The session began with a brief explanation about structures in C programming, how they are initialized and used while writing a code in C language. In the previous session we came across the software development life cycle in which there are four phases. Once the analysis phase is approved by the client the developer, before going to the design phase the developer must decide on the software development models such as:
1. Waterfall model
2. Spiral model
3. V-model
In the waterfall model, after the completion of each phase, the next phase begins. Here there is no provision for any changes in the previous phase that is completed, hence the second phase onwards, depends upon the success of the previous phase. Thus any failure in the lower phases leads to the failure of the complete software. This is the shortcoming of the waterfall model and is rarely used.
Next is the spiral model. In this model the phases are assigned to four different quadrant and the SDLC process is executed in a spiral manner. After the completion of the SDLC process i.e., the initial prototype is shown to the client for approval and further requirements to be enhanced, the process is repeated again and again until all the requirements are fulfilled. This model is used more for a specific product to be developed which has a long life cycle than a software.
The final model is the V-model. Here after completing each phase the test case is identified. This model is used for mission critical embedded systems such as bombs and other warfare material. At no point of time is the requirement not tested i.e., at every stage the requirement is tested. We also saw a software requirements specification document(SRSD) for aircraft landing scheduler, which gave us more insight about SDLC.
The next topic of discussion was about Airports and Airspace, which mainly dealt with the following topics; runways, taxiways, airport signs, lighting systems, controlled airspace, flight information, ATC, radars and landing aids. A runway is a path or area of land prepared for landing and take-off of aircrafts. The runway numbers are generally one-tenth of the magnetic azimuth of the runways heading. The entire horizon is divided into three with the north pole as the zero degree reference. For example a runway numbered 9, it means it is the 90 degree magnetic heading. A runway has two numbers because an aircraft can land from either side of the runway depending upon the direction of the wind i.e., against the direction of the wind. If one side of the runway is numbered 9 the other side will be 27.
Then we saw the traffic pattern, i.e., the pattern which the aircraft genarally takes to land or take-off. An entering pattern at 45 degree angle to the midpoint of the downwind is recommended followed by the base leg, final approach, departure leg and crosswind leg. We also saw different types of runways. Taxiways are links between runways and the airport parking areas. We also saw a brief overview of the Instrument landing system(ILS), which guides the aircraft to align itself to the centre of the runway for safe landing. Further details about ILS will be covered in the upcoming sessions.
We also saw six different types of airport signs. Each sign gives a certain information to the pilots of an aircraft such as location, direction, destination, runway distance remaining, mandatory information and other important information such as noise sensitive area located south east of runway 9/27.
We also saw the different lighting systems on a runway such as approach light systems, runway edge lights, In-runway lights, taxiway lights, airport beacons, visual approach slope indicator and the precision approach path indicator. Then we saw what is controlled airspace, a brief description of cloud cieling and special airspaces such as prohibited area, restricted areas, warning areas, military operations areas, alert areas and controlled firing areas. Next we had a brief discussion about ATC's, radars, transponder and landing aids. A brief idea about each and how they work. Finally we saw the different ILS categories, i.e., the systems that are used while landing an aircraft based on various factors. For example during bad weather or during zero visibility CAT 3C type of ILS systems are used.
The seventh session at SOAR was very interesting with a lot of project ideas being discussed, but at the same time we aquire a lot of domain knowledge in avioncs and embedded systems.
The sessions are very lively and interactive which makes it less boring. Our techlead is very supportive and approachable with any kind of query or doubt. Looking forward to the next session for more information and ideas in the field of avioncs.
1. Waterfall model
2. Spiral model
3. V-model
In the waterfall model, after the completion of each phase, the next phase begins. Here there is no provision for any changes in the previous phase that is completed, hence the second phase onwards, depends upon the success of the previous phase. Thus any failure in the lower phases leads to the failure of the complete software. This is the shortcoming of the waterfall model and is rarely used.
Next is the spiral model. In this model the phases are assigned to four different quadrant and the SDLC process is executed in a spiral manner. After the completion of the SDLC process i.e., the initial prototype is shown to the client for approval and further requirements to be enhanced, the process is repeated again and again until all the requirements are fulfilled. This model is used more for a specific product to be developed which has a long life cycle than a software.
The final model is the V-model. Here after completing each phase the test case is identified. This model is used for mission critical embedded systems such as bombs and other warfare material. At no point of time is the requirement not tested i.e., at every stage the requirement is tested. We also saw a software requirements specification document(SRSD) for aircraft landing scheduler, which gave us more insight about SDLC.
The next topic of discussion was about Airports and Airspace, which mainly dealt with the following topics; runways, taxiways, airport signs, lighting systems, controlled airspace, flight information, ATC, radars and landing aids. A runway is a path or area of land prepared for landing and take-off of aircrafts. The runway numbers are generally one-tenth of the magnetic azimuth of the runways heading. The entire horizon is divided into three with the north pole as the zero degree reference. For example a runway numbered 9, it means it is the 90 degree magnetic heading. A runway has two numbers because an aircraft can land from either side of the runway depending upon the direction of the wind i.e., against the direction of the wind. If one side of the runway is numbered 9 the other side will be 27.
Then we saw the traffic pattern, i.e., the pattern which the aircraft genarally takes to land or take-off. An entering pattern at 45 degree angle to the midpoint of the downwind is recommended followed by the base leg, final approach, departure leg and crosswind leg. We also saw different types of runways. Taxiways are links between runways and the airport parking areas. We also saw a brief overview of the Instrument landing system(ILS), which guides the aircraft to align itself to the centre of the runway for safe landing. Further details about ILS will be covered in the upcoming sessions.
We also saw six different types of airport signs. Each sign gives a certain information to the pilots of an aircraft such as location, direction, destination, runway distance remaining, mandatory information and other important information such as noise sensitive area located south east of runway 9/27.
We also saw the different lighting systems on a runway such as approach light systems, runway edge lights, In-runway lights, taxiway lights, airport beacons, visual approach slope indicator and the precision approach path indicator. Then we saw what is controlled airspace, a brief description of cloud cieling and special airspaces such as prohibited area, restricted areas, warning areas, military operations areas, alert areas and controlled firing areas. Next we had a brief discussion about ATC's, radars, transponder and landing aids. A brief idea about each and how they work. Finally we saw the different ILS categories, i.e., the systems that are used while landing an aircraft based on various factors. For example during bad weather or during zero visibility CAT 3C type of ILS systems are used.
The seventh session at SOAR was very interesting with a lot of project ideas being discussed, but at the same time we aquire a lot of domain knowledge in avioncs and embedded systems.
The sessions are very lively and interactive which makes it less boring. Our techlead is very supportive and approachable with any kind of query or doubt. Looking forward to the next session for more information and ideas in the field of avioncs.
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