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The scope of this ARP, "Startle Effect" and Crew Performance, includes pilots of turbine powered transport category aircraft and may also pertain to general aviation, the military, and/or other sectors of aircraft operations. It is focused on flight crews certified by the United States, however, may also pertain to crews certified by other countries. The scope describes all phases of training (initial, recurrent, upgrade, remedial, and operational) in both domestic and international flight operations, with the intent of assisting flight crews in responding to "startle effect".

This SAE Aerospace Standard (AS) contains requirements for a digital time division command/response multiplex data bus, for use in systems integration that is functionally similar to MIL-STD-1553B with Notice 2 but with a star topology and some deleted functionality. Even with the use of this document, differences may exist between multiplex data buses in different system applications due to particular application requirements and the options allowed in this document. The system designer must recognize this fact and design the multiplex bus controller (BC) hardware and software to accommodate such differences. These designer selected options must exist to allow the necessary flexibility in the design of specific multiplex systems in order to provide for the control mechanism, architectural redundancy, degradation concept, and traffic patterns peculiar to the specific application requirements.

This SAE Aerospace Standard (AS) contains requirements for a digital time division command/response multiplex data bus, for use in systems integration that is functionally similar to MIL-STD-1553B with Notice 2 but with a star topology and some deleted functionality. Even with the use of this document, differences may exist between multiplex data buses in different system applications due to particular application requirements and the options allowed in this document. The system designer must recognize this fact and design the multiplex bus controller (BC) hardware and software to accommodate such differences. These designer selected options must exist to allow the necessary flexibility in the design of specific multiplex systems in order to provide for the control mechanism, architectural redundancy, degradation concept, and traffic patterns peculiar to the specific application requirements.

The EUROMIR-95 flight was selected as model for the HUBES experiment: a similar duration (135 days), a similar crew (3 men), similar schedule organisation (8 hours work, 8 hours sleep, 8 hours off-duties), similar workload for the crew and the mission control (performance of scientific experiments), similar setup for communication and data processing, and similar layout of the MIR station, as the simulation was performed in the MIR simulator located at the Institute for BioMedical Problems (IBMP) in Moscow. The Scientific Programme of HUBES had been elaborated by integration of 31 experiments from more than 80 research proposals from Principal Investigators from Europe, USA and Russia, in domains of Physiology, Psychology, Operations and Technology.

Governmental assurance documentation bibliography updated; new tabulation effective as of April 1, 1967. Latest revision indicated in all instances, but no attempt was made to list supplements or amendments. Department of Defense Index of Specifications and Standards (DODISS) published annually in three parts (alphabetic, numerical, and listing of Federal Supply Classification following unclassified documents.

Offering aircraft fuel efficiency improvements of 30 to 40% over the powerplants it will replace, PW2037 retrofit in the 727-200 Advanced and B-52 aircraft is attracting heightened interest. A comparison of PW2037 technical characteristics with current aircraft powerplants substantiates the improvement potential.The engine installation and modifications necessary for aircraft system compatibility do not impose significant increases in complexity or cost. The resultant improvements in aircraft capability (727 and B-52) and economic viability to airlines (7271 produce aircraft uniquely suited to today's operational requirements and constrained equipment budgets.

The 912 engine is a well known 4-cylinder horizontally opposed 4-stroke liquid-/air-cooled aircraft engine. The 912 family has a strong track record: 40 000 engines sold / 25 000 still in operation / 5 million flight hours annually. 88% of all light aircraft OEMs use Rotax engines. The 912iS is an evolution of the Rotax 912ULS carbureted engine. The “i” stands for electronic fuel injection which has been developed according to flight standards, providing a better fuel efficiency over the current 912ULS of more than 20% and in a range of 38% to 70% compared to other competitive engines in the light sport, ultra-light aircraft and the general aviation industry. BRP engineers have incorporated several technology enhancements. The fully redundant digital Engine Control Unit (ECU) offers a computer based electronic diagnostic system which makes it easier to diagnose and service the engine.

In the course of CRYOSYSTEM phase B (development phase) financed by the European Space Agency, AIR LIQUIDE (France) and Astrium Space Infrastructure (Germany) have developed an optimized design of a −183°C freezer to be used on board the International Space Station for the freezing and storage of biological samples. The CRYOSYSTEM facility consists of the following main elements: - the CRYORACK, an outfitted standard payload rack (ISPR) accommodating up to three identical Vial Freezers - the Vial Freezer, a dewar vessel capable of fast and ultra-rapid freezing, and storing up to approximately 900 vials below −183°C; the dewar is cooled by a Stirling machine producing > 6 W at 90 K. The Vial Freezer is operational while accommodated in the CRYORACK or attached to the Life Science Glovebox (LSG). One CRYORACK will remain permanently on-orbit for several years while four Vial Freezers and two additional CRYORACKs support the cyclic upload/download of samples.

In the frame of the CRYOSYSTEM A-phase study financed by the European Space Agency, AIR LIQUIDE (France) and ORBITAL HYDRAULIC-BREMEN (Germany) have been studying a -183°C freezer to be used on-board the International Space Station for freezing and storing biological samples.

As space missions become longer in duration, the need to recycle waste into useful compounds rises dramatically. This problem can be addressed through the integration of human and plant modules in an ecological life support system. One of the waste streams leaving the human module is urine. In addition to the reclamation of water from urine, recovery of the nitrogen is important because it can be used as a nutrient for the plant module. A 3-step biological process for the conversion of nitrogenous waste (urea) to resource (nitrate) is proposed. Mathematical modeling was used to investigate the bioreactor system, with the goal of maximizing the ratio of performance to volume and energy requirements. Calculations show that separation of the two microbial conversions into two steps requires a smaller total reactor volume than combining them in a single bioreactor.

Bioregenerative life support systems have the potential to reduce the need for resupply from Earth for extraterrestrial habitats. The proposed advanced life support system, developed by an international and interdisciplinary team, is an innovation combination of current and near term research and technologies. The system combines physico-chemical methods with algae, aquaculture and higher plants to purify wastes and provide consumables. A closed loop percentage of 90-95% percent is expected with additional supplies for dietary supplement and maintenance. The information gained from the development of the proposed artificial biosphere can also help to solve sustainability problems currently prevalent on Earth.

Thermal engineering has long been left out of the concurrent engineering environment dominated by CAD (computer aided design) and FEM (finite element method) software. Current tools attempt to force the thermal design process into an environment primarily created to support structural analysis, which results in inappropriate thermal models. As a result, many thermal engineers either build models “by hand” or use geometric user interfaces that are separate from and have little useful connection, if any, to CAD and FEM systems. This paper describes the development of a new thermal design environment called the Thermal Desktop. This system, while fully integrated into a neutral, low cost CAD system, and which utilitizes both FEM and FD methods, does not compromise the needs of the thermal engineer.

Within the frame of a series of initiatives aimed at improving effectiveness of its aircraft design and analysis capabilities, the Military Division of Daimler-Benz Aerospace (Dasa) is developing MIDAS, a multidisciplinary integration framework for a suite of numerical codes suitable to quickly and still accurately assess aircraft performance. As MIDAS specifically targets support of configurational studies in a Conceptual and Preliminary Design environment, peculiar requirements such as scope, range of applicability, and robustness of the system components, reliability of results, care-free operability, and fast response times have to be properly addressed.

Cockpit Display System (CDS) suppliers need to now prepare for the cockpits of the future. The architecture, design and ergonomics of the cockpits have to be re-assessed in order to place the pilot at the center of the system, while taking into account the increasing complexity of the systems. Human Machine Interfaces (HMI) have to be simplified and made more intuitive. Thus, there is a need for dedicated HMI design tools and human-factor-oriented processes that are able to support both the required flexibility in the display creation for various types of interactive displays and the increasing demand for safety in avionics displays. This paper presents a COTS approach to these needs, which combines the SCADE Display model-based HMI software design solution, designed from the ground up for displays with safety objectives, with an associated prototyping and development process largely based upon human factors assessment.

The goal of the Controlled Ecological Life Support System (CELSS) Program at NASA Ames Research Center is to develop life support systems that will support humans during long duration space missions. These life support systems must be able to regenerate air and water for the crew while at the same time minimize power consumption and disposables. A series of microgravity compatible subsystems will be required to meet this goal. However, operating these subsystems in microgravity raises serious technical problems. Existing subsystems may need to be refined or new technologies may need to be developed to overcome these problems. To evaluate and test these new subsystems and technologies, a series of KC-135 precursor flights are being flown by members of the CELSS Flight Group. One of the key elements in these flight activities is the free floating testbed (FFTB).

Contamination control is a critical safety requirement imposed on experiments flying on board the Spacelab. The General Purpose Work Station, a Spacelab support facility used for life sciences space flight experiments, is designed to remove volatile compounds from its internal airpath and thereby minimize contamination of the Spacelab. This is accomplished through the use of a large, multi-stage filter known as the Trace Contaminant Control System. Many experiments planned for the Spacelab require the use of toxic, volatile fixatives in order to preserve specimens prior to post-flight analysis. The NASA-Ames Research Center SLS-2 payload, in particular, necessitated the use of several toxic, volatile compounds in order to accomplish the many inflight experiment objectives of this mission. A model was developed based on earlier theories and calculations which provides conservative predictions of the resultant concentrations of these compounds given various spill scenarios.

The vision of SESAR is to integrate and implement new technologies to improve air traffic management (ATM) performance. Enhanced automation and new separation modes characterize the future concept of operations, where the role of the human operator will remain central by integrating more managing and decision-making functions. The expected changes represent challenges for the human actors in the aircraft and on ground and must be taken into account during the development phase. Integrating the human in the ATM system development starting from the early design phase is a key factor for future acceptability. This paper describes the adaptation of currently applied Cockpit Human Factors processes in order to be able to design the aircraft for the future ATM environment.

The objectives are to compare different psychological methods used to assess the evolution of the interrelations inside the crew and the relationships between the crew and the outside in a sixty days isolation/confinement's simulation. After presenting each method, results are compared. The discussion try to point out if these methods are equivalent or if they are complementary. The specificity of each method is shown and conclusions try to associate some methods with specific scientific goals.

In recent years, a tremendous interest has spawned towards adapting Lithium-Ion battery technology for aircraft applications. Lithium-Ion technology is already being used in some military aircraft (e.g., the F-22, F-35 and the B-2) and it has also been selected as original equipment for large commercial aircraft (e.g., the Airbus A380 and Boeing B787). The advantages of Lithium-Ion technology over Lead-Acid and Nickel-Cadmium technologies are higher specific energy (Wh/kg) and energy density (Wh/L), and longer cycle life. Saving weight is especially important in aircraft applications, because it can boost fuel economy and increase mission capability. Disadvantages of Lithium-Ion technology include higher initial cost, limited calendar/float life, inferior low temperature performance, and more severe safety hazards. This paper will present a direct comparison of a 24-Volt, 28Ah Lead-Acid and a 24-volt, 28Ah Lithium-Ion aircraft battery.

The objective of this investigation was to measure and document the existence of any significant differences in physical performance under operational conditions between the Launch Entry Suit (LES) and the new Advanced Crew Escape Suit (ACES). The LES is a partial pressure suit currently worn by astronauts during the launch and entry phases of Shuttle missions. The ACES is a full pressure suit under consideration as a replacement for the LES. One prototype ACES has been fabricated and was used in this investigation. This report presents the results of three tests conducted with six subjects to allow a comparative evaluation of the two suits. The three tests included a reach envelope test, a strength test, and a treadmill test. The reach envelope test measured and compared the maximum hand displacements during horizontal and vertical reaches of both left and right arms in one-g conditions.