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To provide information about the position and orientation of the aircraft relative to the required flight path, several experimental synthetic vision display formats include a depiction of this path by means of a so-called highway-or tunnel-in-the-sky, sometimes augmented with a position predictor. To accurately track both a vertical path and a commanded velocity, energy management is required. The conventional position predictor supports path tracking but requires the pilot to use the resulting velocity error for thrust control. This paper discusses the development of an enhancement to the position predictor based on energy management considerations. The enhanced predictor provides the information needed to maintain energy awareness and allows an anticipatory thrust control strategy to be applied.

For the interior design of a flight simulator, the ergonomic software MDHMS has been used to test different interior layout issues. The MDHMS program includes an accomodation analysis capability which generates a digital sample of the specific target group. This paper shows the data required for this analysis. Since there are just a few reference files available for only parts of the Dutch population, some methods to derive data from related files in order to make the chart complete are presented.

Touch screen technology has experienced significant improvements recently, evolving to several solutions that are rugged enough to be introduced into the cockpit. A practical setup has been worked out consisting of four large PFD/MFD screens and two Touch Screen Control Units (TSCU's) which are positioned at the location of the classic CDU in the cockpit. All display surfaces have multi-touch capability. Apart from serving as a technology demonstrator, the setup will be used as a scientific test bed. The goal of this study is to identify the benefits and optimize the usage of multi-touch screens in a cockpit environment. The focus is on creating a more intuitive operation and increasing the situation awareness. To investigate and demonstrate this, dedicated touch screen gestures were implemented and specialized flight deck applications were developed that facilitate direct manipulation of the flight plan.

The ever increasing complexity of aerospace design has seen the emergence of Aerospace Design Automation, the study of design of aircraft/aerospace vehicle design systems. Our previous publications have dealt with its foundation, the Aerospace Design Representation Programming Interface (AERO-DRPI). To model the design, process and status data the AERO-DRPI uses data schemas appropriate for a tool and data combination. A data schema enables the definition of semantics and syntax of design, status, and process data. For generic design management, a data schema is required on which all the generic operations are possible. It should also meet all the requirements for generic design management. The generic design management schema should be extendible with minimum data redundancy. A specific design management data schema uses the generic design management schema as its foundation. For a specific design sub-discipline there are specific schemas.

Recent technological developments and increased utilization of Unmanned Aircraft Systems (UAS) have widened their application from military operations to also civil and commercial operations. UAS are most beneficial when they can share the whole airspace with manned aircraft. However, integration of UAS into non-segregated airspace is only viable if UAS operations are proved to be safe enough. The concern is that UAS operations could pose a safety problem for other aircraft and persons or property on the ground [19]. The objective of this paper is to develop and apply a safety risk analysis methodology for the risk of collision of an Unmanned Aircraft System with the ground. Such method could support regulators with the setting of UAS safety requirements. It may also be used by applicants (UAS operators and manufacturers) for identification of UAS related hazards, causal factors, and accident scenarios.

The selection of the design parameters of a perspective flightpath display must take into account the operational capabilities of the vehicle to be controlled. As a result, designs of perspective flightpath displays that have been optimized for fixed-wing aircraft may need to be modified in order to be useful for advanced approach procedures with tiltrotors. This paper discusses potential changes that are required as a result of the different range of flightpath angles used in approach trajectories and the different range of velocities.

Interfacing mechanisms of existing programming interfaces (PIs) could be applied to an Aerospace Design Representation Programming Interface (AERO-DRPI). Therefore it is necessary to study representative PI(s) to examine their features and their potential influence on specifying an AERO-DRPI. In our view the abstraction level of functionality categorizes interfacing mechanisms into three types. The first provides fundamental interfacing functionality that is reused by other types of interfaces. The second provides generic design management interfacing functionality and the third provides specific design management interfacing functionality. Representative PI(s) are analyzed by examining how well they meet our AERO-DRPI requirements. From this analysis we extract important characteristics of PI mechanisms that could be applied to an AERO-DRPI.

TU Delft in the Netherlands is performing research into the effects of the use of synthetic kerosene in aircraft. The research program consists of both desk research and tests. In the desk research gas turbine simulations will be combined with payload range performance calculations to show engine effects and fuel consumption changes. Ground and flight tests will be performed to show safe operation on synthetic fuel and to validate the calculations. Measurements during the ground tests will show the changed emissions as a result of the synthetic fuel.