Aeronautics

Federal aviation regulations prohibit airline pilots from flying beyond the age of 60 years. However, the relation between pilot age and flight safety has not been rigorously assessed using empirical data. From 1987 to 1997, the authors followed a cohort of 3,306 commuter air carrier and air taxi pilots who were aged 45-54 years in 1987. During the follow-up period, the pilots accumulated a total of 12.9 million flight hours and 66 aviation crashes, yielding a rate of 5.1 crashes per million pilot flight hours. Crash risk remained fairly stable as the pilots aged from their late forties to their late fifties. Flight experience, as measured by total flight time at baseline, showed a significant protective effect against the risk of crash involvement. With adjustment for age, pilots who had 5,000-9,999 hours of total flight time at baseline had a 57% lower risk of a crash than their less experienced counterparts (relative risk = 0.43, 95% confidence interval: 0.21, 0.87). The protective effect of flight experience leveled off after total flight time reached 10,000 hours. The lack of an association between pilot age and crash risk may reflect a strong "healthy worker effect" stemming from the rigorous medical standards and periodic physical examinations required for professional pilots.

Safety in complex work environments is often an area of focus in the research community. Aviation is a multi-faceted field, but it remains one of the safest work environments in the world. For instance, despite passenger numbers increasing worldwide over many decades, the year 2013, when 3.1 billion passengers flew worldwide, is the safest year on record for aviation (Aviation Safety Network, 2017). That year resulted in only 29 fatal crashes and 265 deaths – one per 11,501,886 miles flown. Despite these impressive statistics, every disaster affects the lives of many people and attracts the attention of the general public, who demand answers. As a result, aviation has continually sought to discover new methods for increasing safety. Early in the twentieth century, when aviation was developing as an industry, accidents were decreasing steadily due to technical improvements, such as advances in aircraft structures and materials, aerodynamics, and systems. In the 1970s, as safety impro...

En juin 1606, au palais ducal de Nancy, on s’activait pour les festivités des noces (remariage) du duc Henri de Bar avec une princesse italienne, Marguerite de Gonzague. Il s’agissait d’éblouir les invités ! On prépara un ballet de douze dames qui devaient descendre du « char de l’Amour » puis danser et chanter. Le char avait à franchir au maximum une vingtaine de mètres dans la salle d’apparat du premier étage du palais.

D’abord, on eut l’idée, comme on le faisait d’ordinaire pour de semblables occasions, de le mettre en mouvement à l’aide d’hommes dissimulés par en dessous, avec des animaux peints semblant le tirer. Or on changea soudain d’avis et l’on décida que ce char serait mû par un mécanisme invisible, tandis que des chanteurs déguisés en « esclaves » accompagneraient sa progression. Le vieux Jean du Vivier, un ingénieur venu exprès de Lyon, passa dix jours à mettre au point cette invention avec un serrurier ; le principe en était, selon sa facture, une vis sans fin avec de grandes roues de fer à pignons, autrement dit un système moteur à engrenages, dont il n’est pas possible toutefois de préciser le fonctionnement.
Dans ces quelques pages, je tente de démontrer que cet engin était un drone.

The paper is about preliminary sizing and analysis of a trainer aircraft wing. The main objective is to fix an appropriate
structure within the given envelope and to estimate the Gross take-off weight, wing loading, Stress distribution, low
frequency vibrational modes, take-off distance and stall velocity. Sizing is done by using classical engineering theories and
FEA packages. Skin and web are considered as shell elements. Flange, spar and stringer are considered as beam elements.
From the analysis structure has been optimally designed which satisfies the strength and stability criteria. The detailed
design of trainer aircraft wing structure is modelled using CATIA V5 R20. Then stress analysis of the wing structure is
carried out by using the finite element approach with the help of MSC NASTRAN/PATRAN to find out the safety factor of
the structure.

The role of transverse shear is crucial in modeling ultrasonic wave propagation in composites. The approximate plate theories have been extremely useful in providing solutions to problems involving static and dynamic loadings of uniform or laminated plates of finite dimensions. Moreover, since their simple formulations, they can also be useful for solving wave propagation problems in laminates of finite thickness and large lateral dimensions. A four-node plate bending element based on first order shear deformation theory is used in this work to predict the propagation velocity of first antisymmetric Lamb wave mode in graphite/epoxy composite plates by numerical simulation. Calculations are made using material properties obtained from a unidirectional panel via mechanical tests. For investigation, propagation along multiple directions is evaluated. Experimental and numerical results are compared at different angles of propagation and agreement between experimental and numerical approaches is found. © 2014 Elsevier Ltd.

T HE second quarter of 1947 saw the transition from PICAO to ICAO, from a provisional to a permanent aviation organization. On April 4, the Chicago Convention came into force, and on May 6 the First Assembly of the permanent International Civil Aviation Organization (ICAO) opened in Montreal. Prior to its adjournment on May 27, the Assembly had, among other things, laid down the general policies for ICAO to follow during its first year of operations, and had brought ICAO into relationship with the United Nations by debarring Franco Spain from membership. On the other hand, it had failed (as had the Chicago Conference of '44 and the PICAO Assembly of '46) to conclude an acceptable multilateral treaty on commercial air rights. Nor was it possible, in the field of private international air law, to conclude a convention on rights in rem in aircraft, as had been widely hoped. The 21-member ICAO Council, which was elected by the Assembly for a three-year term, opened its first session on May 28. The Council was expected to adjourn by July 1, and to reconvene on September 2. For the first few weeks of its session, the Council devoted itself almost entirely to organizational matters. Dr. Edward Warner was unanimously elected President of the ICAO Council, and Dr. Albert Roper, Secretary-General of ICAO. Both held the corresponding positions under the interim organization. The Air Navigation and Air Transport Committees of the Council also got under way during early June. During the second quarter, the only strictly technical meeting held was the PICAO European-Mediterranean Air Traffic Control Conference (Second Special Session). Meeting in Paris from April 15 to 25, this conference agreed upon the air traffic control procedures required for next winter's operations in the area under its jurisdiction, on the basis of last winter's experience. It also agreed upon the dates upon which these procedures were to become effctive. As of June 15, forty-three states had joined ICAO, the latest being Iraq and El Salvador. The membership of PICAO at the time it gave way to the permanent organization had been fifty. II. FIRST ASSEMBLY OF ICAO A. Attendance and Organization.

This paper presents the research conducted as part of the work requirements for the Human Integration into the Lifecycle of Aviation Systems (HILAS) project, sponsored by the European Commission. Specifically, it describes the proposed concept for a Unique Report form, which will constitute the basis for all operational and safety related reports completed by Flight Crew. This includes all mandatory and optional reports. Critically, this form is central to the advancement of improved processes and technology tools, supporting airline performance management, safety management, organisational learning and knowledge integration activities. To this end, this paper also exemplifies how reporting data will be used by airline personnel in relation to the processes listed above. The new reporting form has been developed in collaboration with a major Spanish Airline through extensive field research and collaborative prototyping of new concepts.

Des émissions de récit historique aux programmes de vulgarisation, en passant par les reportages embarqués à bord d'un avion ou d'une montgolfière, cet article s’intéresse à l'imaginaire de la conquête de l'air véhiculé par les programmes du média radiophonique français, des années 1930 à la fin des années 1960. Des vols en ballons au récit de la conquête spatiale, la radio s’est largement emparée de cette thématique. Elle a recueilli les voix des premiers héros, proposant des récits des exploits comme des catastrophes, compilant des souvenirs. Elle s’est également fait le porte-voix de l’actualité de cette conquête, contribuant à susciter le désir des auditeurs, en sollicitant leur imaginaire, en les immergeant dans des reportages embarqués ou en les faisant rêver avec des dramatiques inspirés par cette conquête. Par ailleurs, les archives conservées à l’Ina permettent une exploration de la poétique particulière de la conquête de l’air à la radio, passant par le pouvoir évocateur du son, avec la spécificité de l’utilisation de bruitages et de musiques.

Abstract
From narrative historical broadcasts to popular science shows, through reports aboard planes or hot-air balloons, this paper deals with the imaginary of the conquest of the air conveyed by French radio, from the 1930s to the late 1960s. From the balloons flights to the spatial conquest story, radio fully captured this topic. It recorded the voice of the pioneers, offered stories about exploits, as well as tragic accidents, compiled memories. Radio followed also the current events of this conquest, contributing to stimulate the listeners’ desire, soliciting their imagination, immersing themselves inside onboard reports, or making them dream with dramas inspired by this conquest. Moreover, the sound archives allow to explore the poetic of the conquest of the air on radio, going through the evocative power of the sound, with the use of sound effects and music.

The common challenge of all aerospace advancements is greening the air transport. This led the recent research programs towards the study of 'metamorphic' wing structures, capable of adapting their geometry to the different conditions of flight. The development of morphing structures allows the reduction of drag and the increase of range, together with the growth of load control effectiveness. In this context, the European research project SARISTU addressed the physical integration of smart and morphing structural concepts, by implementing them on a true scale outer wing belonging to a CS-25 category aircraft finally tested in a large Wind Tunnel. In the framework of SARISTU project, the design of an Adaptive Trailing Edge Device was developed. The morphing skin concept consisted of a segmented skin, with aluminum and silicone foam strips covered by a protective silicone top-layer. A two-bay demonstrator was tested inside the Wind Tunnel at the Department of Industrial Engineering of the University of Naples 'Federico II'; experimental analyses were performed in order to verify whether the silicone parts could show out of plane bumps induced by the aerodynamic loads occurring during the Wind Tunnel test campaign. A photogrammetric optic approach was adopted, in order to reach the aforementioned targets in a non-invasive way; such methodology was selected due the high resolution assured at a very low implementation costs. Obtained results allowed to confirm the demonstrator well done design and opened the doors to the next experimental test campaign performed in TsAGI Russian Wind Tunnel, on the outer wing equipped with a five-bay demonstrator of the Adaptive Trailing Edge Device. © 2017 IEEE.

This paper is focused on numerical investigations that analyze the advantages obtained from high-aspect-ratio wings with unconventional roll control strategies based on wing twist morphing. The sailplane G103-B, produced by the GROB Werke company, was chosen as the reference aircraft for the analyses. For confidentiality reasons, the data disclosed by the builder covered only general properties such as the main dimensions, the lifting surface airfoils and attitudes, the characteristic speeds, and a rough mass budget. As a consequence of this, "reverse-engineering" was considered necessary to define a reasonable wing structural layout that enabled the analysis of the elastic-aircraft roll dynamics.Apreliminary sizing of the wing structure was addressed using CS-22 airworthiness requirements and by adopting fast elementary approaches. The estimated structural arrangement, which was verified using a finite element analysis, was then used to generate the aircraft aeroelastic model. The conventional (aileron-based) and the unconventional (wing twist morphing) roll control strategies were compared from the aerodynamic and the aeroelastic standpoints, and the benefits achieved with the unconventional strategy are summarized.

Integrated System Health Management (ISHM) is a promising technology that fuses sensor data and historical state-of-health information of components and subsystems to provide actionable information and enable intelligent decision-making regarding the operation and maintenance of aerospace systems. ISHM fundamentally relies on assessments and predictions of system health, including the early detection of failures and estimation of Remaining Useful Life (RUL). Model-based, data-driven or hybrid reasoning techniques can be utilized to maximise the timeliness and reliability of diagnosis and prognosis information. The benefits of ISHM include enhancing the maintainability, reliability, safety and performance of systems. The next evolution of the ISHM concept, Intelligent Health and Mission Management (IHMM), delves deeper into the utilization of on-line system health predictions to modify mission profiles to ensure safety and reliability, as well as efficiency through predictive integ...

Se llama así a la fuerza que tira de un objeto hacia el centro de un camino circular mientras que el objeto sigue dicha trayectoria a una rapidez constante (siendo la rapidez la magnitud de la velocidad). El término «centrípeta» proviene de las palabras latinas centrum, «centro» y petere, «dirigirse hacia», y puede ser derivada a partir de las leyes descubiertas por Isaac Newton. La fuerza centrípeta siempre actúa en forma perpendicular a la dirección de movimiento del cuerpo sobre el cual se aplica. En el caso de un objeto que se mueve en trayectoria circular con rapidez cambiante, la fuerza neta sobre el cuerpo puede ser descompuesta en un componente perpendicular que cambia la dirección del movimiento y uno tangencial, paralelo a la velocidad.

The Cognitive Function Analysis is a methodology supported by a mediating tool for the human-centered automation of safety-critical systems . It is based on a socio-cognitive model linking the artifact being designed, the user's activity, the task to be performed, and the organizational environment. Cognitive functions can be allocated to humans or machines. They are characterized by their role, context definition and associated resources. The methodology is supported by active design documents as mediating representations of the amfact, the interaction description and cognitive function descriptors being designed, redesigned and used as usability criteria to evahrate the distribution of cognitive functions among humans and machines. This methodolo,y enhances usercentered and participatory design, and traceability of design decisions. It was successfully tested on three main applications in the aeronautics domain. One of them is presented.

Primarily on the basis of interviews, the treatment of gender is compared as a human factors consideration within military and civilian aviation. Defense and civilian cockpits have traditionally been built to specifications based on male anthropometry and may embody a physical bias against women and smaller-statured men. Defense and commercial divisions of airframe manufacturers rely on similar computer modeling techniques and anthropometric data to accommodate a targeted population of pilots. However, the design of defense aircraft tends to be highly regulated, and more efforts have been taken to ensure that a larger pool of otherwise eligible pilots is accommodated by future systems, such as in the Joint Primary Aircraft Training System. Within very loose FAA guidelines, commercial manufacturers are responsive to their customer airlines, most of which are not concerned with accommodating women pilots unless they fear liability for employment discrimination. Commercial manufacturer...

Novel techniques for laser beam atmospheric extinction  measurements, suitable for manned and unmanned
aerospace vehicle applications, are presented in this paper. Extinction measurements are essential to support the
engineering development and the operational employment of a variety of aerospace electro-optical sensor systems,
allowing calculation of the range performance attainable with such systems in current and likely future applications.
Such applications include ranging, weaponry, Earth remote sensing and possible planetary exploration missions
performed by satellites and unmanned flight vehicles. Unlike traditional LIDAR methods, the proposed techniques
are based on measurements of the laser energy (intensity and spatial distribution) incident on target surfaces of
known geometric and reflective characteristics, by means of infrared detectors and/or infrared cameras calibrated for
radiance. Various laser sources can be employed with wavelengths from the visible to the far infrared portions of
the spectrum, allowing for data correlation and extended sensitivity. Errors affecting measurements performed
using the proposed methods are discussed in the paper and algorithms are proposed that allow a direct determination
of the atmospheric transmittance and spatial characteristics of the laser spot. These algorithms take into account a
variety of linear and non-linear propagation effects. Finally, results are presented relative to some experimental
activities performed to validate the proposed techniques. Particularly, data are presented relative to both ground and
flight trials performed with laser systems operating in the near infrared (NIR) at λ = 1064 nm and λ = 1550 nm.
This includes ground tests performed with 10 Hz and 20 KHz PRF NIR laser systems in a large variety of atmospheric conditions, and flight trials performed with a 10 Hz airborne NIR laser system installed on a TORNADO aircraft, flying up to altitudes of 22,000 ft.

En el presente documento se pretende dar a conocer la metodología implementada para obtener un controlador digital de sistema de aterrizaje automático para la aeronave Cessna Citation, control que será diseñado utilizando métodos de control para sistemas lineales.

Review of Fluid Mechanics: Importance of Aerodynamics, Fundamental aerodynamics variables and dimensional analysis (statement of Buckingham theorem) leading to force & moment coefficient and dimensionless similarity parameters such as Reynolds number, Mach number, incompressible flow, compressible flow and Mach number-Continuity & momentum equations in differential form. Euler equation, viscosity, Navier –Stokes equation, Reynolds number.

A methodology for including maximum flutter
speed requirement in the preliminary structural
wing design is developed. The problem of
minimizing structural weight while satisfying
static strength, dynamic characteristic and
aeroelastic behavioural constraints is stated in
a non-linear mathematical form , with beam
width and thickness taken as design variables ,
and solved using gradient-based optimisation
technique. Dynamic characteristics of the
structure are calculated using finite element
model. Laplace form of the unsteady
aerodynamics forces are obtained from Fourier
transform of unit pulse aerodynamics response.
The frequency-domain p-k method is applied for
the calculation of aeroelastic stability
boundaries. Based upon constraint values and
the required gradients, a first order Taylor
series approximation is used to develop an
approximation linear programming for weight
minimization. A modified feasible direction
method is, then, applied iteratively to solve the
optimisation problem. Validation of the method
are carried out in the design of cantilever
straight wing structure with 6% hyperbolic
airfoil. It will be shown that the optimised wing
design can significantly differ from those
obtained without optimisation process.

This paper addresses one of the recognized barriers to the unrestricted adoption of Unmanned Aircraft (UA) in mainstream urban use—noise—and reviews existing approaches for estimating and mitigating this problem. The aircraft noise problem is discussed upfront in general terms by introducing the sound emission, propagation, and psychoacoustic effects. The propagation of sound in the atmosphere, which is the focus of this paper, is then analysed in detail to isolate the environmental and operational factors that predominantly influence the perceived noise on the ground, especially looking at large-scale low-altitude UA operations, such as in the envisioned Urban Air Mobility (UAM) concepts. The physics of sound propagation are presented, considering all attenuation effects and the anomalies due to Doppler and atmospheric effects, such as wind, thermal inversion, and turbulence. The analysis allows to highlight the limitations of current mainstream aircraft noise modelling and certifi...

By introducing the progresses on Morphing currently achieved within the European Project “AIRGREEN2”, in Clean-Sky 2 GRA platform, this work presents a review of the research step forwards accomplished in the last decade by three Italian Partners largely active in the field: the Italian Aerospace Research Centre, the University of Naples “Federico II” and the Politecnico of Milano. A chronologic overview is at first presented, revisiting the research programs and the achieved results; an organic development path has been then built, starting from low TRL achievements up to arrive at the most complete technical accomplishments, characterized by a high level of integration and targeting specific aerospace applications.

Responda cada una de las interrogantes que se presentan a continuación: Valor: 10 puntos cada una. 1. De una definición de Derecho Aeronáutico, (si no usa sus propias palabras cite la fuente). El Derecho Aeronáutico (aéreo, aviatorio, de la aviación) puede definirse como el conjunto de principios y reglas que ordenan las condiciones en que debe utilizarse el espacio aéreo por las aeronaves y los servicios de apoyo a la circulación por este espacio, así como las relaciones jurídicas que tienen lugar con motivo de tal actividad, (Enciclopedia jurídica, 2014). La definición de Maurice Lemoine quien expresa que el Derecho Aeronáutico es " la rama de Derecho que determina, y estudia, las leyes y reglas derecho que reglamentan la circulación y utilización de las aeronaves, así como las relaciones que ellas engendran ". La definición de Ambrosini, quien expresa que el derecho de la aviación (como lo denomina) es la rama del derecho que estudia la calificación y regulación jurídica de todos los factores esenciales de la actividad aérea (ambiente o medio aéreo, vehículo o aeronave y personal especializado o "gente del aire"), así como todas las relaciones jurídicas (públicas, privadas, nacionales o internacionales) a que da lugar la mencionada actividad. La definición de Gay de Montellá según el cual el Derecho Aeronáutico sería " el conjunto de normas de Derecho Público y Privado de la navegación aérea dedicada al transporte de cosas y de personas, mediante la utilización de aeronaves, y las relaciones jurídicas nacidas de tal sistema ". 2. ¿Cuál es, el objeto de estudio del Derecho Aeronáutico? y enuncie su definición. El objeto del Derecho Aeronáutico es el estudio y la regulación jurídica de la actividad aeronáutica en todas sus formas y manifestaciones, lo que exige considerar en el derecho aeronáutico todas las instituciones que se tratan en otras ramas del derecho, pero con la limitación de la especialidad que obliga a su adecuación o transformación, y lleva también a enfrentar problemas nuevos a los cuales debe darse soluciones a menudo originales. Así, en el Derecho Aeronáutico se estudian problemas Todo ese cúmulo de problemas nacidos de la actividad aeronáutica constituye un todo orgánico amalgamado por una serie de caracteres distintivos que le confieren una fisonomía propia. 3. ¿Cómo se denomina la norma que rige la aeronáutica nacional y donde se encuentra publicada? Se denomina LEY DE AERONÁUTICA CIVIL, publicada en Gaceta Oficial de la República Bolivariana de Venezuela, en Caracas, martes 17 de marzo de 2009, bajo el Número 39.140. 4. Considera usted, que el Derecho Aeronáutico es una rama autónoma del Derecho, razone su respuesta. El Derecho Aeronáutico es un derecho autónomo pero no desvinculado o apartado del resto de las ramas del derecho, el Derecho es uno solo y cada una de las ramas que lo integran poseen su propio sistema normativo y que existe entre todas ellas un proceso de interacción incuestionable, el Derecho Aeronáutico debido a la originalidad de su formación deriva de la naturaleza particular de la actividad que regula en el caso venezolano " Regula el conjunto de actividades relativas al transporte aéreo, la navegación aérea y otras vinculadas con el empleo de aeronaves civiles donde ejerza su jurisdicción la República Bolivariana de Venezuela " , pero su fin último es común a todas las disciplinas jurídicas en cuanto a su aplicación u objeto, asimismo se denota la influencia que tienen la costumbre, la doctrina, la jurisprudencia y la ley en el objeto especifico del derecho Aeronáutico.

Military all over the world uses military aircraft in both offensive and defensive purposes. In offensive role, these aircraft are used in destroying enemy's vital installations, air strips, ordnance depots and supplies. In defensive role, it provides close air support to land-based army and also deters the threats of enemy air strike. In naval warfare, military aircraft plays a significant role to detect and neutralize submarines and warships to keep the seacoast free from enemy attack. Military aircraft also provides logistic supply to forward bases, conducting airlift (cargo and troops), and participates in rescue operations during national disaster. Military aviation includes both transport and warcraft and consisting of fixed wing aircraft, rotary-wing aircraft (RWA) and unmanned aerial vehicle (UAV). From the early days of world war, it has been realized that air power supremacy is vital for winning a war as well as maintaining the sovereignty of any country. This chapter discusses basic flight mechanics, types and roles of aircraft, safety considerations and design and certification procedures.

This paper describes how operational radar, satellite and lightning data may be used in conjunction with numerical weather model data to provide remote detection and diagnosis of atmospheric turbulence in and around thunderstorms. In-cloud turbulence is measured with the NEXRAD Turbulence Detection Algorithm (NTDA) using extensively qualitycontrolled, ground-based Doppler radar data. A real-time demonstration of the NTDA includes generation of a 3-D turbulence mosaic covering the CONUS east of the Rocky Mountains, a web-based display, and experimental uplinks of turbulence maps to en-route commercial aircraft. Near-cloud turbulence is inferred from thunderstorm morphology, intensity, growth rate and environment data provided by (1) satellite radiance measurements, rates of change, winds, and other derived features, (2) lightning strike measurements, (3) radar reflectivity measurements and (4) weather model data. These are combined via a machine learning technique trained using a database of in situ turbulence measurements from commercial aircraft to create a predictive model. This new capability is being developed under FAA and NASA funding to enhance current U.S. and international turbulence decision support systems, allowing rapid-update, highresolution, comprehensive assessments of atmospheric turbulence hazards for use by pilots, dispatchers, and air traffic controllers. It will also contribute to the comprehensive 4-D weather information database for NextGen.

By introducing the progresses on Morphing currently achieved within the European Project “AIRGREEN2”, in Clean-Sky 2 GRA platform, this work presents a review of the research step forwards accomplished in the last decade by three Italian Partners largely active in the field: the Italian Aerospace Research Centre, the University of Naples “Federico II” and the Politecnico of Milano. A chronologic overview is at first presented, revisiting the research programs and the achieved results; an organic development path has been then built, starting from low TRL achievements up to arrive at the most complete technical accomplishments, characterized by a high level of integration and targeting specific aerospace applications.

SKYCAR is a CS-23 category aircraft designed and produced by OMA SUD to be the actual sole multi-utility/multipurpose aircraft in the General Aviation High Performance Piston marketplace with an opening bonnet on fly. The out-of-standards configuration -characterized by a double vertical tail surmounted by a fully movable horizontal tail and connected to the fuselage by means of two large boomsrepresented the key-reason of a quite challenging proof of compliance to EASA requirements in terms of flutter instability. Due to the inapplicability of consolidated simplified criteria, rational analyses supported by test evidence were considered mandatory, thus demanding for a wide set of numerical and experimental activities to be performed. In this paper a general overview of such activities has been presented by pointing out the used approaches, analysis methods as well as the numerical tools implemented on their base.

Background We sought to examine hearing loss in a group from the Royal Australian Air Force who undertook fuel tank maintenance on F-111 aircraft, with exposure to formulations containing ototoxins, relative to two different comparison groups. Methods Using pure-tone audiometry, hearing thresholds were assessed in 614 exposed personnel, 513 technical-trade comparisons (different base, same job), and 403 nontechnical comparisons (same base, different job). We calculated percentage loss of hearing (PLH) and used regression models to examine whether there was an association between PLH and F-111 fuel tank maintenance, adjusting for possible confounders. In addition, the difference between the observed hearing thresholds and the expected thresholds based on an otologically normal population (ISO-7029-2003) was determined. Results The PLH ranged from nil to 96 (median 1.5, quartiles 0.3, 5.5). A logistic regression model showed no statistically significant difference in PLH among the three exposure groups (exposed vs. non-technical controls 1.1: 95% CI 0.7, 2.0 and exposed vs. technical OR 0.9: 95% CI 0.6, 1.3). The model also highlighted a number of other risk factors for PLH including age, tinnitus, smoking, depression, and use of depression medications. However, at all eight frequencies measured, all populations had lower than expected hearing thresholds based on published ISO-7029 medians.

Carbon fiber/epoxy composite specimens are manufactured using liquid resin infusion and incorporate a copper wire mesh on the outer layer for lightning strike protection. The specimens are then painted in order to be representative of an aircraft skin. The specimens are subjected to a scarf repair, which removes a portion of the wire mesh and of the carbon fiber substrate. The bonded repair is performed to re-establish the structural and electrical integrity of the laminate. Purpose of the study is to evaluate the effect of repair procedure on the structural performance of the carbon/epoxy specimens following a lightning strike, and in particular it is aimed at comparing the two extreme cases where full electrical conductivity is re-established, and where the electrical conductivity is interrupted. To do so, the copper wire mesh is re-applied during the repair following two scenarios. The first, denoted as ''good'' repair, involves overlapping part of the repair mesh with the parent mesh surrounding the repair area, while the second, referred to as ''poor'' repair, involves applying a repair mesh that is shorter than the parent mesh, thereby leaving a gap in the electrical path. The repaired specimens are then subjected to simulated lightning strike at the location of the repair. The damage resistance characteristics of the repaired specimens are compared to the benchmark values of unprotected specimens (i.e. without copper mesh) and protected pristine specimens (i.e. without repair). Residual strength testing using four-point bend flexure is used to assess the damage tolerance behavior of the specimens. Results show that a ''good'' repair performs as well as the pristine protected specimen, while a ''poor'' repair performs equally or worse than a fully unprotected specimen.

The human-machine interface (HMI) is a crucial yet often overlooked aspect in the design of Unmanned Aircraft Systems (UASs). A properly designed HMI enhances situational awareness and reduces the workload of the ground pilot, thereby contributing to improving the overall mission performance. Typically, a Human Factors Engineering (HFE) program provides a methodological process to support good design. The program comprises three iterative stages: requirements analysis and capture, design and evaluation. A number of approaches can be adopted in the HFE program but given the wide range of applications and missions that are being undertaken by different types of UAS, it is advantageous to adopt a functional approach towards HMI design, where the HMI is designed around specific functions to be performed by either the human user or the system. The typical UAS functions include mission planning, sensor operation, data analysis and sense-and-avoid (SAA), and can also extend to multi-platform coordination and collaborative decision-making. The human factors considerations and the associated HMI elements supporting these functionalities are discussed.

The current project is a study of the 1-D linear advection equation that characterize the waves and represent the transport of substance by bulk motion.The system corresponds to an hyperbolic partial differential equation and takes a big interest when it comes to the study of the normal shock wave. To solve this equation, numerical methods are used and different schemes are introduced to better control the solution through stability, accuracy and consistency. In what follows, a numerical study and investigation of the 1-D Linear Advection Equation.

Taking the move from our recent research on GNSS Avionics Based Integrity Augmentation (ABIA), this article investigates the synergies of ABIA with a novel Detect-and-Avoid (DAA) architecture for Remotely Piloted Aircraft System (RPAS).  Based on simulation and experimental data collected on a variety of manned and unmanned aircraft, it was observed that the integration of ABIA with DAA has the potential to provide an integrity-augmented DAA for both cooperative and non-cooperative applications. The candidate DAA system uses various Forward-Looking Sensors (FLS) for the non-cooperative case and Automatic Dependent Surveillance-Broadcast (ADS-B) in addition to TCAS/ASAS for the cooperative case. Both in the cooperative and non-cooperative cases, the risk of collision is evaluated by setting a threshold on the Probability Density Function (PDF) of a Near Mid-Air Collision (NMAC) event over the separation area. So, if the specified threshold is exceeded, an avoidance manoeuvre is performed based on a heading-based Differential Geometry (DG) algorithm and optimized utilizing a cost function with minimum time constraints and fuel penalty criteria weighted as a function of separation distance. Additionally, the optimised avoidance trajectory considers the constraints imposed by the ABIA in terms of RPAS platform dynamics and GNSS constellation satellite elevation angles, preventing degradation or losses of navigation data during the whole DAA loop. This integration scheme allows real-time trajectory corrections to re-establish the Required Navigation Performance (RNP) when actual GNSS accuracy degradations and/or data losses take place (e.g., due to aircraft-satellite relative geometry, GNSS receiver tracking, interference, jamming or other external factors).  Cooperative and non-cooperative simulation case studies were accomplished to evaluate the performance of this Integrity-Augmented DAA (IAS) architecture.  The selected host platform was the AEROSONDE RPAS and the simulation cases were performed in a representative cross-section of the RPAS operational flight envelope. The simulation results show that the proposed IAS architecture is capable of performing high-integrity conflict detection and resolution when GNSS is the primary source of navigation data.

Model-driven development (MDD) has become a key technique in systems and software engineering, including the aeronautic domain. It facilitates on systematic use of models from a very early phase of the design process and through various model transformation steps (semi-)automatically generates source code and documentation. However, on one hand, the use of model-driven approaches for the development of configuration data is not as widely used as for source code synthesis. On the other hand, we believe that, particular systems that make heavy use of configuration tables like the ARINC 653 standard can benefit from model-driven design by (i) automating error-prone configuration file editing and (ii) using model based validation for early error detection. In this paper, we will present the results of the European project DIANA that investigated the use of MDD in the context of Integrated Modular Avionics (IMA) and the ARINC 653 standard. In the scope of the project, a tool chain was implemented that generates ARINC 653 configuration tables from high-level architecture models. The tool chain was integrated with different target systems (VxWorks 653, SIMA) and evaluated during case studies with real-world and real-sized avionics applications.