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Canada AIP http://www.navcanada.ca/
Canadian NOTAM (PRMs) http://www.navcanada.ca/
Canadian Flight Supplement
CFMU Route Availability Doc Annex NAT
(NERs)
www.cfmu.eurocontrol.int/rad/
FAA TSO-C129 http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/
rgWebcomponents.nsf/HomeFrame?OpenFrameSet
FAA 91-RVSM11 http://www.faa.gov/ats/ato/rvsm1.htm)
JAA TGL-6 –Revision 1 http://www.ecacnav.com/rvsm/library.htm
JTSO-C219a
ICAO Doc 4444* http://www.paris.icao.int/ or www.icao.int
ICAO Doc 7030* http://www.paris.icao.int/ or www.icao.int
ICAO Doc 9574* http://www.paris.icao.int/ or www.icao.int
ICAO Doc 9613 *(RNP) http://www.paris.icao.int/ or www.icao.int
Ireland AIP http://www.iaa.ie/safe_reg/default.asp
NAT Doc 001 – Consolidated Guidance
material
http://www.nat-pco.org/
NAT MNPS Operations Manual http://www.nat-pco.org/
NAT HF Guidance Material – Doc 003 http://www.nat-pco.org/
NAT Datalink Guidance Material http://www.nat-pco.org/
UK AIC 55/2003 http://www.nat-pco.org/
UK AIP www.ais.org.uk
UK NOTAMs (PRMs) www.ais.org.uk
US Airport Facility Directory (NARs)
US AIP (WATRS)
(*) ICAO saleable documents - Please contact
- the ICAO European and North Atlantic Office, Paris : icaoeurnat@paris.int ; or
- ICAO Headquaters, Montreal sales@icao.int
– END –
3
Software development increasingly
dominates the engineering process in
consumer and industrial products as small
as cell phones, as commonplace as washing
machines and automobiles, and as large as
farm equipment, mining tools, and airplanes.
At companies that once focused largely on
the mechanics of hardware, the primary
challenge today is developing high-quality,
reliable software to embed in these products.
Siemens, for example, now employs
more software engineers in its high-tech
businesses than do large software companies
such as Microsoft, Oracle, or SAP. The focus
and value in engineered products is shifting
from chips to code.
As the focus shifts, companies accustomed
to managing the development of their
hardware need to learn new processes and
metrics for managing the development of
software so that they can make the process
more productive and the software more
reliable. Hardware typically involves much
less uncertainty about how the elements of
a system work together: something connects
or it doesn’t. Software development involves
shades of gray. Because there are more levels
of connectivity and greater integration with
other systems, it’s often hard to uncover all
of the side effects during the testing stage.
Automobiles make a good case study
for demonstrating the challenges of this
mounting complexity and for devising a road
map to improve the quality and reliability of
embedded software, which now drives most
of the industry’s innovations and accounts
for a substantial and rising part of each new
car’s value (Exhibit 1). Embedded-software
systems control a wide variety of automotive
applications and handle a number of
fundamentally different challenges, such
as those of suspension control and
satellite navigation—all while exchanging
information in real time. High-end models
from German and Japanese automakers use
65 to 100 electronic control units (ECUs),
making each vehicle a real-time computing
network requiring extremely high reliability.
Unfortunately, embedded software has, at
best, a varied record of quality: newspapers
regularly report failures and recalls.
To improve the reliability of embedded
software—and to protect the reputations
of automotive brands—carmakers and
their suppliers must fi nd ways to improve
its quality. This won’t be easy to do, but
other industries have succeeded by adopting
more mature architectures and improved
procedures for design, development, and
testing. The aerospace industry, for example,
is adopting central computing architectures
that promote reuse and help companies
manage complexity and meet strict
reliability and quality standards.1 For some
commodity handsets, several players in the
mobile-phone industry have developed
the Symbian standard interface between the
software protocol stack and applications.
This approach helps manufacturers
collaborate with suppliers and thus speeds
up time to market.
Proprietary advantage is crucial in the
automotive industry, and organizations
such as Autosar (Automotive Open System
architecture) and Jaspar (Japan Automotive
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