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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.

The requirement for crew resource management (CRM), or aircrew coordination training (ACT) in military parlance, has been well documented and attested to. In addition, aircraft systems training has become more intense and more in-depth in the new aircraft designs, especially in multi-crew and complex aircraft such as the MV-22 Osprey Tiltrotor. (see Figure 1) Former training systems detailed training procedures that called for classroom training and simulation/simulator training followed by flight training. Improvements in aircraft flight skills training provide increased flying training capability coupled with reduced training time by integrating a mixed simulation/flight training syllabus, e.g. two to three simulation periods followed by one or two flight training periods covering the same material/skills. In addition, the simulation training will introduce new skills; the following flight periods will further refine/hone those skills.

The Boeing Company in Mesa, Arizona, has been conducting a concept design study of a roadable helicopter called the “Converticar” to assess its feasibility. This is a twin-engine vehicle with twin retractable coaxial counter-rotating rotors. The purpose of the study is to describe a vehicle that carries four passengers in the equivalent of a luxury car that also can fly like a helicopter, and can be priced like a luxury car. To come near this cost goal, the production rate must be on the order of 500,000 units a year. At that rate there is no chance of training a comparable number of pilots each year. So the machine must fly and navigate autonomously, with the pilot just dialing in where he/she wants to go. Technologically, the concept appears to be feasible. Modern design processes, new materials, and improved manufacturing process should allow the Converticar to be built at the prescribed rate when the proper infrastructure for manufacturing it is made available.

This Life Support Laboratory consists of a simulator of the spacecraft called Nautilus, which houses Air Revitalization Subsystem, Atmospheric Control and Supply, and Fire Detection and Suppression in the Equipment Area. There are supporting facilities including a Human Metabolic Simulator, simulated Low and Moderate Temperature Coolant Loop, chemical analysis bench, purified water supply, vacuum and gas supplies. These facilities are scheduled to be completed and start to operate for demonstration purposes by March 2005. There are an ARES Ground Model (AGM) and a Trace Contaminant Control Assembly in the ARS. The latter will be integrated with the AGM and a Condensing Heat Exchanger. The unit of AGM is being engineered, built, and will be delivered in early 2005 by EADS Space Division. These assemblies will be operated for sensitivity analysis, integration and optimization studies. The main goal is the achievement for optimal recovery of oxygen.

Most emerging electric vertical takeoff and landing (eVTOL) aircraft feature distributed electric propulsion systems with automation features that simplify operations for future pilots. In theory, increasing automation levels should reduce pilot workload, decrease training time, and improve performance consistency. Air Education and Training Command Detachment 62 (AETC/Det 62) sought to test this theory as part of a larger study involving 70+ participants, two eVTOL platform simulators, and multimodal assessments of flight performance. In the present report, we compared expert ratings of flight performance of pilots who do not have prior pilot experience or training (herein referred to as ab initio pilots; i.e., 0 flight hours) to those of experienced pilots (i.e., >300 flight hours) in either a semi-automated or highly-automated simulated eVTOL platform.

This paper discusses the findings for [Interior] Configuration Options, Habitability and Architectural Aspects of a first human spacecraft to Mars. In 2003 the space architecture office LIQUIFER was invited by the European Space Agency’s (ESA) AURORA program committee to consult the scientists and engineers from the European Space and Technology Center (ESTEC) and other European industrial communities with developing the first human mission to Mars, which will take place in 2030, regarding the architectural issues of crewed habitats. The task was to develop an interior configuration for a Transfer Vehicle (TV) to Mars, especially a Transfer Habitation Module (THM) and a Surface Habitat (SHM) on Mars. The total travel time Earth - Mars and back for a crew of six amounts to approximately 900 days. After a 200-day-flight three crewmembers will land on Mars in the Mars Excursion Vehicle (MEV) and will live and work in the SHM for 30 days.

For human beings who have been reared on the earth with its 1 G gravitational field, the condition of weightlessness is a world with which we are unfamiliar. Even if the layout and equipment configuration of a spacecraft designed to compensate for operation under Zero-G conditions, there are some things which are not effective under actual weightless conditions. In the design of a manned spacecraft, it is necessary to accumulate design data on human performance in a weightless condition, then to undertake design evaluations and verification under weightless conditions. In this paper, testing for the purpose of evaluating the effectiveness of Zero-G simulation using neutral buoyancy, conducted first of all in Japan, and recommendations on the equipment and Facilities required to conduct such simulations, are described.

This paper describes the ZENITH Nano-Satellite cum planetary atmospheric entry vehicle, called CanSat, the first Nano-Satellite project that has been developed by Delhi Technological University (Formerly Delhi College of Engineering), India. The satellite will function for monitoring the concentrations of various gases in the atmosphere. For this, the satellite consists of arduino microcontroller interfaced with the various Micro-electromechanical system (MEMS) gas sensors for measuring the concentrations of various gases such as carbon dioxide, carbon monoxide, methane, nitrous oxides, ozone, etc. The data obtained from the CanSat will be transmitted to the ground station where all the data will be stored and also the locations will be stored using GPS sensor. The academic goal of this project is to recruit students to the field of space science and technology.

Students share how SAE Membership has opened doors for their careers, provided educational opportunities and hands-on experiences that has helped them to become a better engineer.

This specification covers one type of organic fiber in the form of yarn. The product shall be formed as a multiplicity of filaments drawn together and gathered into an approximately parallel arrangement.

This specification covers one type of organic fiber in the form of yarn. The product shall be formed as a multiplicity of filaments drawn together and gathered into an approximately parallel arrangement.

This specification covers one type of organic fiber in the form of yarn. The product shall be formed as a multiplicity of filaments drawn together and gathered into an approximately parallel arrangement.

This specification covers one type of organic fiber in the form of yarn. The product shall be formed as a multiplicity of filaments drawn together and gathered into an approximately parallel arrangement.

Five XC-142 aircraft have been manufactured to provide operational prototypes of a V/STOL tactical transport for tri-service evaluation. This paper presents a description of the flight control and stability augmentation systems. Special emphasis is placed on the programmed functions which are characteristic of VTOL airplanes. Proposed changes in the control systems of production models of the C-142 are identified, and the simulation and flight test programs are outlined.

The development of the XB-70 research aircraft produced advancements in many fields of technology. This paper covers a few of these advancements in the areas of materials, equipment, and manufacturing. These include honeycomb construction, PH 15-7 alloy steel, vacuum melted H-11 steel, equipment capable of withstanding high temperatures, chemical milling of many different alloys, miniaturized welding equipment, and exothermic brazing techniques.

Planning for ground servicing and maintenance started in the proposal phase and has been followed by test program experience with the XB-70 Mach 3 air vehicle. Servicing and associated safety requirements are summarized. Discussion of maintenance and support actions includes mention of equipment provided to meet the requirements. Preflight, postflight, and periodic operations are outlined, along with some indication of changes that resulted when plans were put into practice. The demands of a high performance flight test air vehicle limit movements toward simplification.

A non-destructive x-ray technique, the double crystal diffractometer method, is presented as a tool to investigate the aging and deformation behavior of the Al-Li alloy. This is a sensitive method for measuring the strain and dislocation density within individual grains through the x-ray rocking curve. In addition, models were developed to describe the aging and deformation characteristics of this alloy.

X-ray is an indispensable aid in locating and determining the extent of incipient failures in structure which is inaccessible by position or covered by multiple layers of metal. It is also the most feasible method for checking oil coolers for contamination; bonded honeycomb panels for water; fuel lines for erosion; and with a 360 deg emission tube, fuselage frames for structural integrity without removing the interior upholstery and panels from the passenger compartment or cargo compartments.

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.