer planning aspectsof the CADOCS proposal until feasibility for shipboard imple-mentation can be demonstrated.

2. Refer the CADOCS reorganization proposal to a panel ofexperienced personnel charged to determine whether the modifiedmaintenance and resupply organization can perform the necessaryfunctions as efficiently as the existing organization.

As an alternative to CADOCS this report proposes an /aircraft

Handling Information System (AHIS) which would support the existingmaintenance and resupply organization. This system would consistof interactively programmable terminals located at key locationsin the existing system and the communications channels requiredto connect them. The following recommendations address thefeasibility of such a system.

3. Examine the reduction in message load in existingtelephone circuits which might be expected to occur if the AHISwere implemented, and determine whether a net decrease in trafficis probable.

4

.

Do a cost effectiveness study on the proposed AHIS to

determine whether the incremental increase in efficiency is

sufficiently large to justify the commitment of the resourcesrequired to support the system.

5. Do a feasibility study of the AHIS by deploying a

simplified 'brass board' system constructed of commercialelements aboard a carrier for preliminary evaluation.

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6. If the AIIIG would load to a net decrease in circuitloading, do a feasibility study on the possibility of retro-fitting such a system into existing ships.

7. Include the proposed AHIS in design studies forfuture construction.

Don E. Harrison Jr.Professor of Physics

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APPENDIX B

OPERATING INSTRUCTIONS FOR SIMULATION PROGRAM

A. EXPLANATION

The following are the specific instructions for performing the

functions incorporated, into the simulation program. Instructions which

actually appear on the screen are held to a minimum, since it is assumed

that all operators will receive training on the system. Excessive in-

structions would increase memory requirements and should not be necessary

once an operator has been properly trained.

All desired changes on the screen are made by selecting specific

items with the light pen. This is done by placing the light pen over the

words and depressing the light pen switch.

There are two types of selections which are on the displays only

because of the limitations of the simulation and would not appear in an

actual implementation of the system.

On the ACHO display, a "SWITCH IDEV" title is used to change

what is displayed on each AGT-10. In the simulation, one AGT-10 is

used for the ACHO, the other for Current Flight Deck, Hangar Deck, or

Maintenance displays, as selected. "SWITCH IDEV" switches the AGT

used.

Since one AGT must be used for three displays, it is necessary to

indicate which display is being simulated. This is done by initializing

that AGT to a page which contains the choices "MAINTENANCE CHIEF,"

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"ASST. HANDLER," and "HANGAR DK OFFICER. " Select the desired

choice. Each of the three displays contains a choice "NEW JOB," which,

when selected, causes the initial job choice page to appear.

B. ACHO DISPLAY

Refer to Figure 3 for a picture of the display.

1. To display current flight deck: Select "CURRENT FLIGHT

DECK." To return to the scratchpad, select "SCRATCHPAD."

2 . To display current hangar deck: Select "HANGAR DECK.

"

To return to the scratchpad, select "SCRATCHPAD."

3. To display maintenance data: Select "MAINTENANCE

STATUS. " A list of squadrons will then appear. Select the desired

squadron. "To return to the scratchpad, select "SCRATCHPAD,"

4. To set the scratchpad to the same arrangement as the current

flight deck: Select "SCRATCHPAD TO CURRENT." A question ("SCRATCHPAD

TO CURRENT?") will then appear, along with "YES" and "NO." Select

the desired answer. (The purpose of this is to avoid changing the

scratchpad if "SCRATCHPAD TO CURRENT" was selected by mistake.)

5. To clear all planes off the scratchpad and hangar deck list

and place them on the airborne list: Select "CLEAR SCRATCHPAD." A

question will appear, just as in (4). Select the desired answer.

6. To add an aircraft to the scratchpad deck: Select "ADD."

If there are no planes in the airborne or hangar lists, the program ignores

this selection. If there are planes, a message ("SELECT A/C") will

appear. Select the desired aircraft from the airborne or hangar list. An

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outline of the aircraft and its side number will appear just above the

lists, covered by a cursor. Move the aircraft to its desired location on

deck. (See (8) for a full description of the move procedures.)

7. To remove an aircraft from the scratchpad deck: Select

"DELETE." If there are no aircraft on deck, this selection is ignored.

Otherwise, a "SELECT A/C" message appears. Select the side number

of the desired aircraft on deck. A "SELECT LIST" message will appear.

Select the heading of the desired list ("AIRBORNE" or "HANGAR DECK").

The plane will disappear from the deck and its side number will appear

in the list.

8. To move an aircraft from one position to another or to rotate

it: Select "MOVE." If there are no aircraft on deck, this selection is

ignored. Otherwise, a "SELECT A/C" message will appear. Select the

side number of an aircraft on the deck. A cursor will appear over that

aircraft. The cursor is as shown in Figure 8. To move the aircraft,

place the light pen over the cursor, press the switch, and move the light

pen in the desired direction. The cursor and plane will follow the light

pen. To rotate the plane, select one of the two parallel lines over the

"E". As long as the light pen is kept on the line, the plane will rotate,

stopping when the light pen is moved away or turned off. When the plane

is in the desired position, select the "E". This will end the move and

the cursor will disappear. The "SELECT A/C" message will reappear and

another aircraft may be selected to move. When no more aircraft are to

be moved, select "END MOVE." The "SELECT A/C" message will disappear

and a new selection of desired action can be made.

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9. To display maintenance status on any individual aircraft:

Select "A/C STATUS." A "SELECT A/C" message will appear. Select

the side number of any aircraft on deck or in either list. Maintenance

status will appear under the "A/C STATUS" line. Under this will appear

"DELETE STATUS." When the status is no longer required, select this.

The status and "DELETE STATUS" will disappear.

10. To display the spot plan arranged for hard copy output:

Select "SPOT PLAN." This retains the flight deck outline and planes

and changes the text to that required for the spot plan. To restore the

basic scratchpad, select "SCRATCHPAD."

C. CURRENT FLIGHT DECK DISPLAY

Refer to Figure 5 for a picture of the display.

The current flight deck display performs the functions of add,

delete, move, aircraft status display, maintenance status display, and

hangar deck display in essentially the same way that the ACHO display

does . The only differences are:

(1) On the flight deck display, the lists are "AIRBORNE" and

"TRANSITION" vice "AIRBORNE and "HANGAR DECK." The transition list

indicates that an aircraft on it is being moved to the hangar deck. It

will only be removed from the transition list when it is actually in position

on the hangar deck.

(2) The selections for return to the flight deck after display of

hangar deck and maintenance data are "RETURN TO FLIGHT DECK" vice

"SCRATCHPAD."

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A function available to the Current Flight Deck display which is

not found in the ACHO display is described below. To request that

Hangar Deck Control place an aircraft on the transition list so that it

can be added to the flight deck: Select "HANGAR DECK. " When the

hangar deck appears, select "TRANS REQ." This will cause a "SELECT

A/C" message to appear. Select the side number of one of the aircraft

on the hangar deck. The "SELECT A/C" message will disappear and the

message "TRANSITION NNN" (where NNN is the side number of the

selected aircraft) will appear on the Hangar Deck Display terminal.

D. CURRENT HANGAR DECK DISPLAY

Refer to Figure 6 for a picture of the display.

Add, delete, move, aircraft status display, maintenance display,

and flight deck display are accomplished as described for the ACHO

display with one exception. There is only one list ("TRANSITION") vice

two ("AIRBORNE" and "HANGAR DECK"). The transition list is used the

same way as the Current Flight Deck Display's transition list.

Also available is a transition request function, which operates

exactly as described in the Current Flight Deck Display description.

E. MAINTENANCE

Refer to Figure 7 for a picture of the display.

1. To display current flight deck: Select "CURRENT FLTDECK."

The flight deck display will appear. To return to maintenance, select

"RETURN TO MAINTENANCE."

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2. To display current hangar deck: Select "CURRENT HGRDECK."

The hangar deck display will appear. To return to maintenance display,

select "RETURN TO MAINTENANCE."

3. To make changes to maintenance data: Select "CHANGE

INFO." Instructions will appear as various actions are taken. The in-

structions and their meanings are:

a. "SELECT PLANE ABOVE": Select the number of an air-

craft in the list at the top of the screen. This causes the data on that

plane to appear in the position for modifying.

b. "SELECT INFO FIELD OR UPDATE": Select either:

(1) One of the headings "STATUS," "TIME DOWN," "EXPECTED UP,"

"FUEL," or "COMMENTS." This will cause another message to be

printed, directing further action. (2) "UPDATE"— This will cause the

contents of the data line being modified to be transferred to the squadron

listing, thus updating the data on that plane for all displays (3) "NO

CHANGE "--this causes no updating to take place.

c. "SELECT A COMMENT": Select one of the following:

"ELECTRIC," "RADAR," "ENGINE," "HYDRAUL," :, NAV," "NO COMMENT,"

"DEFUEL," "JACKED," "HP TURN," "LP TURN," or "EVENT*."

d. "SELECT EVENT NO.": Select a number.

e. "SELECT UP OR DN": Select "UP" or "DN" from the

bottom of the display.

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APPENDIX C

DOCUMENTATION OF SIMULATION PROGRAM

The simulation program presented within this thesis was written

for hardware that would not be used in an actual implementation. There-

fore this documentation section describes in detail the functional design

of the program so that conversion to other hardware will be facilitated.

A. PROGRAM FORMAT

The program was written in standard XEROX FORTRAN and is divided

into tv/o major sections: the main program, and subroutines called by

main, and by other subroutines. All data needed by the main program or

by a display subroutine are dimensioned and stored in a blank common

area. This blank common is used by every subroutine. All giobal variables

contained in this common are explained in detail in section D of this

appendix.

In the main program, the section after the blank common contains

program initializations and data entries. All data are entered via READ

statements (A detailed explanation of the data appears in section C of

this appendix). After this each CRT is sent an initial display. One CRT

presents the ACHO display and the other presents a choice of jobs -

which may be one of the following: a squadron maintenance display, the

current flight deck display, or the current hangar deck display. Once

these displays are established, an assembly language subroutine (TSEL)

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is called for each CRT. This subroutine returns a text block identifier

that is used to determine which selection the operator has made with the

light pen on the CRT and places it in IHIT1 for IDEV1 or in IHIT2 for IDEV2 .

The program loops at this point, waiting for the returned value of IHIT1

or IHIT2 to change from zero. Program execution then continues at one

of two places: label 20 if IHIT1 changes and label 40 if IHIT2 changes.

By this means it is possible to run two displays with just one program in

execution on the 9300.

The section of code between label 20 and label 40 is associated

with the ACHO's display and from label 40 to the end of the main program

is associated with the remaining three displays. When the program is

executing in one of these two sections, decisions are made based on

the values of IHIT and the "state" (ISTAT1 or ISTAT2). The appropriate

subroutines are called, the state is changed and execution returns to

the wait loop. The "states" correspond to particular sequences of operation

such as an "ADD" sequence.

B. SPECIAL CONVENTIONS

Several conventions were established in the simulation program to

increase readability and understanding of the program. Each display has

associated with it a letter suffix which is added to each variable and

subroutine used by that display. The convention is as follows:

A - ACHO's display in general

B - Current flight deck display

H - Current hangar deck display

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M - Squadron maintenance display

SP - ACHO's scratchpad display only

For example, the "choice of squadron" subroutine for the ACHO display

is CHSQA, for the current flight deck display it is CHSQB, for the current

hangar deck display it is CHSQH, and for the squadron maintenance

display it is CHSQM.

The data arrays and subroutines associated with each display are

essentially the same for all the displays. They have been duplicated in

order to be more realistic in the simulation of the four distinct displays.

Most of the data are stored in several 100-word arrays to allow for 100

aircraft in the system. These data arrays, along with the manner in which

the information is packed into them, are shown in Figure 9.

C . DATA

The following table is a description of how to set up a data deck

for the simulation program. Any variables that are not explained in the

table are explained in the next section.

NUMBER OF CARDS VARIABL E (S) FORMAT

1 NPLANE 15

NPLANE FDX,FDY,FDX2,FDY2,HDX,HDYHDX2,HDY2,ITRAN,IAB,LOC 8F7.2,3I5

where: FDX and FDY are the coordinates

of the center point of aircraft on the

flight deck , FDX2 and FDY2 are the

coordinates of the nose point of

aircraft on the flight deck, HDX and

HDY are center point coordinates for

the hangar deck, HDX2 and HDY2 are

nose point coordinates for the hangar

deck (NOTE: an aircraft will have actual

63

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points for only one set of either FD's

or HD's. The other set will be set equal

to (-2, -2)).

ITRAN - transition list indicator 1 if on the list

IAB - airborne list indicator /0 if not on list

LOC - location code for maintenance data

- transition

1 - airborne

2 - flight deck3 - hangar deck

10 ISQNAM(i / I) / ISQNAM(2 / I) 2A4126 Outline of flight deck66 Outline of hangar deck13 F-14 points

23 A-6 points

15 S-3 points

17 SH-3 points

21 A-5 points

16 E-2 points

12 C-2 points

13 - A-7 points

The maximum aircraft complement allowed by the simulation is 100

aircraft. This complement, along with the 8 specified aircraft types,

was obtained from Reference 1 as the organization for a typical CV in

the fleet today.

D. ALPHABETICAL LIST OF VARIABLES

Following is a list of variables used in the simulation program:

HDAC - Scale applied for aircraft on hangar deck

IABA(IOO) - Array of 0's or l's - 1 indicates that plane is on ACHO's

current flight deck airborne list

IABB(IOO) - Same as above for current flight deck display

IAC1A-IAC10A - Array which contains packed x,y coordinates for outlines

of aircraft types 1-10 for ACHO display

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IAC1B-IAC10B - Same as above for B display

IAC1H-IAC10H - Same as above for H display

IBDEL - Temporary storage location for side number of aircraft which is

about to be deleted from B display

ICOUNT - Counter for number of digits input so far when changing

date/time field in squadron maintenance

IDEV1 - Number of AGT associated with A display

IDEV2 - Number of AGT associated with B, H, or M display

IAC1M-IAC10M - Same as above for M display

IDFDKA(12) - Dashed flight deck points for A display

IDFDKB(12) - Same as above for B display

IDFDKH(12) - Same as above for H display

IDFDKM(12) - Same as above for M display

IDHNGA(15) - Dashed hangar deck points for A display

IDHNGB(15) - Same as above for B display

IDHNGH(15) - Same as above for H display

IDHNGM(15) - Same as above for M display

IFDA(100,2) - Packed center and nose points of plane's location on flight

deck for the A display's current flight deck

IFDB(100,2) - Same as above for B display

IFDH(100,2) - Same as above for H display

IFDM(100 ; 2) - Same as above for M display

IFILLA(15) - Words in which maintenance data is temporarily stored for

display on A display

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IFILLB(15) - Same as above for B display

IFILLH(15) - Same as above for H display

IFILLM(15) - Same as above for M display

IFLDKA(116) - Solid flight deck outline points for A display

IFLDKB(116) - Same as above for B display

IFLDKH(116) - Same as above for H display

IFLDKM(116) - Same as above for M display

IGDIR1(103) - Graphics directory for IDEV1

IGDIR2(103) - Graphics directory for IDEV2

IHANGA(53) - Solid hangar deck outline points for A display

IHANGB(53) - Same as above for B display

IHANGH(53) - Same as above for H display

IHANGM(53) - Same as above for M display

IHDA(100,2) - Packed center and nose points of plane's location on

hangar deck for A display current hangar deck

IHDB(100,2) - Same as above for B display

IHDH(100,2) - Same as above for H display

IHDM(100,2) - Same as above for M display

IHDEL - Same as IBDEL except for H display

IHIT1 - Text block number returned from TSEL to IDEV1

IHIT2 - Text block number returned from TSEL to IDEV2

IHOLD(12) - Keeps track of maximum of 12 aircraft currently being

displayed for maintenance chief

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IMANTA(3 , 100) - Three words in which maintenance data on each plane

is packed for A display

IMANTB(3,100) - Same as above for B display

IMANTH(3,100) - Same as above for H display

IMANTM(3,100) - Same as above for M display

IOFF - Indicates aircraft not on particular deck - packed (-2,-2)

ISPAD(100,2) - Same as IFDA, except for ACHO scratchpad

ISQNAM(2,10) - Array of squadron names - each entry has 2 four

character words

ISTAT1 - Decision state for IDEV1

ISTAT2 - Decision state for IDEV2

ITEMP(48) - Temporary storage for display points of aircraft outline on

A display

ITEMPB(48) - Same as above for B display

ITEMPH(48) - Same as above for H display

ITEMPM(48) - Same as above for M display

ITDIR1(120) - Text directory for IDEV1

ITDIR2(78) - Text directory for IDEV2

ITRANB(IOO) - Transition list array for B display l=on list

ITRANH(IOO) - Same as above for H display

ITRB - Side number of aircraft with pending transition request from B to

H display

ITRH - Side number of aircraft with pending transition request from H to

B display

67

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JDEL - Same as IBDEL, except for ACHO's scratchpad

LIBA(IOO) - Library of aircraft for A display - type, squadron number,

and side number packed

LIBB(IOO) - Same as above for B display

LIBH(IOO) - Same as above for H display

LIBM(IOO) - Same as above for M display

LISTSP(IOO) - Packed airborne and hangar deck lists for ACHO display

NABA - Number of aircraft on airborne list for A display's current flight

deck

NABB - Same as above for B display

NABSP - Number of aircraft on airborne list for A display scratchpad

NFDA - Number of aircraft on A display current flight deck

NFDB - Same as above for B display

NFDH - Same as above for H display

NFDM - Same as above for M display

NGRFAF - Number of permanent graphics blocks on A display current

flight deck

NGRFAH - Number of permanent graphics blocks on A display current

hangar deck

NGRFAS - Number of permanent graphics blocks on A display spot plan

NGRFB - Number of permanent graphics blocks on B display flight and

hangar deck

NGRFH - Same as above for H display

NGRFM - Same as above for M display

68

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NGRFSP - Number of permanent graphics blocks on A display scratchpad

NHDA - Number of aircraft on A display current hangar deck

NHDB - Same as above for B display

NHDH - Same as above for H display

NHDM - Same as above for M display

NHDSP - Number of aircraft on A display hangar deck list

NPLANE - Total number of aircraft in system

NSPAD - Number of aircraft on A display scratchpad deck

NTEXB - Number of permanent text blocks for B display current flight deck

NTEXSP - Number of permanent text blocks for A display scratchpad

NTEXTH - Number of permanent text blocks for H display current hangar

deck

NTRANB - Number of aircraft on B display transition list

NTRANH - Same as above for H display

NULL(4) - Words used to "blank out" specified text blocks

XSCALE - Scale factor for x coordinates on displays - scaled from -1.2

to +1.2

YSCALE - Same as above for y coordinates

69

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BIBLIOGRAPHY

1. De la Mater, S. T., "Naval Aircraft in the Next Decade," United

States Naval Institute Proceedings , v. 100, No. 355, pp. 66-83,

May 1974.

2. DeLaura, R.D. , Electrical Engineering Computer Laboratory Manualfor the FORTRAN User, Naval Postgraduate School, Monterey,California, 19-72.

3. Giardina, T.J., An Interactive Graphics Approach to the Flight

Deck Handling Problem , M.S. Thesis, Naval Postgraduate School,

Monterey, California, 19 74.

4. Hughes Aircraft Company, System Reference Manual, ConographicsProducts , 1974.

5. Meadow, C.T., Man-Machine Communication, John Wiley & Sons ,

Inc. , 1970.

6. Naval Air Engineering Center Report 7375, Exploratory Study of anAutomated Carrier Aircraft Deck Operations Control System , by

C. W. Rainwater, 21 October 1966.

7. Naval Air Engineering Center Report 7453, Systems Definition of

Carrier Aircraft Deck Operations Control System , by R. S. King,

AD8778034, 21 April 1967.

8. Newman, W. M. andSproull, R. F. , Principles of Interactive

Computer Graphics , McGraw-Hill Book Company, 19 73.

9. Prince, M. D. , Interactive Graphics for Computer-Aided Design ,

Addison-Wesley Publishing Company, 1971.

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INITIAL DISTRIBUTION LIST

No. Copies

1. Defense Documentation Center 2

Cameron Station

Alexandria, Virginia 22314

2. Library, Code 0212 2

Naval Postgraduate SchoolMonterey, California 93940

3. Department Chairman, Code 72Ba 1

Computer Science GroupNaval Postgraduate SchoolMonterey, California 93940

4. LTJG CM. Raetz, USN, Code 72Rr 5

Computer Science GroupNaval Postgraduate School

Monterey, California 93940

5. Professor D. E. Harrison, Jr., Code 61Hx 5

Department of Physics and ChemistryNaval Postgraduate SchoolMonterey, California 93940

6. Mr. Rudi F. Saenger, NAIR 1160 1

1421 Jefferson Davis HighwayArlington, Virginia 20360

7. LCDRA. K. Johnson, USN 1

USS ANCHORAGE (LSD 36)

FPO San Francisco, California 96601

8. ENS K. P. Woolley, USN 1

618 Vance Drive

Bristol, Tennessee 37620

151

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