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International cooperation, joint ventures, teaming, and industrial offsets
Published in Wesley Spreen, The Aerospace Business, 2019
It is noteworthy that the major industrial nations placing offset work overseas are sometimes themselves beneficiaries of incoming offsets. In the USA, for example, the official position of the Department of Defense is that it does not demand offsets. In practice, foreign companies that want to sell military equipment to the USA often have to grant a license to a US prime contractor for the production of their aircraft and weapons. Examples include the British Harrier jet and the Swiss Pilatus trainer aircraft, both of which were purchased by the DoD but manufactured in the USA. To European suppliers, such requirements were considered to be pure offset obligations.
Altitude
Published in David G. Newman, Flying Fast Jets, 2014
A Royal Australian Air Force (RAAF) study for the period 1990 to 2001 showed 27 hypoxia cases involving 29 aircrew (Cable, 2003). There was only one fatality, involving the pilot of an F/A-18 Hornet (see case study). In this study, seven cases of in-flight hypoxia occurred in fast jet aircraft (five in F/A-18 aircraft, two in Macchi MB326H lead-in fighter trainer aircraft). The fast jet aircraft thus contributed some 85 per cent of in-flight hypoxia events in the period under study, with 100 per cent of the fatalities. In terms of the cause of the event, problems with the oxygen system (including mask leakage, regulator failure and connection problems) accounted for 63 per cent of events.
Training Needs Analysis for simulation-Based Training
Published in Christopher Best, George Galanis, James Kerry, Robert Sottilare, Fundamental Issues in Defense Training and Simulation, 2013
A further step in the identification of applicable training tasks is to filter out those tasks in which learners are already competent. If learners can already perform some workplace tasks then these can be removed, unless confirmation of competence through simulation is required. In some cases, the training under study will be a part of a larger training continuum and similar tasks will already have been learned, but in different contexts. For example, pilots converting to an operational aircraft type will have already performed many required air operations tasks on trainer aircraft. In such cases, early developmental training tasks might not be required and training can focus on transferring existing skills to the new aircraft type. Experienced instructors are likely to be the best source of guidance on this matter, although guidance can also be found in literature on transfer of learning (e.g., Hays & Singer, 1988). The rationale for the filtering of training tasks should be recorded in the documented skill-learning model so that it is clear in later stages of the capability development and acquisition program.
Investigation of Pilot Inceptor Workload and Workload Buildup Technique Through Simulator and In-Flight Studies
Published in The International Journal of Aerospace Psychology, 2022
A test flight was made in a Hawk aircraft while undertaking routine training operational tasks. The BAE Systems Hawk is a British single-engine, jet-powered, twin-seater trainer aircraft in a tandem seating configuration. Details of the crew are furnished in Table 7. The test flight included seven air-to-ground attack tasks to investigate the closing boundary effects on pilot gain. The air-to-ground attack consisted of a dive between pressure altitudes of about 18,000 ft to 8,000 ft as shown in Figure 13. The flight conditions are depicted graphically for a typical air-to-ground attack task in Figure 14. The dive maneuver had a varying rate of descent and pitch attitude. The maximum descent rate and pitch attitude typically reached up to 15,000 ft/min and 22° and ground closure rate was prominently perceived as a visual cue due to the high descent rate and clear visibility of the ground due to the visual meteorological conditions that prevailed during the test flight. The pilot’s affected state was further increased due to an increase in pilot gain as the pilot made his or her best efforts to aggressively and continuously track the designated ground target during the entire dive phase and approached the target for simulating a weapon release followed by a recovery pullout maneuver.
Adaptive trajectory generation based on real-time estimated parameters for impaired aircraft landing
Published in International Journal of Systems Science, 2019
Haichao Hong, Arnab Maity, Florian Holzapfel, Shengjing Tang
In this section, the adaptive G-MPSP theory developed in the previous section is applied to the impaired aircraft landing problem. Simulations were carried out both under ideal conditions, where no noise was considered, and under practical conditions, in which the process and measurement noises given in Table 2 were taken into account. The corresponding results are presented in Sections 3.2.1 and 3.2.2, respectively. Moreover, comparison results with the non-adaptive G-MPSP and the offline optimal results are given and analysed in Section 3.2.3. The aircraft is modelled based on a trainer aircraft. The discrete time is . The finite horizon for estimation is given by . The initial guesses were generated by FALCON.m (Rieck, Bittner, Grüter, Diepolder, & Piprek, 2018) with a small number of discretised points. The terminal conditions can be seen in Equation (53).
Research on potential ground risk regions of aircraft crashes based on ADS-B flight tracking data and GIS
Published in Journal of Transportation Safety & Security, 2022
Yafei Li, Yu Zhang, Lili Wang, Xudong Guan
Due to the large amount of air traffic (both commercial and general aviation), Florida has experienced many flight accidents, some of which caused casualties to crew members on board and damage to buildings and people on the ground, especially in areas around the airport where aircraft accidents are prone to occur. For example, on August 7, 1997, a Douglas DC-8-61 crashed after taking off from runway 27 R at Miami International Airport. Three flight crew members and one security guard on board were killed, and a motorist on the ground was killed. The airplane was destroyed in a post-crash fire. On July 10, 2007, a Cessna Aircrft 310 R, N501N crashed while performing an emergency diversion to Orlando-Sanford International Airport. The two pilots on board and three people on the ground were killed, and four people on the ground were severely injured. The airplane and two homes were destroyed by impact forces and a post-crash fire. On June 24, 2017, a small airplane collided with a building in Fort Myers, Florida, that housed a childcare center. Luckily, the center was open from Monday through Friday and was closed on the Saturday when the crash occurred. Even so, one person on the ground was killed and another was severely injured. Several other aircraft crashed but did not cause fatalities/injuries or property damage on the ground but had potential of doing so because their landing sites were very close to highly-populated locations. On April 01, 2017, two single-engine planes collided with each other midair, leaving both pilots dead. The debris at the crash site was about a half-mile from a highway. On July 13, 2017, a Piper PA44 Seminole trainer aircraft crashed in the proximity of the Flagler-St. Johns County, Florida, line when the airplane was on a training routine. One pilot and two flight cadets were killed.