Ancestors of David Lee Allen

Notes

1. David Lee Allen

BA Psychology 1975, University of Washington; Master of Software Engineering 1983, Seattle University.

Employed at The Boeing Company since 1977. Computer engineering and management.

Raised in Church of Unity; Baptised in the Church of the Nazarene 29 Sep 1985.

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AIAA Digital Avionics Award
Award Data for Nominee
Allen, David L

Position Title
Chief Engineer, Crew Information Services
Organization Institutional Info
M-4510, Crew Information Services, Flight Services, CAS, BCA

Contact Information
MS 19-MP
PO Box 3707
Seattle, WA
david.l.allen@boeing.com

Biography
Dave has been working for Boeing for 28 years, primarily in digital avionics. Currently, Chief Engineer
for Crew Information Systems responsible for the implementation of the Electronic Flight Bag (EFB)
and associated ground infrastructure.

The Electronic Flight Bag was the first such system implemented as integrated avionics. This included the first color touch screen display, first use of regulatory guidance for EFBs, and first use of a partioned Linux/Windows system in the cockpit. Awarded the AvWeek Laurel Award for 2003 for this development.

Previous to that assignment, was Chief Engineer of Communication, Navigation, Surveillance/Air Traffic Management (CNS/ATM) for BCA. During that period of time worked with various air traffic industry groups to develop improved, integrated airplane/air traffic systems which would increase safety and efficiency. Awarded the Global Navcom Laurel award for 2000 for work done to advance CNS/ATM worldwide.

As Project Engineer for 747-400 Flight Management, designed and implemented FANS 1 (Future Air
Navigation System) which incorporated the first transport category use of GPS for navigation, the first
Controller-pilot data link for Controller Pilot Data Link Communication (CPDLC) using satellite communication, and the integration of airline operational data link and Air Traffic Data Link. This was
also the first integration activity which linked airplane, airline host infrastructure, and multiple Air Traffic Control facilities. It involved a multi-disciplined joint requirements effort, the results of which
became the industry standard. The architecture of this effort is depicted below.

As Software Engineering Manager for the 747-400 development, was responsible for all development
software in the airplane. Was a key participant in RTCA Special Committee 167 which drafted the currently used Sofware Certification Standard (DO178B).

Earlier assignments involved almost all digital equipment on most Boeing Transport airplanes. This included the first EFIS display with an integrated speed tape and the first Ground Proximity Warning System with integrated Wind Shear detection and alerting.

Dave is married, and has two daughters. He is currently active in Habitat for Humanity as a volunteer labor. He also helps his wife in her volunteer job as a Court Appointed Special Advocate for children in the court system.

Community Service
Spent 12 years (1986-1998) as the Chairman of the Board of Rainier Christian School District. This started out as a single school (grades pre-school - 3rd with about 200 students) and grew to a district with five campuses and going from day-care through highschool (with about 1100 students).
Take teenagers to Mexico to build houses for the homeless. - 1996-2000
Work on Habitat for Humanity Houses, four houses built. 2001-present

Education
1974 - BA Psychology/Anthropology from the University of Washington.

1983 - Masters of Software Engineering, Seattle University.

Affiliations, Boards, Associations and Organizations
Designated Engineering Representative for the FAA, NWM-318, 1983-1999. One of the few DERs
authorized to approve both Systems and Software (including mission critical software).

Key member of RTCA Special Committee 167 charged with the development of DO178B, “Software
Considerations in Airborne Systems and Equipment Certification”, 1986-1989

Joint Chairman of RTCA Special Committee 189 charged with development of certification standards
for Air Traffic Control Data Link Communication, 1995-1996

Patents, Professional Licenses, Registrations
Filed Patents:
- 04-0691, Wireless Airport Access Point Maintenance System, filed provisional 11/2004
- 05-0129, Integration of Class 3 and Class 1 EFB in an Aircraft Environment, 2005 filed with USPTO
7/2005
- 04-0289, Methods for real-time Fuel Usage and tracking by tail/engine, filed with USPTO 7/2005
- 04-1203, Distributed Data Load Management using Wireless, Satellite, or ACARS Communication,
filed with USPTO 7/2005
- 04-1294, Methods for fault data transfer from airplane central maintenance systems to Electronic Flight
Bag systems and the Electronic Logbook (ELB) application, filed with USPTO 7/2005
- 05-0290, Methods for fuel/route analysis to support fuel hedging, filed with USPTO 7/2005

Patent Disclosures Pending:
- 05-0033, Communications Management Function Integration of Internet Protocols and ACARS
messages, 2004
- 04-1202, Methods for wireless data transfer between airborne Electronic Log Book (ELB) instances
and ground based data systems, 2004
- 04-1204, Methods for Managing Security Certificates in an Airborne Environment, 2004

Work History:
Chief Engineer, Crew Information Systems (6/2002 – present):
Responsible for an Engineering group tasked with the design, implementation, deployment, and customer support of a Crew Information System. This centered around an Electronic Flight Bag system installed in the airplane and a Distributed Data Management (DDM) system deployed at a central facilities and clients running at the airlines.

The EFB hosts applications running on Type Certified partitions (written in Linux) and Operationally Approved partitions (written for Windows).

These applications include the first Airport Moving Map with the GPS determined airplane position for
surface movement positional awareness. This required development of new GPS integrity algorithms that provided availability much higher than current integrity algorithms. Other applications are Terminal Charts, Takeoff/Landing Performance Calculation, and Electronic Documents. This system also hosted the first Flight Deck Entry Video Surveillance function that allows the flight crews to determine who is requesting entry to the flight deck. All of the applications have the ability to utilize the communication functionality of the airplane.

This basic capability is to be augmented in 1Q05 to add the capability to use Terminal Wireless Local Area Networks to wirelessly load the EFB every time it lands at an equipped airport. This, coupled with the DDM system, will allow an airline to tag data updates to an airplane (via tail number) and have the airplane automatically loaded each time it is on the ground. An airline-engineering group can even retrieve the current configuration of the EFB system, results of Performance Calculations, and EFB Fault logs from their Web-based interface in their offices. This information will be transmitted over TWLU (or other communication pathways).

This development was done in 14 months, under cost, on-time, and contained as much software as the rest of the 777 airplane flight deck systems combined.

Senior Manager, Flight Management/Satcom/Communications Management/VHF-HF Voice and Data Communications (9-2001 until 6/2002):
Responsible for an Engineering group tasked with design, installation, and customer support of Flight Management Systems for 747/757/767, Voice and Data Satellite Communications for all models, Aircraft Communications Addressing/Reporting System (ACARS) and Communication Management Units (CMU) for all models, VHF data/Voice units for all models, and HF data/voice for all models. Participate in the team that develops strategies for airplane equipage in response to customer requests and ATC operational requirements.

Chief Engineer, Air Traffic Management Architecture – (10/2000 – 9/2001):
Responsible for an engineering group tasked with the development of operational concepts, requirements, and design of systems which will increase the capacity and safety levels of the National Airspace System (NAS). This includes terrestrial, airborne, and space-based systems. Headed the effort to develop the research and analysis capabilities to use the airborne Flight Management information for Air Traffic Control use in separation management.

Chief Engineer, Air Traffic Services Support – (11/95 – 10/2000):
Responsible for strategic planning and implementation of all projects relating to Air Traffic Management. These projects are centered primarily around the migration of communication and navigation from terrestrial sources to satellite. This includes strategic planning, research/analysis, business case analysis for development projects, and system preliminary design (including space/airborne/ground interfaces).

This group performs research/analysis supporting the Air Traffic Service Providers, airlines, and other research organizations. It has also organized a global industry strategic planning group (known as the CNS/ATM Focus Team, made up primarily of airlines) which developed a methodology to define the high value upgrade path for satellite communications and navigation enhancements for airborne and ground ATC systems. It supports both airline customers and air traffic service providers located all over the world. Boeing has targeted air traffic management (with associated communications and airspace/airport analysis and operation) as a new business stream.

In that respect, ting activities were supported to identify strategic teaming and acquisition targets necessary to develop this non-traditional (for Boeing) business. This includes research, business development sequencing, and on-site due-diligence support.

Supervisor, Flight Management Computer - Avionics, (12/89 – 11/95):
Project manager for the analysis and incorporation of software and hardware updates to the Flight Management Computer (FMC) for the 757, 767, and 747 aircraft. This is a highly integrated, software
intensive system that is the main pilot interface to the aircraft systems. Was responsible for the planning,
specification, design, and implementation of a major enhancement to the 747-400 FMCS known as the Future Air Navigation System.

This was a ground-breaking, major upgrade including features to allow the aircraft to become a part of the internationl air/ground/satellite network to be used for air traffic control. As this was the first implemen- tation in the world, part of the development required development of international interface standards and brokering their world-wide acceptance. This project was completed virtually on time and under budget. The Boeing Company is recognized as the leader in safety related airborne satellite communication technology because of this project.

Responsible for the 747-400 FMCS sustaining program that tracked and solved in-service problems. This position involved significant interaction with the factory, airline customers, industry, and suppliers. Developed FMCS development processes and implemented those processes. In 12/89, the FMCS was at the top of the Dispatch Delay list. By 4Q1994 it was no longer on the list; accomplished through the development of fix package development processes (including an aggressive program to increase supplier responsibility for problem location and resolution), and development of enhanced internal software anomaly reporting within the FMCS.

Developed process improvements on FANS development which substantially reduced cost and cycle time. These included design and test processes that increased effectiveness of the testing while reducing actual test time. Participated in team with Finance, Marketing, and Engineering to develop cost/benefit analysis for FANS which was used to validate the requirement for the development to Boeing management and airlines. Developed methodology to control and document aircraft/ground functional integration that minimized late changes to the FMCS development. Developed method of communication of problems to airlines that allowed them to operate more efficiently with those problems until they could be fixed.

Supervisor, Systems Engineering - Avionics, (6/89 to 12/89):
Provided direction to a group of engineers/technicians in four areas: 747-400F coordination, Certification Analysis and tracking, Systems Engineering methodology and tool development, In-service problem tracking and resolution.

Manager, Software Engineering - Avionics, (2/87 to 6/89):
Responsible for all airborne system software for the 767 and 747-400. The 747-400 was in development
during this period and involved a significant software-based system upgrade to the aircraft (from navigation systems to in-flight entertainment). This task included the development and control of all of the interfacing computers on the airplane (~1000), specification control, subcontractor management of the software development, and primary responsibility for certification of the avionics software. This was a very large project that involved about 40 subcontractors, 120 engineers, and a tight schedule and budget.

Directed a computing group which managed the PC and Apollo workstation networks and provided system and operation support for the Interface Control Drawing Database. It was also responsible for maintaining inventories and generating computing budget requirements. This group implemented a successful local area network for the new Avionics facility that attached the Apollos and PCs to the larger Boeing Network Architecture. It also developed a network-based Budget Requirements System that greatly simplified the activities associated with developing quarterly manpower estimates. Responsible for reorganization of unit after 747-400 Certification that eliminated need for this position.

Project Engineer, Display Systems - Avionics, (6/86 to 2/87):
Responsible engineering supervisor for the development and test of CRT Primary Flight Instruments. Provided direction for modification of the Electronic Flight Instrument System (EFIS) for the 737-300. This was a software-intensive development but encountered significant latent hardware design errors. This task required management of the supplier verification effort and also required management of the hardware design error solution and test. The equipment was successfully installed on the first required airplane with full FAA certification.

Software Engineering Supervisor - Avionics, (10/84 to 6/86):
Provided direction to software engineers and technical personnel in the support of avionics computers for the 737-300 and 737-200 airplanes. The task was to monitor design and implementation quality and status. The major portion of the job was to support certification by performing software verification analysis. This group developed the computer interface control database that handles all of the analog and digital signal interfaces on the airplane and produces the Interface Control Drawing. Managed the computer budget for the Avionics division and supported procurement and installation of computing equipment. Provided leadership to a hardware/software group whose task was to manage the recovery of the GPWC Windshear incorporation development. The group received a commendation for implementing the system while avoiding the delay of aircraft delivery.

Lead Avionics Software Engineer, (10/82-10/84):
Provided lead direction for several different avionics systems. These included inertial sensor, radio navigation, performance data, and control systems. This job entailed the planning and control of the software development process, including requirements analysis, design analysis, and test coverage analysis. This effort included identification of program risks in terms of certification and in-service problems due to insufficient software control and testing.

Lead Software Engineer, Engineering Quality Assurance, (4/82 - 10/82):
Participated in development of life cycle management plan for 737-300 Avionics software. Performed as a member of an inter-organizational task force for the 737-300 Flight Management Computer System in Software Management, Software Quality Assurance, and Program Planning and Control.

Lead Systems Analyst, HP 3000 Systems, (11/79 - 4/82):
Responsible for systems analysis, change control, and validation processes for Hewlett Packard 3000 network. This included planning, analysis, and implementation of multi-man-year modifications to existing software. Directed production operations which involved a three-node network.

Systems Analyst, (6/77 - 11/79):
Participated in a large database development (15 man-year) which involved requirements specification,
validation, and documentation. Designed and implemented software tools for HP 3000 operation and Systems Analysis. Participated in the development of the Customer Introduction/Reorder System (CIS) and the Engineering Scheduled Work Release (ESWR) programs. This was the first interactive, distributed Engineering system developed at Boeing Commercial.

Publication(s) By Nominee
Allen, 1987, "737-300 Electronic Flight Instrument System", Airliner Magazine, April/June 1987

Allen,1998, "Future Air Navigation System (FANS)" AERO magazine, Vol02

Allen, 2003, "Electronic flight Bag", AERO Magazine Vol24

Job Description (Current)
Chief Engineer, Crew Information Services; CAS, Flight Services
Chief Engineer for the development, deployment, and sustaining of Crew Information Systems centered
around the airplane installed Electronic Flight Bag and the supporting ground infrastructure known as the Distributed Data Management System. This installation had several "firsts":
- First addition of additional new display to Boeing cockpit
- First color touch screen display in Boeing cockpit
- First EFB ever to certify under the FAA guidelines.
- First Moving Taxi Map with ownship position (using new integrity algorithm)
- First implementation of 10/100 and 1000MBit fiber optic interfaces for a Boeing Commercial airplane.
- First Windows application in a Certified, Flight Deck, Operational Device.
- The same part number for all Boeing airplanes.

This was all done for about $10M and used 12 Direct and about 12 Indirect folks.

This system has been deployed to five 777 airline customers (as of 3/2006). The system is currently being retrofited to 747 and 737 customers.

Since this system must interface to the airline host systems, it uses both ACARS and Internet Protocol communication. One of the primary communication pathways is Airport Wireless Communication. One of my groups is responsible for designing and implementing the ground infrastructure to support this communication. This group has developed a proprietary method of design and implementation provides mobile coverage with and order of magnitude fewer access points. This airport system has a patented access point management system and provides coverage out to the runways.

In cooperation with Singapore Airlines, the Economic Development Board of Singapore, and Changi Airport; we installed a demonstration system which provided airplane access to the runways, taxiways, and gates at Terminal 2 using only 9 access points.

The Crew Information System allows the airplane to be completely integrated with airline hosted clients, interfaced with existing airline systems, and My Boeing Fleet. This system allows the airlines to have connectivity with their airplanes (in a secure environment)which allows information exchange that enables optimal operation.

Awards & Honors (Full List)
International Air Transport Association , Global Navcom Laurel Award-2000

Aviation Week and Space Technology, Laurel award-2003

1. Janice Dianne Brown

Resided California, Oregon, Alaska, Washington. Puget Sound area since 1972.

BS Psychology, with Teacher Certificate, 1975, University of Washington;
Master of Education, 1990, Seattle Pacific University.

Elementary School Teacher.

Raised Baptist, baptised 26 Mar 1961, Edmonds First Baptist Church, Edmonds, WA; then joined the Church of the Nazarine about 1985.