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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.

This SAE Aerospace Information Report (AIR) describes procedures for use in the field to determine if 115/200 Volt, 400 Hz aircraft external electrical power connectors are excessively worn, which may result in the inability of the external power plug to be retained, intermittent electrical performance and arcing.

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.

A first attempt to study civil aircraft operations comprehensively, prior to having the airplane, occurred before the initial operation of U.S. subsonic jets. One airline carried out a manual-simulated “paper jet” operation lasting fifteen months. Today, computerized simulation of machines, methods, and operations has become commonplace, and replaces the slide rule and tedious day-by-day inputs of aircraft operational criteria. Computerized simulations are also applied to every aspect of the SST design and operations. These are important, but the results being should be used with caution and judgement.

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.

On January 14, 2004 President George W Bush outlined a new vision for NASA that has humans venturing back to the moon by 2020. With this ambitious goal, new tools and models have been developed to help define and predict the amount of space radiation astronauts will be exposed to during transit and habitation on the moon. A representative scenario is used that includes a trajectory from LEO to a Lunar Base, and simplified CAD models for the transit and habitat structures. For this study galactic cosmic rays, solar proton events, and trapped electron and proton environments are simulated using new dynamic environment models to generate energetic electron, and light and heavy ion fluences. Detailed calculations are presented to assess the human exposure for transit segments and surface stays.

The main objective of the current paper was to investigate the fluid flow and pressure loss characteristics of DPF substrates with asymmetric channels utilizing 3-D Computational Fluid Dynamics (CFD) methods. The ratio of inlet to outlet channel width is 1.2. First, CFD results of velocity and static pressure distributions inside the inlet and outlet channels are discussed for the baseline case with both forward and reversed exhaust flow. Results were also compared with the regular DPF of same cell structure and wall material properties. It was found that asymmetrical channel design has higher pressure loss. The lowest pressure loss was found for the asymmetrical channel design with smaller inlet channels. Then, the effects of DPF length and filter wall permeability on pressure loss, flow and pressure distributions were investigated.

The scope of this Standard is the definition of the response of a numerically controlled machine to a valid sequence of records made up of 32 bit binary words or ASCII text strings. The Standard defines the structure of these records and of the 32 bit binary words or ASCII text strings which make up the records. This standard addresses the control of machines capable of performing 2, 3, 4, and 5 axis motion of an active tool (mill, laser, pen, etc.) relative to a part, and those capable of 2 and 4 axis tool motion relative to a rotating part (turning machines), including parallel tool slide sets capable of concurrent (merged) motion.

The need to improve quality while reducing cost in aerospace manufacturing is requiring new manufacturing methods and processes. Advanced technologies, such as 3D Image Metrology, offer great potential to lean manufacturing, if properly integrated into the production process. Over the last years 3D Image Metrology has developed a level of performance, which make it ideally suited for this purpose. These capabilities include the automatic in-process inspection of tools and parts before machining, machine control for highly accurate positioning during the machining operation, and in-process inspection during machining. This offers jig-less assembly, lower inventory, faster part throughput, and many more advantages.

This handbook is intended to assist the user to understand the ANSI/EIA-649B standard principles and functions for Configuration Management (CM) and how to plan and implement effective CM. It provides CM implementation guidance for all users (CM professionals and practitioners within the commercial and industry communities, DoD, military service commands, and government activities (e.g., National Aeronautics and Space Administration (NASA), North Atlantic Treaty Organization (NATO)) with a variety of techniques and examples. Information about interfacing with other management systems and processes are included to ensure the principles and functions are applied in each phase of the life cycle for all product categories.

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.

New approaches to problems such as noise, temperature control of accessories and equipment in the nacelle, as well as improved safety features, are necessary in a modern high by-pass engine installation. The means of supporting the engine, cowling design, and maintainability features combine to improve the state of the art that a more economic airplane will result.

The Automated Spar Assembly Tool (ASAT II) at the Everett, Washington, 777 Boeing manufacturing facility could be the largest automated fastening cell in the commercial aircraft industry. Based on the success of the ASAT I, Boeing's 767 spar assembly tool, the 285-foot long ASAT II cell was needed to accurately position and fasten the major spar components (chords and web), then locate and fasten over 100 components (ribposts and stiffeners) to assemble the 777 forward and rear wing spars. From its inception in 1990 to the first drilled hole in January 1993 and through two years of spar production, the more advanced ASAT II has proven to be a greater success than even its 767 ASAT I predecessor. This massive automated fastening system consistently provides accurate hole preparation, inspection, and installation of three fastener types ranging from 3/16 inches to 7/16 inches in diameter.

Wing panels for Boeing's new 777 airplane are assembled using fastening machines called Wing Fastener Systems (WFS). Compared to the wing riveting machines currently used to squeeze rivets for other airplane models, the 777 WFS provides significantly more features in that it also installs two part fasteners, collects process data for Statistical Process Control analysis, plus other functions. Historically, new operators for wing riveting machines have needed six months of on-the-job training to achieve basic qualification. Because of the increased functionality of the 777 WFS, an eight to nine month O.J.T. requirement was anticipated. Training requirements were further compounded by our need for up to thirty qualified operators in a relatively short time frame and a maintenance staff thoroughly trained in the new control architecture. Boeing's response to this challenge was to use simulation methods similar to those used to train pilots for our customer airlines.

Shortly after World War II, as aircraft became more sophisticated and power-assist, flight-control functions became a requirement, hydraulic system operating pressures rose from the 1000 psi level to the 3000 psi level found on most aircraft today. Since then, 4000 psi systems have been developed for the U.S. Air Force XB-70 and B-1 bombers and a number of European aircraft including the tornado multirole combat aircraft and the Concorde supersonic transport. The V-22 Osprey incorporates a 5000 psi hydraulic system. The power levels of military aircraft hydraulic systems have continued to rise. This is primarily due to higher aerodynamic loading, combined with the increased hydraulic functions and operations of each new aircraft. At the same time, aircraft structures and wings have been getting smaller and thinner as mission requirements expand. Thus, internal physical space available for plumbing and components continues to decrease.

Shortly after World War II, as aircraft became more sophisticated and power-assist, flight-control functions became a requirement, hydraulic system operating pressures rose from the 1000 psi level to the 3000 psi level found on most aircraft today. Since then, 4000 psi systems have been developed for the U.S. Air Force XB-70 and B-1 bombers and a number of European aircraft including the tornado multirole combat aircraft and the Concorde supersonic transport. The V-22 Osprey incorporates a 5000 psi hydraulic system. The power levels of military aircraft hydraulic systems have continued to rise. This is primarily due to higher aerodynamic loading, combined with the increased hydraulic functions and operations of each new aircraft. At the same time, aircraft structures and wings have been getting smaller and thinner as mission requirements expand. Thus, internal physical space available for plumbing and components continues to decrease.