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A sense of “personal integrity” blocks pilot use of new information about how he thinks. Research on human performance under stress done over the past fifty years indicates increased rigidity and regression to earlier learned behavior in high stress, and in low Stress a shift in attention to any domestic situation or on the job controversy which is of higher stress than that of the job at hand, all without the pilot's knowledge. Informal surveys of commercial pilot training and commercial pilot attitudes towards these studies indicate that the study findings directly confront learned cultural responses. Pilot and trainer reactions prevent the information from being adequately investigated or formally taught. The findings are not written into training manuals and pilots who are informally given the information do not have adequate access to the knowledge when it is needed.

When looking into using PCMCIA PC Cards in the avionics market, three areas must be researched. The first is what are the applications and benefits of using the PC Cards while in flight, followed by the applications and benefits on the ground, and thirdly on how to make a PC Card that would stand up to the rugged avionics environment. PCMCIA PC Cards can be used in all aspects of flight. Three possible applications on the ground are; paperless documentation, modifications, flightline changes. Once airborne, PC Cards can be removed and a different functionality card can be inserted. One PC card socket can be used for many different functions during one flight. Some of the possible applications for PC Cards inflight are; flight plan changes, backup Line Replaceable Units (LRUs), and solid state data collection.

In recent years there has been increasing interest in quantifying the emissions from aircraft in order to generate inventories of emissions for climate models, technology and scenario studies, and inventories of emissions for airline fleets typically presented in environmental reports. The preferred method for calculating aircraft engine emissions of NOx, HC, and CO is the proprietary “P3T3” method. This method relies on proprietary airplane and engine performance models along with proprietary engine emissions characterizations. In response and in order to provide a transparent method for calculating aircraft engine emissions non proprietary fuel flow based methods 1,2,3 have been developed. This paper presents derivation, updates, and clarifications of the fuel flow method methodology known as “Fuel Flow Method 2”.

A wide body aircraft carries almost a half–ton of water and ice between the cabin and skin of the aircraft. The water can get on wires and connectors, which can cause electrical problems, cause corrosion and rust, and, eventually, “rain in the plane”. The speaker is the CEO of CTT Systems that has developed a system that solves the condensation by using dry air. The speaker will discuss how condensation can be prevented and how airlines can also save maintenance costs in the process. This topic is relevant for the attendees at the Aerospace Expo, as they are decision makers who need to be aware of this issue. It is also important for the MRO shows as the attendees are on the front lines of dealing with this problem.

The airline industry seems to be providing more leisure features on planes like inflight entertainment, Internet access and Digital TV, but it seems the airline industry has ignored the issue of excess condensation on aircraft, which had plagued carriers since the birth of the airline industry. How safe are passengers when a wide body aircraft carries in excess almost a half ton of water and ice between the cabin and skin of the aircraft? Besides the added weight straining the aircraft, excess condensation soaks wires and connectors which can cause electrical shorts. There have been instances of emergency doors frozen shut, locked by ice stemming from excess water dripping inside the plane. Extra water also causes “rain-in-the-plane”, an issue that has gained national attention and causes passenger discomfort. It's time for the industry to address what has become a serious issue.

Whether we live on land, underwater, or out there in space, what makes it possible is our ‘skin’. The one we were born with, the one we wear, the one we live in, and the one we travel in. The skin is a response to where we live: it protects as our first line of defense against a hostile environment; it regulates as part of our life-support system; and, it communicates as our interface to everything within and without. In the context of space architecture – we, our space suits, vehicles and habitats are all equipped with highly specialized ‘skins’ that pad us, protect us and become an integral part of the design expression. This paper approaches the subject from a holistic perspective considering ‘skins’ and their manifestation as structure, as vessel, as texture, and as membrane. The paper then goes on to showcase innovative use of materials in practice through two case studies: the ‘spacesuit’ and ‘inflatable habitats’.

Zero trust (ZT) is an emerging initiative that focuses on securely providing access to resources based on defined policies. The core tenet of ZT is “never trust, always verify”, meaning that even within trusted zones of operation, resource access must be explicitly granted. ZT has proven effective in improving the security posture in domains such as information technology infrastructure; however, additional research and development is needed to define and apply zero trust principles to cyber-physical system domains. To work toward this objective, we have identified an initial set of ZT architectural patterns targeted specifically at cyber-physical systems. We created ZT architecture patterns in the Architecture Analysis and Design Language (AADL), a modeling language that enables engineers to describe the key elements of embedded system architectures using a well-defined semantics.

The X-Wing concept employs a single lifting system for all modes of flight. The lifting system is comprised of four very rigid, circulation control wings with blowing for lift modulation and control. For hover and low speed flight, the wings rotate such as the rotor of a helicopter. For high speed flight, the wings are stopped in an “X” configuration across the fuselage - from which the name of the concept is derived - with two forward-swept wings and two aft-swept wings. Such a vehicle is also envisioned to have an integrated gas turbine propulsive system for all flight modes. At low speeds, the gas generators) would drive a shaft to turn the wings and the circulation control compressor as well as a set of propulsive fans. For high-speed flight, the shaft would drive only the compressor and accessories as the fans propel the vehicle. The X-Wing concept has been underdevelopment for over 15 years.

The X-36 is a remotely piloted 28% scale model of a two-axis-unstable notional future fighter aircraft with canards, a mid-wing and features the absence of any vertical control surfaces, Figure 1. The aircraft was jointly developed by the NASA Ames Research Center and McDonnell Aircraft & Missile Systems and flight tested at the NASA Dryden Flight Research Center. Objectives of this program were to demonstrate fighter aircraft agility for a vertical tailless configuration and to demonstrate the development of a low cost alternative to full size prototype aircraft. This paper presents some aspects of the subsystem integration methodology used to develop the X-36 Tailless Agility Research Aircraft.

Agile aircraft (X-29, X-31, F-18 High Alpha Research Vehicle, & F-16 Multi-Axis Thrust Vector) test pilots, while flying at high angles of attack, experience difficulty predicting their flight path trajectory. To compensate for the loss of this critical element of situational awareness, the X-31 International Test Organization (ITO) installed and evaluated a helmet mounted display (HMD) system into an X-31 aircraft and simulator. Also investigated for incorporation within the HMD system and flight evaluation was another candidate technology for improving situational awareness - three dimensional (3D) audio. This was the first flight test evaluating the coupling of visual and audio cueing for aircrew aiding. The focus of the endeavor, which implemented two visual and audio formats, was to examine the extent visual and audio orientation cueing enhanced situational awareness and improved pilot performance during tactical flying.

The X-15 is a high-performance, manned research vehicle. The 125 flights made since 1959 have provided valuable research data on hypersonic aerodynamics, aerodynamic and structural heating, the behavior of certain types of structure under aerodynamic heating, and the ability of the man-machine combination to perform assigned tasks. It is planned to extend this work to greater speeds and to continue to use the vehicle as a test bed to lift various scientific experiments into the high-speed flight or near-space environment and return them to the scientists. This capability is almost entirely unique to the X-15.

The auxiliary power system of the X-15 airplane represents a uniqueness in its application. It must operate continuously in flight, in a space environment, during zero gravity, during reentry heating, and for a period of time which often exceeds the X-15 rocket engine operation by 1400 sec. The X-15 auxiliary power system must provide both hydraulic and closely regulated 400-cycle electrical power for operation of various X-15 systems. This paper describes the system, its functions, and its major components. A brief introduction to an X-15 research mission is included to illustrate the integration requirements of the auxiliary power system to the X-15 and the research system.

Current and future generations of transport aircraft are characterized by a high level of automation. This automation is intended to assist the flight crew and make it possible for a crew of two persons to operate these aircraft for all types of flights, including those of extremely long duration. While one of the design goals of automation is to reduce crew workload, little is known about the true relationship between workload and automation. This paper discusses the approaches taken by Airbus Industrie when designing increasing levels of automation into their aircraft. It also addresses the Airbus program of workload research and the need to direct specific attention to the relationship between workload and automation.

Over the last decade, considerable research has been conducted on the construct of operator workload and its measurement. From this research, both theory and methods have evolved to provide valid assessment of this construct. Two classes of assessment methods, secondary tasks and subjective scales, dominate the literature at this time. This paper traces the development of both methods, ties their use to current theories of human processing resources, and evaluates both with respect to five criteria.

Selection of working fluid is one of the main criterions for designing of heat pipes thermal control systems (TCS) for space application. In this paper we will describe how we solved the task of development of the TCS with working fluid of high thermal physical properties. In 2004-2006 we developed the Engineering model of Deployable Radiator based on Loop Heat Pipe by CAST purchase order. It was developed for qualification tests. Ammonia application as LHP working fluid is stipulated by its high thermal physical properties. However Ammonia freezing temperature is of minus 77ºC. Such fact impedes Ammonia application when operation temperatures of LHP Radiator are lower than this value, for example, It takes several tens of hours to orbit a spacecraft and prepare it for work (at that moment the spacecraft is out of power supply) and the working fluid can be frozen in a condenser-radiator when the spacecraft being in the shadow over a long period of time.

Currently, many factors influence the NASA Kennedy Space Center (KSC) workforce. These factors include the drive for return to flight, a Shuttle Program end date of 2010, and the Vision for Space Exploration which calls for the development of a new launch vehicle. Additionally, external factors exist as well, such as the area's cost of living, the availability of skilled resources, and the unemployment rate affect the overall workforce climate. To manage the human capital in a manner consistent with safety and mission success, and to strategically position NASA KSC to execute its future mission, it is necessary to understand how all of these different influencing factors work together to produce an overall workforce climate. We have been using System Dynamics models in order to capture some of these factors. These system dynamics models are also the starting point of agent-based models.

A bioregenerative diet is characterized by a high proportion of foods produced on site. The production and processing of foods into either ingredients or recipes entails certain labor requirements. Ideally these labor requirements should be estimated with a high degree of accuracy. Crew time is at premium and any amount of time spent on food preparation and processing is time not spent in conducting research and any other activities devised to improve the quality of life of the astronauts. Moreover, a wide variety of tasks are involved in the food preparation of a bioregenerative diet and the labor times of these tasks do not scale or increase in uniform fashion. Predicting food preparation labor requirements for varying crew sizes will require task specific models and data. Videotape analysis is a work measurement tool used in the manufacturing industry.

This specification covers tools used to install tiedown straps on wire bundles and for installing connector accessory shield termination bands (see 6.1).

This specification covers tools used to install tiedown straps on wire bundles and for installing connector accessory shield termination bands (see 6.1).